Torque control method and device for hybrid electric vehicle

Abstract

The invention provides a torque control method and device for a hybrid electric vehicle. The method comprises the steps that the current execution power of a driver, the required power of the driver, the allowable charging power of a battery, the actual torque and rotating speed of an engine, the actual torque and rotating speed of a generator and the actual torque and rotating speed of a P1 system are obtained; deciding that the whole vehicle enters an energy recovery working condition in a parallel mode; judging whether the current execution power of the driver and the required power of the driver meet preset conditions or not, and if yes, limiting the minimum torque capacity of a generator to 0; the request torque of a P3 motor is obtained so as to fill the difference between the torque required by a driver and the actual output torque of the P1 system; and corresponding torque instructions are respectively sent to the P1 system, the generator controller and the motor control system so as to execute torque distribution. Therefore, the forward jerking feeling in the energy recovery process is avoided, and the driving performance of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive energy recovery technology, and in particular to a method and device for torque control of hybrid vehicles. Background Technology

[0002] Parallel mode in hybrid electric vehicles refers to a power mode in which the P1 system, consisting of an engine and a generator, outputs torque to the wheels via a clutch or synchronizer. In parallel mode, the P1 system prioritizes the torque demanded by the driver, utilizing engine direct drive as much as possible to improve energy efficiency. When the accelerator is quickly released in parallel mode, the P3 motor (drive motor) prioritizes energy recovery to reduce fuel consumption. The remaining battery charging power limits the generator's output power. When the actual energy recovery power of the P3 motor approaches the battery's charging power, the generator's output power is limited to a very low level, even 0 kW. During this stage, the engine torque (positive) and the generator torque (negative) rapidly drop to near zero. Because the engine torque response is slower and the generator torque response is faster, the overall output torque of the P1 system increases during the torque reduction process. At this point, the battery no longer has sufficient charging capacity to support the P3 motor's increased negative torque to compensate for the torque surge of the P1 system. The vehicle exhibits a forward jerking sensation during the initial deceleration and coasting phase. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a method and device for torque control of hybrid electric vehicles.

[0004] In a first aspect, embodiments of the present invention provide a torque control method for a hybrid electric vehicle, comprising:

[0005] Obtain the driver's current operating power, the driver's required power, the battery's allowed charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed;

[0006] The energy recovery conditions for the vehicle to enter parallel mode are determined based on the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system.

[0007] Determine whether the driver's current operating power and the driver's required power meet preset conditions. If they do, limit the generator's minimum torque capacity to 0.

[0008] Obtain the requested torque from the P3 motor to bridge the gap between the driver's required torque and the actual output torque of the P1 system;

[0009] Based on the energy recovery operating condition, corresponding torque commands are sent to the P1 system, generator controller, and motor control system respectively to execute torque distribution.

[0010] Optionally, obtaining the driver's current operating power and the driver's required power includes...

[0011] The current total torque demand is obtained by looking up a table based on the driver's throttle opening and the current vehicle speed. If the current total torque demand is a negative torque value, then the current total torque demand is the energy recovery torque demand before filtering.

[0012] The energy recovery demand torque before filtering is processed to obtain the energy recovery demand torque after filtering.

[0013] The driver's required power and the driver's current execution power are obtained based on the energy recovery torque before and after filtering.

[0014] Optionally, the energy recovery condition for deciding whether the vehicle enters parallel mode includes:

[0015] The available charging power of the P3 motor is obtained based on the battery's allowed charging power;

[0016] The actual regenerative power of the P3 motor is obtained based on the actual speed and feedback torque of the P3 motor.

[0017] The generator's available charging power is obtained from the difference between the available charging power of the P3 motor and the actual regenerative power of the P3 motor.

[0018] Optionally, the energy recovery condition for deciding whether the vehicle enters parallel mode includes:

[0019] Obtain the engine's external characteristic capability and the generator's external characteristic capability at the current speed of the P1 system to obtain the maximum torque capability of the P1 system, and obtain the generator's fuel cut-off torque to obtain the minimum torque capability of the P1 system.

[0020] The engine's external characteristics and fuel cut-off torque at the current engine speed are used as the engine's maximum and minimum torque capabilities.

[0021] Based on the generator's current speed, maximum available discharge power, and maximum available power generation, the generator's maximum torque capacity and minimum torque capacity under the current battery capacity are obtained.

[0022] Optionally, the preset condition is to simultaneously satisfy the following conditions:

[0023] The driver's power requirement is less than the difference between the battery's allowed charging power and the target power generation in the current parallel mode.

[0024] The driver's required power is less than the first calibration threshold;

[0025] The absolute value of the driver's current execution power is greater than the second calibration threshold.

[0026] Optionally, obtaining the requested torque of the P3 motor to fill the gap between the driver's required torque and the actual output torque of the P1 system includes: obtaining the requested torque of the P3 drive motor based on the filtered energy recovery required torque, the actual torque of the engine, the actual torque of the generator, and the speed ratio from the P3 motor to the wheel.

[0027] Optionally, sending corresponding torque commands to the P1 system, generator controller, and motor control system respectively includes:

[0028] The torque command of the P1 system is obtained based on the filtered required torque and the speed ratio from the P1 system to the wheel end, and is limited by the maximum torque capability and minimum torque capability of the P1 system.

[0029] The generator torque command is derived from the target parallel power generation and the current generator speed, and is limited by the generator's maximum torque capability and minimum torque capability.

[0030] The engine torque command is derived from the P1 system torque command and the generator torque command, and is limited by the engine's maximum torque capability and minimum torque capability.

[0031] Secondly, embodiments of the present invention provide a torque control device for a hybrid electric vehicle, comprising:

[0032] The data acquisition module is used to obtain the driver's current operating power, the driver's required power, the battery's allowed charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed.

[0033] The energy recovery condition decision module is used to determine the energy recovery condition for the vehicle to enter parallel mode based on the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system.

[0034] The judgment module is used to determine whether the driver's current operating power and the driver's required power meet preset conditions;

[0035] Torque limiting module, used to limit the generator's minimum torque capacity to 0;

[0036] The P3 motor torque calculation module is used to obtain the requested torque of the P3 drive motor to fill the gap between the driver's required torque and the actual output torque of the P1 system.

[0037] The torque command sending module is used to send corresponding torque commands to the P1 system, generator controller and motor control system respectively based on the energy recovery operating conditions to perform torque distribution.

[0038] Thirdly, the present invention provides an electronic device including a processor and a memory, the memory storing computer-readable instructions that, when executed by the processor, perform the steps of the method provided in the first aspect above.

[0039] Fourthly, the present invention provides a storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0040] Fifthly, the present invention provides a computer program product comprising a computer program that, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0041] As can be seen from the above technical solutions, the present invention has the following advantages:

[0042] The hybrid electric vehicle torque control method provided by this invention obtains the driver's current operating power, the driver's required power, the battery's allowed charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed; determines the energy recovery condition for the vehicle to enter parallel mode; judges whether the driver's current operating power and the driver's required power meet preset conditions; if so, limits the generator's minimum torque capacity to 0; obtains the requested torque of the P3 drive motor to fill the difference between the driver's required torque and the actual output torque of the P1 system; and sends corresponding torque commands to the engine control system, generator controller, and drive motor controller respectively to execute torque distribution. Through detailed identification of this operating condition, before determining that the expected coasting energy recovery power is close to or exceeds the BMS's allowed charging power, the torque command of the P1 system is intervened in advance, limiting the engine torque to 0 in advance, avoiding forward jerking during energy recovery, improving vehicle drivability, and reducing unnecessary fuel consumption. Attached Figure Description

[0043] Figure 1 This is a schematic flowchart of a first embodiment of a torque control method for a hybrid electric vehicle according to the present invention.

[0044] Figure 2 This is a schematic flowchart of a second embodiment of the torque control method for a hybrid electric vehicle according to the present invention;

[0045] Figure 3 This is a structural block diagram of a third embodiment of a hybrid electric vehicle according to the present invention;

[0046] Figure 4 This is a structural block diagram of a fourth embodiment of the torque control device for a hybrid electric vehicle according to the present invention;

[0047] Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0048] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0049] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0050] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0051] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0052] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0053] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0054] In the related art, (the related art is analyzed, and the technical problem solved by this application is pointed out)

[0055] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a torque control method for hybrid electric vehicles. Figure 1 This is a schematic flowchart of a torque control method for a hybrid electric vehicle according to the present invention; see reference. Figure 1 As shown, the method includes:

[0056] S101: Obtain the driver's current operating power, driver's required power, battery's allowed charging power, engine's actual torque and speed, generator's actual torque and speed, and P1 system's actual torque and speed.

[0057] In this embodiment, the driver's current power output and the driver's required power output can be obtained through corresponding algorithms based on parameters during vehicle operation; the battery's allowable charging power can be obtained based on battery characteristics; and the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system can be obtained through some monitoring devices.

[0058] The P1 system can be understood as a generator system located on the engine crankshaft and integrated with the engine, also known as the P1 position motor or P1 assembly. During start-up and acceleration, the P1 system works in conjunction with the engine to output torque, thereby enhancing the vehicle's driving capability. Furthermore, when the vehicle brakes to decelerate or goes downhill, the P1 system functions as a "generator" to recover energy.

[0059] S102: Based on the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system, determine the energy recovery condition for the vehicle to enter parallel mode.

[0060] In this embodiment, the energy recovery conditions include the available charging power of the P3 motor, the actual energy recovery power of the P3 motor, the available charging power of the generator, the maximum and minimum torque capabilities of the P1 system, the maximum and minimum torque capabilities of the engine, and the maximum and minimum torque capabilities of the generator.

[0061] As can be understood, the P3 motor is a drive motor with a specific placement in a hybrid electric vehicle. The "P" stands for "Position," and the number "3" indicates its specific position in the powertrain. The P3 motor is an electric motor installed after the gearbox output (or directly integrated into the gearbox, but not on the same shaft as the engine), and it can directly drive the wheels through gears or a reducer.

[0062] S103: Determine whether the current power output of the driver and the power demand of the driver meet the preset conditions. If they do, limit the minimum torque capacity of the generator to 0.

[0063] In this embodiment of the application, by using the preset judgment conditions in this step, the torque command of the P1 system can be intervened in advance before the expected coasting energy recovery power approaches or exceeds the BMS allowable charging power, limiting the engine torque to 0 and avoiding the forward jerking sensation that occurs during the energy recovery process.

[0064] S104: Obtain the requested torque of the P3 motor to bridge the gap between the driver's required torque and the actual output torque of the P1 system.

[0065] In this embodiment, the requested torque of the P3 motor can be obtained by combining the filtered total required torque, the actual torque of the engine, the actual torque of the generator, and the speed ratio from the P3 motor to the wheel. This design ensures the accuracy and smoothness of the total braking torque.

[0066] S105: Based on the energy recovery operating condition, send corresponding torque commands to the P1 system, generator controller and motor control system respectively to perform torque distribution.

[0067] In this embodiment, the torque command of the P1 system, the torque command of the generator, and the torque command of the drive motor are first calculated and then sent to the EMS (engine control system), GCU (generator controller), and MCU (drive motor controller), respectively. Each actuator executes according to the command and feeds back the actual executed torque and speed to the PDCU (power domain controller), thereby forming a closed-loop control system to achieve real-time, dynamic, and smooth torque control.

[0068] This invention provides a torque control method for hybrid electric vehicles. The method utilizes the actual torque and speed of the generator and the actual torque and speed of the P1 system to determine the energy recovery condition for the vehicle to enter parallel mode. It then determines whether the driver's current power output and the driver's power demand meet preset conditions; if so, it limits the generator's minimum torque capacity to zero. The method acquires the requested torque from the P3 motor to bridge the difference between the driver's required torque and the actual output torque of the P1 system. Corresponding torque commands are sent to the engine control system, generator controller, and drive motor controller to execute torque distribution. Through meticulous identification of this condition, the method intervenes in the P1 system's torque command before the desired coasting energy recovery power approaches or exceeds the BMS's allowable charging power, limiting the engine torque to zero in advance. This avoids forward jerking during energy recovery, improves vehicle drivability, and reduces unnecessary fuel consumption.

[0069] This invention also provides a torque control method for hybrid electric vehicles. Please refer to [link / reference]. Figure 2 , Figure 2 This is a flowchart illustrating a torque control method for a hybrid electric vehicle according to the present invention; the method includes the following steps:

[0070] Step S201: Based on the driver's throttle opening and current vehicle speed, look up the table to obtain the current total torque demand. If the current total torque demand is a negative torque value, then the current total torque demand is the energy recovery torque demand before filtering.

[0071] In this embodiment of the application, the current total torque demand (before filtering) is obtained by looking up a table based on the driver's throttle opening and the current vehicle speed. If the vehicle speed is high and the driver's throttle opening is small, a negative torque value can be obtained by looking up the table. That is, the current total torque demand (before filtering) is the energy recovery demand torque (T_TotalReqRaw) before filtering.

[0072] Step S202: Process the energy recovery demand torque before filtering to obtain the energy recovery demand torque after filtering; obtain the driver's required power and the driver's current execution power based on the energy recovery demand torque before and after filtering.

[0073] In this embodiment of the application, the current total demand torque (before filtering) is processed by low-pass filtering and amplitude limiting to obtain the filtered energy recovery demand torque (T). TotalReqFilt Based on the required torque (T) before filtering. TotalReqRaw ) Calculated driver power demand P TotalReqRaw Based on the filtered required torque (T) TotalReqFilt The calculated current driving power P of the driver TotalReqFilt .

[0074] Step S203: Obtain the battery's allowable charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed.

[0075] In this embodiment, the allowable charging power of the battery, the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system can be directly obtained through the vehicle monitoring equipment.

[0076] Step S204: Obtain the available charging power of P3 motor based on the battery's allowed charging power; obtain the actual regenerative braking power of P3 motor based on the actual rotational speed and feedback torque of P3 motor; obtain the available charging power of generator based on the difference between the available charging power of P3 motor and the actual regenerative braking power of P3 motor.

[0077] In this embodiment, the battery's allowable charging power value P is first received from the BMS (Battery Management System). BMSChrgAllow Simultaneously, the actual regenerative power performed by the P3 drive motor is calculated based on the actual speed and feedback torque of the P3 drive motor. The specific calculation formula is as follows:

[0078] P P3Act =a*T 2 +b*T+c;

[0079] In the formula, a, b, and c are motor efficiency coefficients fitted based on the relationship between torque and electric power at different speeds using the motor efficiency map.

[0080] Considering fuel economy and efficiency, the P3 motor is prioritized for power recovery. Therefore, the formula for calculating the available charging power of the P3 motor is as follows:

[0081] P P3ChrgAllow =P BMSChrgAllow ;

[0082] In the formula, P BMSChrgAllow This refers to the battery's allowed charging power value.

[0083] The formula for calculating the usable charging power of a generator is as follows:

[0084] P GCUChrgAllow =P BMSChrgAllow -P P3Act ;

[0085] In the formula, P BMSChrgAllow P represents the battery's allowable charging power value. P3Act This represents the actual regenerative power performed by the P3 motor.

[0086] Step S205: Obtain the external characteristic capability of the engine and the external characteristic capability of the generator at the current speed of the P1 system to obtain the maximum torque capability of the P1 system; obtain the generator fuel cut-off torque to obtain the minimum torque capability of the P1 system; obtain the external characteristic and fuel cut-off torque of the engine at the current speed as the maximum torque capability and minimum torque capability of the engine; obtain the maximum torque capability and minimum torque capability of the generator under the current battery capacity based on the current speed of the generator and the maximum available discharge power and maximum available power generation power of the generator.

[0087] In this embodiment of the application, the total torque output of the engine and generator is calculated, where the maximum capacity T of the P1 system is... P1SystemMax This is equal to the sum of the engine's external characteristic capability and the generator's external characteristic capability at the current speed, and this value is also limited by the battery's allowable discharge capability; the minimum capability T of the P1 system. P1SystemMin This equals the generator's oil cut-off torque, meaning the P1 system is not allowed to participate in energy recovery.

[0088] The engine's maximum and minimum capabilities are determined based on its external characteristics at the current engine speed and the fuel cut-off torque, respectively.

[0089] The maximum and minimum generator capabilities under the current battery capacity are calculated based on the generator's current speed, maximum available discharge power, and maximum available generating power. The specific calculation formula is as follows:

[0090] P=a*T 2 +b*T+c;

[0091] Step S206: Determine whether the current power output of the driver and the power demand of the driver meet the preset conditions. If they do, limit the minimum torque capacity of the generator to 0.

[0092] In this embodiment of the application, the minimum torque capacity T of the generator is limited when the following conditions are simultaneously met. GCUSystemMin To 0:

[0093] (1) Based on the required torque T before filtering TotalReqRaw Calculated driver power demand P TotalReqRaw Less than the battery's allowable charging power P BMSChrgAllow -Target power generation P under current parallel mode PMChrgReq That is, when P TotalReqRaw <P BMSChrgAllow -P PMChrgReq hour ， This indicates that the vehicle is about to enter energy recovery phase, and the remaining allowable recovery power is insufficient.

[0094] (2) Based on the required torque T before filtering TotalReqRaw Calculated driver power demand P TotalReqRawLess than the first calibration threshold (optionally, the first calibration threshold is set to 0kW), that is, when P TotalReq Raw < first calibration threshold, to ensure the vehicle is about to enter energy recovery mode.

[0095] (3) Based on the filtered required torque T TotalReqFilt The calculated current driving power P TotalReqFilt P TotalReqFilt -P TotalReqRaw The absolute value must be greater than the second calibration threshold (optionally, the second calibration threshold is set to 2-3kW, i.e., when |P TotalReqFilt -P TotalReqRaw The second calibration threshold is used to ensure that the torque limiting strategy takes effect before energy recovery actually begins, and fails when the recovered power approaches the expected recovered power before filtering, because the engine torque is already low at this point, and further rapid torque reduction has little impact on the overall vehicle drivability.

[0096] Step S207: Obtain the requested torque of the P3 motor to fill the gap between the driver's required torque and the actual output torque of the P1 system.

[0097] In this embodiment, the requested torque of the P3 motor is used to fill the difference between the actual torque of the P1 system and the torque required by the driver. Specifically, the formula for calculating the requested torque is as follows:

[0098] T P3req =[T TotalReqFilt -(T) EMSAct +T GCUAct )*r P1 ] / r P3 ;

[0099] In the formula, T TotalReqFilt The required torque after filtering; T EMSAct The actual torque of the engine control system; T GCUAct The actual torque of the generator controller; r P1 The speed ratio from system P1 to the wheel edge; r P3 This is the speed ratio from motor P3 to the wheel.

[0100] Step S208: The torque command of the P1 system is obtained based on the filtered required torque and the speed ratio from the P1 system to the wheel end, and is limited by the maximum and minimum torque capabilities of the P1 system; the torque command of the generator is obtained based on the target parallel power generation and the current generator speed, and is limited by the maximum and minimum torque capabilities of the generator; the torque command of the engine is obtained based on the torque command of the P1 system and the torque command of the generator, and is limited by the maximum and minimum torque capabilities of the engine.

[0101] In this embodiment of the application, during the energy recovery process, the torque of the P1 system, the engine torque, and the generator torque are calculated as described above:

[0102] (1) P1 system torque command = filtered required torque T TotalReqFilt / P1 system to wheel end speed ratio r P1 That is, T P1req =T TotalReqFilt / r P1 And constrained by the maximum and minimum capabilities of the P1 system, we finally obtain T. P1req In particular, during the energy recovery process, T P1req =T P1SystemMin .

[0103] (2) The generator torque command is based on the target parallel power generation P. PMChrgReq The solution obtained at the current generator speed is P = a * T. 2 +b*T+c, and is limited by the generator's maximum and minimum torque capacity (the minimum capacity is T mentioned above). GCUSystemMin Finally, the generator torque command T is obtained. GCUreq .

[0104] (3) Engine torque command T EMSreq =T P1req -T GCUreq (Assuming the generator is directly connected to the engine with a speed ratio of 1), and is limited by the engine's maximum and minimum torque capabilities.

[0105] Step S209: Send corresponding torque commands to the P1 system, generator controller and motor control system respectively to perform torque distribution.

[0106] In this embodiment, based on the obtained P1 system torque command, generator torque command, and engine torque command, corresponding torque commands are sent to the P1 system, generator controller, and motor control system, respectively, to execute torque distribution. Each actuator executes according to the command and feeds back the actual executed torque and speed to the PDCU, thereby forming a closed-loop control system to achieve real-time, dynamic, and smooth torque control.

[0107] This invention also provides a structural schematic diagram of a hybrid electric vehicle. Please refer to the provided text. Figure 3 , Figure 3 This is a block diagram illustrating the structure of a hybrid electric vehicle according to the present invention; the structure includes: an engine control system (EMS), a generator controller (GCU), a battery management system (BMS), a drive motor controller (MCU), and a power domain controller (PDCU).

[0108] In this embodiment, the EMS receives torque commands from the PDCU, adjusts the intake air volume, fuel injection volume, and ignition angle in real time to execute the torque request, and feeds back the actual executed torque and engine speed to the PDCU; the GCU receives torque commands from the PDCU, realizes engine start-up, shutdown, and power generation, and feeds back the actual executed torque and speed to the PDCU; the BMS feeds back parameters such as the current maximum allowable charge / discharge power and actual power to the PDCU in real time; the MCU receives torque commands from the PDCU, drives the vehicle, performs energy recovery, and feeds back the actual torque and speed to the PDCU; the PDCU controls the vehicle's operating mode (such as series mode or parallel mode), controls the power generation of the P1 system and engine speed in series mode, and controls the power generation of the P1 system and direct drive torque in parallel mode, and realizes the vehicle's drive or energy recovery control by deciding the torque commands of the engine, generator, and P3 drive motor.

[0109] This invention also provides a torque control device for hybrid electric vehicles; please refer to [link / reference]. Figure 4 , Figure 4 This is a structural block diagram of a hybrid electric vehicle torque control device according to the present invention; the device includes:

[0110] The data acquisition module 301 is used to obtain the driver's current operating power, the driver's required power, the battery's allowed charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed.

[0111] The energy recovery condition decision module 302 is used to determine the energy recovery condition for the whole vehicle to enter parallel mode based on the actual torque and speed of the engine, the actual torque and speed of the generator and the actual torque and speed of the P1 system.

[0112] The judgment module 303 is used to determine whether the driver's current operating power and the driver's required power meet preset conditions;

[0113] Torque limiting module 304 is used to limit the generator's minimum torque capacity to 0;

[0114] The P3 motor torque calculation module 305 is used to obtain the requested torque of the P3 motor to fill the difference between the torque required by the driver and the actual output torque of the P1 system.

[0115] The torque command sending module 306 is used to send corresponding torque commands to the P1 system, generator controller and motor control system respectively based on the energy recovery operating conditions to perform torque distribution.

[0116] In an optional embodiment, the data acquisition module 301 includes:

[0117] The total torque demand calculation module is used to look up the current total torque demand based on the driver's throttle opening and the current vehicle speed. If the current total torque demand is a negative torque value, then the current total torque demand is the energy recovery demand torque before filtering. The energy recovery demand torque before filtering is processed to obtain the energy recovery demand torque after filtering. The driver's required power and the driver's current execution power are obtained based on the energy recovery demand torque before and after filtering, respectively.

[0118] In an optional embodiment, the energy recovery condition decision module 302 includes:

[0119] The allowed charging and discharging power allocation module is used to obtain the available charging power of the P3 motor based on the battery's allowed charging power; to obtain the actual regenerative braking power of the P3 motor based on the actual speed and feedback torque of the P3 motor; and to obtain the available charging power of the generator based on the difference between the available charging power of the P3 motor and the actual regenerative braking power of the P3 motor.

[0120] The P1 system capacity limiting module is used to obtain the engine external characteristic capacity and generator external characteristic capacity at the current speed of the P1 system in order to obtain the maximum torque capacity of the P1 system, and to obtain the generator fuel cut-off torque in order to obtain the minimum torque capacity of the P1 system.

[0121] In an optional embodiment, the energy recovery condition decision module 302 further includes:

[0122] The engine and generator capacity limiting module is used to obtain the engine's external characteristics and fuel cut-off torque at the current engine speed as the engine's maximum and minimum torque capabilities; and to obtain the generator's maximum and minimum torque capabilities under the current battery capacity based on the generator's current speed, maximum available discharge power, and maximum available power generation power.

[0123] In an optional embodiment, the P3 motor torque calculation module 305 includes:

[0124] The P1 system torque calculation submodule is used to calculate the P1 system torque command; specifically, the P1 system torque command = filtered demand torque T. TotalReqFilt / P1 system to wheel end speed ratio r P1 That is, T P1req =T TotalReqFilt / r P1 And constrained by the maximum and minimum capabilities of the P1 system, we finally obtain T. P1req In particular, during the energy recovery process, T P1req =T P1SystemMin .

[0125] The generator torque calculation submodule is used to calculate the generator torque command. Specifically, the generator torque command is based on the target parallel power output P. PMChrgReq The solution obtained at the current generator speed is P = a * T. 2 +b*T+c, and is limited by the generator's maximum and minimum torque capacity (the minimum capacity is T mentioned above). GCUSystemMin Finally, the generator torque command T is obtained. GCUreq .

[0126] The engine torque calculation submodule is used to calculate the engine torque command. Specifically, the engine torque command T... EMSreq =T P1req -T GCUreq (Assuming the generator is directly connected to the engine with a speed ratio of 1), and is limited by the engine's maximum and minimum torque capabilities.

[0127] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 5 As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the hybrid vehicle torque control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0128] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0129] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0130] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0131] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the hybrid vehicle torque control methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0132] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described hybrid electric vehicle torque control method.

[0133] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0134] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0135] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0136] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0137] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0138] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0139] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0140] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0141] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0142] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A hybrid vehicle torque control method characterized by, The method comprises the following steps: obtaining the current driver performance power, the driver demand power, the battery allowable charging power, the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system; deciding the energy recovery working condition of the vehicle in the parallel mode based on the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system; judging whether the current driver performance power and the driver demand power meet the preset condition, and limiting the minimum torque capacity of the generator to 0 if the preset condition is met; obtaining the requested torque of the P3 motor to fill the difference between the driver demand torque and the actual output torque of the P1 system; sending the corresponding torque instructions to the P1 system, the generator controller and the motor control system based on the energy recovery working condition to perform torque distribution.

2. The hybrid vehicle torque control method according to claim 1, characterized by, The method for obtaining the current driver performance power and the driver demand power comprises the following steps: obtaining the current demand total torque according to the driver throttle opening degree and the current vehicle speed, wherein the current demand total torque is the energy recovery demand torque before filtering if the current demand total torque is a negative torque value; processing the energy recovery demand torque before filtering to obtain the energy recovery demand torque after filtering; obtaining the driver demand power and the current driver performance power based on the energy recovery demand torque before and after filtering respectively.

3. The hybrid vehicle torque control method according to claim 1, characterized by, The method for deciding the energy recovery working condition of the vehicle in the parallel mode comprises the following steps: obtaining the available charging power of the P3 motor based on the battery allowable charging power; obtaining the actual execution recovery power of the P3 motor based on the actual speed and the feedback torque of the P3 motor; obtaining the available charging power of the generator based on the difference between the available charging power of the P3 motor and the actual execution recovery power of the P3 motor.

4. The hybrid vehicle torque control method according to claim 1, characterized by, The method for deciding the energy recovery working condition of the vehicle in the parallel mode comprises the following steps: obtaining the engine external characteristic capacity and the generator external characteristic capacity under the current speed of the P1 system to obtain the maximum torque capacity of the P1 system, and obtaining the generator fuel cut torque to obtain the minimum torque capacity of the P1 system; obtaining the external characteristic and the fuel cut torque under the current speed of the engine as the maximum torque capacity and the minimum torque capacity of the engine; obtaining the maximum torque capacity and the minimum torque capacity of the generator under the current battery capacity based on the current speed of the generator, the maximum available discharge power and the maximum available power generation power of the generator.

5. The hybrid vehicle torque control method according to claim 1, characterized by, The preset condition is met when the following conditions are met simultaneously: the driver demand power is less than the difference between the battery allowable charging power and the target generator power in the current parallel mode; the driver demand power is less than the first calibration threshold value; the absolute value of the current driver performance power is greater than the second calibration threshold value.

6. The hybrid vehicle torque control method according to claim 2, characterized by, The method for obtaining the requested torque of the P3 motor to fill the difference between the driver demand torque and the actual output torque of the P1 system comprises the following steps: obtaining the requested torque of the P3 motor based on the energy recovery demand torque after filtering, the actual torque of the engine, the actual torque of the generator and the speed ratio of the P3 motor to the wheel edge.

7. The hybrid vehicle torque control method according to claim 4, characterized by, The step of sending corresponding torque commands to the P1 system, generator controller, and motor control system based on the energy recovery operating condition includes: The torque command of the P1 system is obtained based on the filtered required torque and the speed ratio from the P1 system to the wheel end, and is limited by the maximum torque capability and minimum torque capability of the P1 system. The generator torque command is derived from the target parallel power generation and the current generator speed, and is limited by the generator's maximum torque capability and minimum torque capability. The engine torque command is derived from the P1 system torque command and the generator torque command, and is limited by the engine's maximum torque capability and minimum torque capability.

8. A hybrid vehicle torque control device characterized by comprising: include: The data acquisition module is used to obtain the driver's current operating power, the driver's required power, the battery's allowed charging power, the engine's actual torque and speed, the generator's actual torque and speed, and the P1 system's actual torque and speed. The energy recovery condition decision module is used to determine the energy recovery condition for the vehicle to enter parallel mode based on the actual torque and speed of the engine, the actual torque and speed of the generator, and the actual torque and speed of the P1 system. The judgment module is used to determine whether the driver's current operating power and the driver's required power meet preset conditions; Torque limiting module, used to limit the generator's minimum torque capacity to 0; The P3 motor torque calculation module is used to obtain the requested torque of the P3 motor to fill the gap between the driver's required torque and the actual output torque of the P1 system. The torque command sending module is used to send corresponding torque commands to the P1 system, generator controller and motor control system respectively based on the energy recovery operating conditions to perform torque distribution.

9. An electronic device, comprising: include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 7.

10. A computer readable medium having stored thereon a computer program, characterized in that When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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