CN113060115A - Hybrid vehicle and engine stop control system and method thereof - Google Patents
Hybrid vehicle and engine stop control system and method thereof Download PDFInfo
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- CN113060115A CN113060115A CN201911284602.3A CN201911284602A CN113060115A CN 113060115 A CN113060115 A CN 113060115A CN 201911284602 A CN201911284602 A CN 201911284602A CN 113060115 A CN113060115 A CN 113060115A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The disclosure relates to a hybrid vehicle and an engine stop control system and method thereof, belongs to the field of vehicles, and overcomes energy loss in the engine stop process. An engine stop control method comprising: the vehicle control unit sends an engine target torque to the engine controller; the engine controller controls an actual torque of the engine to reach an engine target torque based on the engine target torque; after the actual torque of the engine reaches the target torque of the engine, the vehicle control unit sends a clutch separation instruction to the transmission controller; the gearbox controller controls the clutch to be separated based on the clutch separating instruction; after the state of the clutch is changed into the disengaged state, the vehicle control unit calculates a generator demand torque based on the actual rotation speed and the target rotation speed of the engine using a PID algorithm and transmits the calculated generator demand torque to the generator controller, and the generator controller controls the torque of the generator based on the generator demand torque to reduce the actual rotation speed of the engine by using the generator until the engine is stopped.
Description
Technical Field
The present disclosure relates to the field of vehicles, and in particular, to a hybrid vehicle and an engine stop control system and method thereof.
Background
In the case of a hybrid vehicle, since it is desired that its engine be operated in a higher efficiency region, the engine needs to be frequently and repeatedly started/stopped during the operation of the hybrid vehicle. However, the engine of the hybrid vehicle is not normally operated in the idle condition, so the rotating speed is high, and if the engine is stopped in a traditional way, the engine has large energy loss.
Disclosure of Invention
The purpose of the disclosure is to provide a hybrid vehicle and an engine stop control system and method thereof, which can solve the energy loss in the engine stop process.
According to a first embodiment of the present disclosure, there is provided an engine stop control system applied to a hybrid vehicle, including: the vehicle control unit is used for sending an engine target torque to the engine controller, sending a clutch separation instruction to the gearbox controller after the actual torque of the engine reaches the engine target torque, calculating a generator demand torque based on the actual rotating speed and the target rotating speed of the engine by using a PID algorithm after the state of the clutch is changed into a separation state, and sending the calculated generator demand torque to the generator controller until the engine stops; the engine controller is used for controlling the actual torque of the engine to reach the target torque of the engine based on the target torque of the engine; the gearbox controller is used for controlling the clutch to be separated based on the clutch separation command; the generator controller is configured to control a torque of the generator based on the generator demand torque to reduce an actual rotation speed of the engine with the generator until the engine is stopped.
Optionally, the vehicle control unit calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm, including: and executing the PID algorithm on the difference value between the actual rotating speed and the target rotating speed of the engine to obtain the required torque of the generator.
Optionally, the vehicle control unit is further configured to: and under the condition that the actual rotating speed fluctuation of the engine meets a sharp fluctuation set value of the rotating speed or the absolute value of the difference value between the actual rotating speed and the target rotating speed of the engine is less than or equal to a preset rotating speed difference value, correcting the P value in the PID algorithm.
Optionally, the factor for correcting the P value is in the range of 0.6-0.9.
Optionally, the vehicle control unit is further configured to: and under the condition that the temperature of the generator is greater than a preset temperature threshold value, correcting the required torque of the generator calculated by using the PID algorithm based on the temperature of the generator.
Optionally, the vehicle control unit is further configured to: when the fault grade of the engine is larger than or equal to a preset fault grade, the required torque of the generator sent to the generator controller is zero, so that the engine is naturally stopped; and under the condition that the fault level of the engine is smaller than the preset fault level, sending the required torque of the generator calculated by using the PID algorithm to the generator controller.
Optionally, the vehicle control unit is further configured to: limiting the calculated generator demand torque to be within a preset generator demand torque range, in a case where the generator demand torque calculated using the PID algorithm is outside the preset generator demand torque range.
Optionally, the vehicle control unit is further configured to: and sending an oil injection stopping instruction to the engine controller under the condition that the actual rotating speed of the engine is lower than a preset rotating speed value.
According to a second embodiment of the present disclosure, there is provided a hybrid vehicle including the engine stop control system according to the first embodiment of the present disclosure.
According to a third embodiment of the present disclosure, there is provided an engine stop control method applied to a hybrid vehicle, including: the vehicle control unit sends an engine target torque to the engine controller; the engine controller controls an actual torque of an engine to reach the engine target torque based on the engine target torque; after the actual torque of the engine reaches the target torque of the engine, the vehicle control unit sends a clutch separation command to a gearbox controller; the gearbox controller controls the clutch to be separated based on the clutch separation command; after the state of the clutch is changed to the disengaged state, the hybrid controller calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm and transmits the calculated generator demand torque to a generator controller, which then controls a torque of the generator based on the generator demand torque to reduce the actual rotation speed of the engine using the generator until the engine is stopped.
Optionally, the vehicle control unit calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm, including: and the vehicle control unit executes the PID algorithm on the difference value between the actual rotating speed and the target rotating speed of the engine to obtain the required torque of the generator.
Optionally, the method further comprises: and under the condition that the actual rotating speed fluctuation of the engine meets a severe rotating speed fluctuation set value or the absolute value of the difference value between the actual rotating speed and the target rotating speed of the engine is less than or equal to a preset rotating speed difference value, the vehicle controller corrects the P value in the PID algorithm.
Optionally, the factor for correcting the P value is in the range of 0.6-0.9.
Optionally, the method further comprises: and under the condition that the temperature of the generator is greater than a preset temperature threshold value, the vehicle control unit corrects the required torque of the generator calculated by using the PID algorithm based on the temperature of the generator.
Optionally, the method further comprises: under the condition that the fault level of the engine is greater than or equal to a preset fault level, the generator demand torque sent to the generator controller by the vehicle control unit is zero, so that the engine is naturally stopped; and under the condition that the fault level of the engine is smaller than the preset fault level, the vehicle control unit sends the generator required torque calculated by using the PID algorithm to the generator controller.
Optionally, the method further comprises: and under the condition that the generator demand torque calculated by using the PID algorithm is out of a preset generator demand torque range, limiting the calculated generator demand torque to be within the preset generator demand torque range by the vehicle control unit.
Optionally, the method further comprises: and under the condition that the actual rotating speed of the engine is lower than a preset rotating speed value, the vehicle control unit sends an oil injection stopping instruction to the engine controller.
By adopting the technical scheme, when the engine needs to be stopped, the actual torque of the engine firstly reaches the target torque of the engine, then the clutch is separated, and then the actual rotating speed of the engine is reduced by the generator until the engine is stopped, so that a large amount of energy loss in the stopping process of the engine can be avoided, the problem of stopping jitter is solved, and the economical efficiency of the vehicle is improved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 shows a schematic block diagram of an engine stop control system applied to a hybrid vehicle according to an embodiment of the present disclosure.
FIG. 2 illustrates an operational flow diagram of an engine shutdown control system according to one embodiment of the present disclosure.
Fig. 3 shows a corresponding engine stop control timing diagram.
FIG. 4 shows a schematic block diagram of PID control according to an embodiment of the disclosure.
Fig. 5 shows a schematic diagram of an exemplary hybrid vehicle.
Fig. 6 shows a flowchart of an engine stop control method applied to a hybrid vehicle according to an embodiment of the present disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Fig. 1 shows a schematic block diagram of an engine stop control system applied to a hybrid vehicle according to an embodiment of the present disclosure. As shown in fig. 1, the engine stop control system includes: a hybrid vehicle controller 11 for transmitting an engine target torque to the engine controller 12, transmitting a clutch release command to the transmission controller 13 after an actual torque of the engine reaches the engine target torque, calculating a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm after a state of the clutch becomes a release state, and transmitting the calculated generator demand torque to the generator controller 14 until the engine stops; an engine controller 12 for controlling an actual torque of the engine to reach an engine target torque based on the engine target torque; a transmission controller 13 for controlling the clutch to be disengaged based on a clutch disengagement command; and the generator controller 14 is used for controlling the torque of the generator based on the torque required by the generator so as to reduce the actual rotating speed of the engine by using the generator until the engine stops, namely, external force for reducing the speed of the engine is applied to the engine through the movement of the generator, so that the aim of stopping the engine is fulfilled.
The communication between the vehicle control unit 11, the engine controller 12, the transmission controller 13, and the generator controller 14 may be implemented using an onboard bus (for example, CAN bus), and the bus protocol of the communication may be not only CAN, but also LIN, MOST, FlexRay, or the like.
The target torque of the engine and the target rotational speed of the engine are both located in the vicinity of 0 in order to better achieve the stop control of the engine.
By adopting the technical scheme, when the engine needs to be stopped, the actual torque of the engine firstly reaches the target torque of the engine, then the clutch is separated, and then the actual rotating speed of the engine is reduced by the generator until the engine is stopped, so that a large amount of energy loss in the stopping process of the engine can be avoided, the problem of stopping jitter is solved, and the economical efficiency of the vehicle is improved.
FIG. 2 illustrates an operational flow diagram of an engine shutdown control system according to one embodiment of the present disclosure. As shown in fig. 2, the vehicle control unit 11 first transmits the engine target torque to the engine controller 12, and then the vehicle control unit determines whether the actual torque of the engine reaches the engine target torque. If not, the hybrid controller 11 continues to send the engine target torque to the engine controller 12. If the engine target torque has been reached, the hybrid controller 11 sends a clutch disengagement command to the transmission controller 13. Then, the vehicle control unit judges whether the clutch is separated. If the clutch is not disengaged, the vehicle control unit 11 continues to send a clutch disengagement command to the transmission controller 13. If the state of the clutch becomes disengaged, the hybrid controller 11 calculates a generator demand torque using a PID algorithm and transmits it to the generator controller 14. Then, the vehicle control unit 11 determines whether the engine speed reaches the target speed. If not, the hybrid vehicle controller 11 continues to calculate the generator demand torque using the PID algorithm. If the rotational speed of the engine reaches the target rotational speed, the stop control is ended. FIG. 3 shows a corresponding exemplary engine stop control timing diagram.
FIG. 4 shows a schematic block diagram of PID control according to an embodiment of the disclosure.
As shown in fig. 4, the hybrid controller 11 calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm, including: and executing a PID algorithm on the difference value of the actual rotating speed and the target rotating speed of the engine to obtain the required torque of the generator. That is, as shown in fig. 4, the difference between the actual engine speed and the target engine speed is input to the proportional operation processing unit and the integral operation processing unit of the PID algorithm.
With continued reference to fig. 4, vehicle control unit 11 is further configured to: and under the condition that the actual rotating speed fluctuation of the engine meets a sharp fluctuation set value of the rotating speed or the absolute value of the difference value between the actual rotating speed and the target rotating speed of the engine is less than or equal to a preset rotating speed difference value, correcting the P value in the PID algorithm. Wherein, the coefficient for correcting the P value can be in the range of 0.6-0.9. As shown in fig. 4, the absolute value of the difference between the actual engine speed and the target engine speed is compared with the preset engine speed difference, while the engine speed fluctuation is calculated, and then the comparison result with the preset engine speed difference and the calculation result of the engine speed fluctuation are input to the or gate, and it is determined whether the P value needs to be corrected based on the output of the or gate. If no correction is needed, the conditional operation processing after the or gate takes the coefficient 1 as an output, and if the P value needs to be corrected, the conditional operation processing after the or gate outputs a preset P value correction coefficient. By correcting the P value, the shutdown stability can be ensured.
In the present disclosure, the preset rotational speed difference value may be calibrated, for example, may be calibrated to 100 or other values in advance. The condition for judging that the engine rotation speed fluctuates severely may be set according to an actual situation, for example, it may be set that the engine rotation speed fluctuates severely when a difference between the rotation speed at the previous time and the rotation speed at the current time is greater than a preset difference (e.g., 200 or other numerical values), or the engine rotation speed within a period of time may be counted, and if the counted result indicates that the number of times that the difference between the rotation speed at the previous time and the rotation speed at the current time is greater than the preset difference is greater than the preset number, the engine rotation speed fluctuates severely. It should be understood by those skilled in the art that the above judgment conditions are merely examples, and the present disclosure does not limit the judgment conditions for the drastic fluctuation of the rotation speed.
With continued reference to fig. 4, vehicle control unit 11 is further configured to: and under the condition that the temperature of the generator is greater than a preset temperature threshold value, correcting the required torque of the generator calculated by using a PID algorithm based on the temperature of the generator. For example, the calculated generator demand torque may be corrected using a preset correction coefficient. Because the problem of the generator is raised due to the transient torque increase, if the environment temperature is high, a fault handling mechanism is easy to trigger, when the temperature of the generator is overlarge, the problem of the generator fault caused by the transient torque increase of the generator can be avoided by correcting the calculated required torque of the generator based on the temperature of the generator, and the stable stop of the engine is ensured.
With continued reference to fig. 4, vehicle control unit 11 is further configured to: when the fault level of the engine is greater than or equal to the preset fault level, the required torque of the generator sent to the generator controller 14 is zero, so that the engine is naturally stopped, that is, no external force is applied, but the engine naturally stops running by means of inertia of the engine; in the case where the fault level of the engine is less than the preset fault level, the generator demand torque calculated using the PID algorithm is transmitted to the generator controller 14. The preset failure level of 2 is exemplarily shown in fig. 4, but it should be understood by those skilled in the art that the preset failure level may be set according to actual circumstances and is not limited to "2" shown in fig. 4. By adopting the configuration, the stable operation of the engine can still be ensured under the condition that the fault level of the engine is greater than or equal to the preset fault level, and the driving safety of the vehicle is ensured.
With continued reference to fig. 4, vehicle control unit 11 is further configured to: in the case where the generator demand torque calculated using the PID algorithm is outside the preset generator demand torque range, the calculated generator demand torque is limited to be within the preset generator demand torque range. This is achieved by the torque limiting module in fig. 4 before the generator demand torque output, which may for example limit the allowance of only negative torque depending on the actual situation, indicating that the generator is in the generating state when the torque of the generator is a negative torque value, and indicating that the generator is in the driving state when the torque of the generator is a positive torque value. Of course, in addition to torque limiting, the output generator demand torque may be adjusted by calibrating appropriate PID parameters. With this configuration, the rotational speed control of the engine can be prevented from being shaken when the rotational speed is 0.
With continued reference to fig. 4, vehicle control unit 11 is further configured to: and sending an oil injection stopping instruction to the engine controller 12 under the condition that the actual rotating speed of the engine is lower than the preset rotating speed value, namely controlling the engine to stop oil injection if the actual rotating speed of the engine is lower than the preset rotating speed value, and otherwise, continuously maintaining the oil injection state of the engine. The preset rotational speed value is illustratively shown in fig. 4 as 800, but those skilled in the art will appreciate that this is merely an example and does not constitute a limitation of the present disclosure. By adopting such a configuration, it can be ensured that the engine torque can be increased quickly upon a need to switch the drive mode of the hybrid vehicle.
According to still another embodiment of the present disclosure, there is provided a hybrid vehicle including the engine stop control system according to the embodiment of the present disclosure. Fig. 5 shows a schematic diagram of an exemplary hybrid vehicle. In fig. 5, reference numeral (i) denotes an engine, reference numeral (ii) denotes a clutch C1, reference numeral (iii) denotes an ISG motor, reference numeral (iv) denotes a transmission case, reference numeral (iv) denotes a rear driving motor, reference numeral (C) denotes a C2 clutch, reference numeral (C) denotes a reducer, and reference numeral (v) denotes a battery. It will be appreciated by those skilled in the art that the engine stop system according to the embodiments of the present disclosure may be applied not only to the hybrid vehicle configuration shown in fig. 5, but also to a hybrid vehicle configuration having a generator directly or indirectly connected to the engine and the generator power meeting design requirements.
Fig. 6 shows a flowchart of an engine stop control method applied to a hybrid vehicle according to an embodiment of the present disclosure. As shown in fig. 6, the method includes:
in step S61, the hybrid controller transmits the engine target torque to the engine controller;
in step S62, the engine controller controls the actual torque of the engine to reach the engine target torque based on the engine target torque;
in step S63, the vehicle control unit sends a clutch disengagement command to the transmission controller after the actual torque of the engine reaches the engine target torque;
in step S64, the transmission controller controls the clutch to be disengaged based on the clutch disengagement command;
after the state of the clutch is changed to the disengaged state, the hybrid controller calculates a generator demand torque based on the actual rotation speed of the engine and the target rotation speed using a PID algorithm and transmits the calculated generator demand torque to the generator controller, which then controls the torque of the generator based on the generator demand torque to reduce the actual rotation speed of the engine using the generator until the engine is stopped at step S65.
By adopting the technical scheme, when the engine needs to be stopped, the actual torque of the engine firstly reaches the target torque of the engine, then the clutch is separated, and then the actual rotating speed of the engine is reduced by the generator until the engine is stopped, so that a large amount of energy loss in the stopping process of the engine can be avoided, the problem of stopping jitter is solved, and the economical efficiency of the vehicle is improved.
Optionally, the vehicle control unit calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm, including: and the vehicle control unit executes a PID algorithm on the difference value between the actual rotating speed and the target rotating speed of the engine to obtain the required torque of the generator.
Optionally, the method according to the embodiment of the present disclosure further includes: and under the condition that the actual rotation speed fluctuation of the engine meets the violent fluctuation set value of the rotation speed or the absolute value of the difference value between the actual rotation speed and the target rotation speed of the engine is less than or equal to the preset rotation speed difference value, the vehicle controller corrects the P value in the PID algorithm.
Optionally, the factor for correcting the P value is in the range of 0.6-0.9.
Optionally, the method according to the embodiment of the present disclosure further includes: and under the condition that the temperature of the generator is greater than a preset temperature threshold value, the vehicle control unit corrects the required torque of the generator calculated by using a PID algorithm based on the temperature of the generator.
Optionally, the method according to the embodiment of the present disclosure further includes: when the fault grade of the engine is larger than or equal to the preset fault grade, the generator demand torque sent to the generator controller by the vehicle control unit is zero, so that the engine is naturally stopped; and under the condition that the fault grade of the engine is smaller than the preset fault grade, the vehicle control unit sends the generator required torque calculated by using a PID algorithm to the generator controller.
Optionally, the method according to the embodiment of the present disclosure further includes: under the condition that the generator demand torque calculated by using the PID algorithm is out of the preset generator demand torque range, the vehicle control unit limits the calculated generator demand torque to be within the preset generator demand torque range.
Optionally, the method according to the embodiment of the present disclosure further includes: and under the condition that the actual rotating speed of the engine is lower than the preset rotating speed value, the vehicle control unit sends an oil injection stopping instruction to the engine controller.
The specific implementation of each step in the engine stop control method according to the embodiment of the present disclosure has been described in the system according to the embodiment of the present disclosure, and is not described herein again.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. An engine stop control method applied to a hybrid vehicle, characterized by comprising:
the vehicle control unit sends an engine target torque to the engine controller;
the engine controller controls an actual torque of an engine to reach the engine target torque based on the engine target torque;
after the actual torque of the engine reaches the target torque of the engine, the vehicle control unit sends a clutch separation command to a gearbox controller;
the gearbox controller controls the clutch to be separated based on the clutch separation command;
after the state of the clutch is changed to the disengaged state, the hybrid controller calculates a generator demand torque based on an actual rotation speed and a target rotation speed of the engine using a PID algorithm and transmits the calculated generator demand torque to a generator controller, which then controls a torque of the generator based on the generator demand torque to reduce the actual rotation speed of the engine using the generator until the engine is stopped.
2. The method of claim 1, wherein the vehicle control unit calculates a generator demand torque based on an actual speed of the engine and a target speed using a PID algorithm, comprising:
and the vehicle control unit executes the PID algorithm on the difference value between the actual rotating speed and the target rotating speed of the engine to obtain the required torque of the generator.
3. The method of claim 2, further comprising:
and under the condition that the actual rotating speed fluctuation of the engine meets a severe rotating speed fluctuation set value or the absolute value of the difference value between the actual rotating speed and the target rotating speed of the engine is less than or equal to a preset rotating speed difference value, the vehicle controller corrects the P value in the PID algorithm.
4. The method according to claim 3, wherein the factor for correcting the P value is in the range of 0.6 to 0.9.
5. The method according to any one of claims 1 to 4, further comprising:
and under the condition that the temperature of the generator is greater than a preset temperature threshold value, the vehicle control unit corrects the required torque of the generator calculated by using the PID algorithm based on the temperature of the generator.
6. The method according to any one of claims 1 to 4, further comprising:
under the condition that the fault level of the engine is greater than or equal to a preset fault level, the generator demand torque sent to the generator controller by the vehicle control unit is zero, so that the engine is naturally stopped;
and under the condition that the fault level of the engine is smaller than the preset fault level, the vehicle control unit sends the generator required torque calculated by using the PID algorithm to the generator controller.
7. The method according to any one of claims 1 to 4, further comprising:
and under the condition that the generator demand torque calculated by using the PID algorithm is out of a preset generator demand torque range, limiting the calculated generator demand torque to be within the preset generator demand torque range by the vehicle control unit.
8. The method according to any one of claims 1 to 4, further comprising:
and under the condition that the actual rotating speed of the engine is lower than a preset rotating speed value, the vehicle control unit sends an oil injection stopping instruction to the engine controller.
9. An engine stop control system applied to a hybrid vehicle, characterized by comprising:
the vehicle control unit is used for sending an engine target torque to the engine controller, sending a clutch separation instruction to the gearbox controller after the actual torque of the engine reaches the engine target torque, calculating a generator demand torque based on the actual rotating speed and the target rotating speed of the engine by using a PID algorithm after the state of the clutch is changed into a separation state, and sending the calculated generator demand torque to the generator controller until the engine stops;
the engine controller is used for controlling the actual torque of the engine to reach the target torque of the engine based on the target torque of the engine;
the gearbox controller is used for controlling the clutch to be separated based on the clutch separation command;
the generator controller is configured to control a torque of the generator based on the generator demand torque to reduce an actual rotation speed of the engine with the generator until the engine is stopped.
10. A hybrid vehicle characterized by comprising the engine stop control system according to claim 9.
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