104 results about "Powertrain control" patented technology

An electric vehicle comprises a drive motor coupled with a vehicle wheel, a brake subsystem to apply a braking force based on an amount of an engagement of a braking input, and a control subsystem. The control subsystem is configured to detect an amount of an engagement of a torque input, control the drive motor to apply an amount of the driving torque to the vehicle wheel based on the amount of an engagement of the torque input, determine a target creeping speed, detect amount of an engagement of the braking input by the driver, calculate an amount of a creeping torque, and, subsequent to detecting the amount of the engagement of the braking input and prior to detecting any engagement of the torque input by the driver, control the drive motor to apply the amount of the creeping torque to the vehicle wheel via the drive motor.

An efficiency-based powertrain control system and method to provide real-time optimization of powertrain efficiency for a plug-in hybrid electric vehicle (PHEV).

Powertrains of hybrid electric vehicles, control systems for controlling the powertrains, and methods for controlling the powertrains are disclosed. The powertrain includes an engine, a motor / generator, a battery and a DC bus. The control system is configured to: operate the motor / generator in a first mode when the battery is connected to the DC bus; operate the motor / generator in a second mode when the battery is disconnected from the DC bus, wherein the second mode is a voltage control mode in which the motor / generator controls a voltage of the DC bus; and adjust at least one parameter of the powertrain to assist the motor / generator in controlling the voltage of the DC bus in the second mode.

An electric vehicle (EV) comprises a vehicle wheel, a drive subsystem including a drive motor coupled with the vehicle wheel, and a control subsystem coupled to the drive subsystem and including a driver torque input configured to set a target propulsion torque. The control subsystem is configured to control the drive motor to apply the target propulsion torque to the vehicle wheel, determine a stalled condition of the drive subsystem during the application of the target propulsion torque, and, in response to determining the stalled condition, calculate a rollback torque, and control the drive motor to cancel the application of the target propulsion torque and to apply the rollback torque to the vehicle wheel, the rollback torque configured to allow the EV to travel down an incline at a rollback speed. The rollback torque comprises a lower torque value than a torque value of the target propulsion torque.

A method of operating a hybrid electric powertrain (HEP) may include determining, based on a HEP torque demand and a maximum torque limit for a gas turbine engine having a mechanical output coupled to a power shaft of the HEP, a target torque for the gas turbine engine. The method may also include controlling the gas turbine engine to operate according to a target speed or the target torque. The method may also include, while operating the gas turbine engine according to the target speed or the target torque, determining, based on the HEP torque demand and the target torque, a total torque compensation demand for an electric machine having a mechanical output controllably couplable to the power shaft of the HEP, and operating the electric machine according to the total torque compensation demand.

Control method for managing dog clutch engagement in a vehicle powertrain (1) comprising an internal combustion engine (2), primary (3) and secondary (4) electrical machines, and a dog clutch gearbox having a first primary shaft (5) connected to the engine, a second primary shaft (6) connected to the primary electrical machine, the method comprising: when the target ratio to be engaged is intended to lock the first primary shaft, respectively the second primary shaft, with the secondary shaft in rotation, then a convergence torque is applied by means of the secondary electrical machine, respectively by means of the primary electrical machine, the convergence torque to be applied being determined in subordination to an acceptance of charging and discharging of the battery calculated according to the characteristic(s) of the battery and the power taken or delivered by the electrical machines.Figure from the summary: Fig. 2.

The present invention relates to the field of powertrain control and debugging technology for new energy vehicles, and discloses an all-in-one controller debugging device for new energy commercial vehicles, including a high-voltage distribution unit in an all-in-one controller connected to an energy storage unit, the high-voltage distribution unit is connected to a plurality of controller units, and the controller units are used to respectively connect to corresponding load ends to realize joint debugging tests from the energy storage unit to the controller unit and then to the load end, and the controller unit includes a main drive motor controller, a steering oil pump controller, a brake air pump controller, a 24V low-voltage power supply DC / DC controller, an air conditioning power supply circuit and an upper power supply circuit. The all-in-one controller debugging device for new energy commercial vehicles of the present invention realizes the connection between the all-in-one controller and the controlled object, and is connected to the corresponding load type, can simulate the whole vehicle, and realize the joint debugging test from the energy storage unit to the all-in-one controller and then to the controlled object.

The use of multiple horizon optimization for vehicle dynamics and powertrain control of a vehicle is provided. Long horizon optimization for a trip of the vehicle is performed, and an optimal value function is determined. Data is received from powertrain and / or connectivity features from one or more of components of the vehicle. Short horizon optimization for the trip is performed using a rollout algorithm, the optimal value function, and the received data. The operation of the vehicle is adjusted using results of the short horizon optimization.

Vehicle (10), comprising: a controller (40) which is programmed to to operate a powertrain (12) in hybrid mode; and in response to a request to operate the powertrain (12) in electric mode, to switch the powertrain operation from hybrid mode to electric mode without shifting gears until a change in the accelerator pedal position exceeds a threshold value after the switch, wherein the control unit (40) is further programmed to switch the powertrain operation from electric mode to recuperation mode in response to a request to operate the powertrain (12) in a recuperation mode and to a brake pedal tip-in while the powertrain (12) is operating in electric mode, without shifting gears, until a change in the brake pedal position exceeds a threshold value after the switch.

A method for operating a main vehicle along a trajectory, the vehicle belonging to a fleet of vehicles, the main vehicle including a powertrain controlled by a control unit. To diminish the consumption of the vehicle, the method includes analyzing, by an external server, consumption data of each vehicles of the fleet of vehicles having previously travelled on said trajectory; based on the analyzed consumption data, identifying, by the external server, an improvable-consumption section of the trajectory; and providing to the control unit from the external server with instructions to restrict consumption of the powertrain on the improvable-consumption section.

The invention relates to a control system (10) and a method (400) for controlling a hybrid powertrain (20) of a vehicle (300). The hybrid powertrain system (20) may be operated in a plurality of powertrain operating modes, each powertrain operating mode having an associated set of powertrain control parameter values. The hybrid powertrain (20) includes an engine (202) and a traction motor (216). The control system includes one or more controllers (110) that are collectively configured to: determine (410) that the hybrid powertrain system (20) is simultaneously operating in two or more of the plurality of powertrain operating modes; determining (420) which of the two or more simultaneously operating powertrain operating modes has the highest priority based on a predetermined priority index of the plurality of powertrain operating modes; and controlling (430), via the one or more controllers (110), at least one of the engine (202) and the traction motor (216) based on the set of powertrain control parameter values associated with the highest priority powertrain operating mode.

The present disclosure provides a combined optimization method and system for a tractor powertrain based on economic indicators, relating to the field of tractor control technology, including: based on the structural information and operating conditions information of a target tractor, building a tractor powertrain model by forward simulation; using the tractor powertrain model to perform feedback control on the actual vehicle speed of the target tractor following the desired vehicle speed; during the control process, taking the actual fuel consumption rate per unit cultivated land area as the vehicle fuel economy indicator, performing economic combined optimization on the powertrain control parameters to obtain the optimal powertrain control parameters of the target tractor under the optimal economic indicator; through the tractor powertrain model, taking the vehicle fuel economy indicator as the evaluation criterion, comprehensively optimizing the engine fuel injection parameters and the displacement ratio of the hydro-mechanical continuously variable transmission, obtaining the optimal solution of the tractor's comprehensive energy consumption, and effectively improving the vehicle fuel economy performance.

A method for powertrain control, comprising: comparing a torque request from an operator with a powertrain torque control signal; locking a first reference torque at a first predetermined value while the torque request and the torque control signal differ by more than a predetermined amount; and controlling a torque based on a difference between the torque request and the first reference torque; characterized in that the first reference torque is locked to the first predetermined value while the torque request and the torque control signal differ by more than a predetermined amount, and the torque is an axle torque;wherein: (i) controlling the driveline torque based on the difference between the torque request and the first reference torque comprises: setting a threshold based on the difference between the torque request and the first reference torque; locking a second reference torque at a second predetermined value while the torque request and the torque control signal differ by more than the threshold; and controlling the axle torque based on a difference between the torque request and the second reference torque; and / or (ii) the method further comprises tracking the first reference torque to the axle torque while the torque request and the torque control signal do not differ by more than the predetermined amount.

Procedure for a vehicle comprising: Displaying a multi-parameter powertrain calibration map on a display device; and in response to a user input, selectively adjusting the displayed calibration map along at least one parameter and not adjusting the calibration map past one or more predetermined thresholds.

This invention provides a powertrain control method, control system, and vehicle for a hybrid vehicle, relating to the field of vehicle control technology. The powertrain control method of this embodiment includes: determining whether a power battery has experienced a power-limited fault; when a power-limited fault is determined, performing torque control on a first motor and a second motor, while simultaneously disabling the anti-shake function of the second motor, so that the power generation of the first motor and the load power consumption remain consistent, and maintaining the current at the power battery bus terminal at zero; and performing voltage control on the first motor so that the difference between the actual voltage of the first motor and the set voltage is within a preset difference range. This control method can ensure normal vehicle operation while avoiding the problem of the vehicle being unable to drive or even experiencing power battery failure due to power-limited power, thus improving vehicle driving safety under power-limited conditions.

A fuel cell electric vehicle (FCEV) includes an electric traction motor configured to drive the FCEV and generate power through regenerative braking, a high voltage (HV) battery system including a HV bus and a HV battery configured to power the electric traction motor, and a fuel cell stack (FCS) configured to generate electricity to recharge the HV battery and / or power the electric traction motor. A powertrain control system for preventing over-voltage of the HV bus and HV battery includes a controller having one or more processors configured to control (i) a fuel cell power limit of the FCS, and (ii) a regenerative braking power limit of the electric traction motor. The controller is programmed to measure a voltage of the HV battery system, and selectively limit the fuel cell power limit and / or the regenerative braking power limit when the measure voltage exceeds a predetermined threshold.

A method for controlling vehicle propulsion includes receiving signal data corresponding to a signaled intersection of a route being traversed by a vehicle. The method further includes determining an intersection propulsion profile for the signaled intersection based on at least a current vehicle speed and the signal data. The method further includes determining, based on the intersection propulsion profile, whether to deviate from a vehicle energy consumption profile corresponding to the route being traversed by the vehicle. The method further includes, in response to a determination to deviate from the vehicle energy consumption profile, selectively controlling vehicle propulsion of the vehicle according to the intersection propulsion profile. The method further includes, in response to traversing the intersection, selectively controlling vehicle propulsion according to the vehicle energy consumption profile.

The present application relates to the technical field of vehicle control, and discloses an evaporation system leak detection method and apparatus, a device, a vehicle, and a storage medium. The evaporation system leak detection method comprises: when an evaporation system of a vehicle satisfies a leak diagnosis condition, sending an operating-condition coordination request message to a powertrain control unit, so that the powertrain control unit controls an engine to operate according to preset target parameters; closing a canister shut-off valve, opening a canister solenoid valve, and successfully establishing the negative pressure in the evaporation system; and, during pressure maintenance, on the basis of a pressure change rate of the evaporation system over a preset time period, determining whether or not the evaporation system satisfies a preset diagnosis requirement. By operating the engine according to the preset target parameters, sufficient vacuum is ensured in an intake manifold to establish negative pressure for the evaporation system, thereby ensuring smooth execution of leak detection for the evaporation system during driving.

An electric vehicle comprises a drive motor coupled with a vehicle wheel, a brake subsystem to apply a braking force based on an amount of an engagement of a braking input, and a control subsystem. The control subsystem is configured to detect an amount of an engagement of a torque input, control the drive motor to apply an amount of the driving torque to the vehicle wheel based on the amount of an engagement of the torque input, determine a target creeping speed, detect amount of an engagement of the braking input by the driver, calculate an amount of a creeping torque, and, subsequent to detecting the amount of the engagement of the braking input and prior to detecting any engagement of the torque input by the driver, control the drive motor to apply the amount of the creeping torque to the vehicle wheel via the drive motor.

The utility model provides a self-propelled range-extended vegetable tobacco seedling transplanter which comprises a whole machine support, a walking mechanism, a seedling dropping mechanism, a seedling planting mechanism, a power assembly and a controller, the whole machine support is arranged on the walking mechanism, and the seedling dropping mechanism, the seedling planting mechanism, the power assembly and the controller are all arranged on the whole machine support. The seedling dropping mechanism comprises a plurality of seedling dropping cylinders which are distributed at equal intervals in the circumferential direction, the seedling planting mechanism comprises a seedling receiving guide hopper, a well cellar type seedling planting nozzle and a seedling planting driving execution assembly, and the power assembly provides electric energy for the walking mechanism, the seedling dropping mechanism, the seedling planting mechanism and the controller. The transplanter is simple in structural composition and convenient for subsequent maintenance and repair; when transplanting operation is carried out, the action of each execution mechanism is independently executed by an independent motor, and the controller can flexibly control the running state of each motor according to requirements, so that accurate matching and flexible adjustment of the executable action can be realized.

The application discloses a kind of D and R mutual switching power assembly control method, belong to new energy automobile control technical field.It includes: let VCU according to received shift lever gear signal, determine whether the shift lever gear is the mutual switching operation between D and R;According to shift lever gear, request target gear to TCU, TCU controls DCT transmission to shift according to target gear, and after DCT transmission shift is completed, actual gear signal of DCT transmission is sent to VCU;Judge whether engine participates in driving.The D and R mutual switching power assembly control method of the application is for the hybrid power architecture of P2+DCT, realizes when driver is in low vehicle speed and stationary state and D and R mutual switching, vehicle is according to the intention of driver and travels.

A method includes obtaining a user profile that includes first parameter values associated with a first powertrain control mode and lacks second parameter values associated with a second powertrain control mode. The method also includes identifying a behavior group based on similarity of the user profile to third-party profiles in the behavior group, and updating the user profile based on the third-party profiles to include the second parameter values. The method also includes controlling a vehicle powertrain based on the user profile.

A powertrain controller for an electric vehicle (EV) includes a compressor controller configured to regulate a three-phase current supplied to an electrically actuated compressor by a vehicle battery of the EV or an electric motor of the EV; and a load bank controller configured to regulate a fourth phase current provided by a vehicle battery or an electric motor of the EV to the resistive load bank such that the compressor controller and the load bank controller are integrated into a common control system.

The invention discloses a four-wheel drive torsional vibration optimization method and system based on an automatic gearbox gear shifting strategy, and relates to the technical field of vehicle power assembly control. The method comprises the following steps: adjusting upshift logic of an automatic gearbox under an acceleration working condition by identifying a sensitive rotating speed interval in which an engine triggers torsional resonance of a four-wheel drive transmission system, and improving the upshift triggering vehicle speed of each gear, so that the target rotating speed of the engine after upshift avoids the sensitive rotating speed interval; an optimized gear shifting MAP is constructed and written into a transmission control unit, upshift action is executed by the transmission control unit according to the real-time state, and vibration is restrained from being transmitted to a vehicle body through a transmission path; and meanwhile, a vehicle-mounted sensing unit is used for collecting feedback data to form a parameter dynamic correction closed loop. According to the scheme, a torsional vibration resonance area can be effectively avoided, roar noise in a vehicle is reduced, the NVH performance is improved, and the method has the advantages of being low in cost, flexible in arrangement and capable of being dynamically optimized.

A hybrid electric vehicle (HEV) includes an internal combustion engine, an electric traction motor, a belt starter generator (BSG) unit, a low voltage battery system including a low voltage battery, and a high voltage battery system including a high voltage traction battery. A DC / DC converter is configured to convert high voltage from the high voltage battery system into low voltage to charge the low voltage battery and support low voltage loads. A powertrain control system configured for reducing HEV CO2 emissions includes a controller configured to control an output voltage setpoint of the DC / DC converter and the BSG unit. The controller is configured to selectively increase or decrease the output voltage setpoints of the DC / DC converter and / or the BSG unit to reduce high voltage battery power consumption to thereby avoid or delay turning on the internal combustion engine to reduce CO2 emissions.

This invention discloses a vehicle powertrain control method, device, and electric vehicle. The method includes: acquiring the vehicle's driving mode and operating condition parameters; acquiring preset drive mode switching conditions, which are differentiated based on different driving modes; determining a drive mode switching strategy based on the driving mode, operating condition parameters, and preset drive mode switching conditions; and executing the drive mode switching strategy: first, controlling the front axle motor's speed before engagement based on PI control, and then controlling the front axle connection device based on the speed control completion rate, thereby switching the vehicle to four-wheel drive mode; or second, controlling the front axle connection device to disconnect based on torque distribution, and after disconnection, controlling the front axle motor's speed after disconnection based on PI control, thereby switching the vehicle to two-wheel drive mode. This invention improves vehicle economy and power performance by setting multiple switching conditions and combining them with vehicle operating conditions to achieve drive mode switching control.

A powertrain for an aerial vehicle may include a mechanical power source and a propulsion member coupled to the mechanical power source and configured to be coupled to the chassis and convert at least a portion of the mechanical power supplied by the mechanical power source into at least one of a thrust force or cooling. The powertrain also may include an electric power generation device configured to convert at least a portion of the mechanical power into electrical power. The powertrain further may include a powertrain control system associated with the powertrain and configured to at least partially control at least one of an output speed of the mechanical power source or a pitch angle associated with the propulsion member, based on at least one of an operation, a status factor, or at least one component characteristic associated with the aerial vehicle.

The invention discloses a new energy whole vehicle network fault diagnosis measure method which comprises an SCU gear shifting controller control unit, gear request (P, R, N and D) signals are sent to a power domain control and ABS anti-lock braking system through a CAN network by recognizing the gear shifting operation of a driver, and the system calculates the vehicle speed for collecting the wheel speed signals of four wheels; and a vehicle speed signal is sent to a power domain controller and an ESP vehicle body electronic stabilization system through a CAN network. The invention provides a brand new fault diagnosis response measure method for the whole vehicle CAN bus BUS OFF fault aiming at a new energy whole vehicle power domain controller and a distributed power assembly controller. When the vehicle is in a driving state, the whole vehicle can still be ensured to run normally in the current state when the CAN bus BUS off occurs, but the driving function of quitting the response needs to be analyzed on the specific scene working condition of a sample vehicle so as to ensure the running safety of the vehicle, and when the CAN bus BUS OFF fault is recovered, the current fault response is eliminated, and the running robustness of the vehicle is ensured when the vehicle has short-time intermittent BUS off.

An electric vehicle includes an electric traction motor, a high voltage (HV) battery system including a HV bus and a HV battery configured to power the electric traction motor, an active discharge circuit configured to remove residual voltage on the HV bus, a low voltage battery system including a low voltage battery, a motor control processor (MCP) configured to control the electric traction motor, and a powertrain control system for managing an active discharge of the HV bus during a fault event. A controller is programmed to detect a HV shutdown event due to the fault event, disconnect the HV battery from the HV bus, send an active discharge command to the MCP to remove residual voltage by the active discharge circuit. determine the controller and / or the MCP have momentarily lost power after the fault event, and resend the active discharge command to the MCP.

This application belongs to the technical field of new energy vehicle powertrain control, and discloses a gear signal synchronization method and system for driving mode switching. When the vehicle is in the driverless mode, the first gear signal sent by the driverless control unit is updated to the gear signal corresponding to the manned driving mode, so that when the vehicle switches from the driverless mode to the manned driving mode, the second gear signal is obtained according to the first gear command corresponding to the gear panel and the first gear signal, and the second gear signal is used as the gear signal corresponding to the manned driving mode, avoiding user misoperations and potential safety hazards caused by inconsistent gears. It can not only ensure the synchronization and consistency of gear signals, but also improve the smoothness and reliability during driving mode switching.