CN114435336B - Power system control method and control system of dual-motor hybrid vehicle - Google Patents
Power system control method and control system of dual-motor hybrid vehicle Download PDFInfo
- Publication number
- CN114435336B CN114435336B CN202210122536.5A CN202210122536A CN114435336B CN 114435336 B CN114435336 B CN 114435336B CN 202210122536 A CN202210122536 A CN 202210122536A CN 114435336 B CN114435336 B CN 114435336B
- Authority
- CN
- China
- Prior art keywords
- motor
- vehicle
- torque
- voltage
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
-
- 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
-
- 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
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- 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
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- 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
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Physics & Mathematics (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention provides a control method and a control system of a power system of a double-motor hybrid power vehicle, and relates to the technical field of vehicle control. The power system control method of the dual-motor hybrid vehicle comprises the steps of obtaining a fault signal of a power battery of the vehicle; determining whether the fault of the power battery is a voltage control fault according to the fault signal; and when the fault of the power battery is determined to be a voltage control fault, controlling the voltage of the first motor so as to ensure that the power generation of the first motor and the power consumption of the load are consistent, and keeping the current of the bus terminal of the power battery to be zero. When the power battery in the power system has voltage faults, the voltage of the first motor of the vehicle is enabled to fluctuate within a certain range under the condition of ensuring normal operation of the vehicle, the problem that serious faults occur in the power system due to exceeding of a threshold value is avoided, and the safety of the vehicle is improved.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a power system control method and a power system control system of a double-motor hybrid power vehicle.
Background
With the increasing strictness of national regulations on fuel consumption and emission requirements and the development of an electrified system, the hybrid technology is a key for realizing energy conservation and emission reduction. In order to meet national policies and meet emissions regulations, both whole car factories and parts suppliers are looking for solutions. However, the battery technology of the existing pure electric vehicle technology system is complex and the cost is high, so that the hybrid power system is greatly popularized. Generally, there are three modes of dual motor hybrid system motors: the pure mode, the series mode and the parallel mode, respectively. The second motor drives the wheels in the series mode, the clutch is not combined in the series mode, the engine charges the power battery through the first motor, and the second motor drives the wheels. In parallel mode, the clutches are engaged and the engine directly drives the wheels.
In the actual use process, when the power battery fault occurs or the power of the power battery is severely limited, the control system is very critical to the processing flow of the power system, and the safety and the robustness of the vehicle are affected.
In fact, if 2 motors continue to operate in torque control mode after a specific UDC failure of the power battery ((Voltage Direct Control) voltage control failure), the bus voltage is easily exceeded by the threshold due to the lack of the power battery energy "buffer" device, resulting in an over-voltage failure, thus requesting the motors to enter voltage control. However, if the motor voltage is directly controlled, the problems of over-temperature of the battery, serious fluctuation of the voltage and the like are easily caused.
Disclosure of Invention
An object of a first aspect of the present invention is to provide a control method for a power system of a two-motor hybrid vehicle, which solves the problem in the prior art that the power system fails due to an overvoltage fault caused by a bus voltage after a voltage control fault occurs in a power battery.
Another object of the first aspect of the present invention is to solve the problem of low safety of the vehicle caused by large voltage fluctuation of the first motor in the prior art.
An object of a second aspect of the present invention is to provide a powertrain control system for a two-motor hybrid vehicle.
In particular, the invention provides a power system control method of a double-motor hybrid power vehicle, wherein the power system of the vehicle comprises a power battery, an engine, a first motor, a second motor, a clutch and a transmission, wherein the engine is connected with the first motor, the first motor is connected with the transmission after being connected with the clutch, and the second motor is directly connected with the transmission; the power system control method comprises the following steps:
acquiring a fault signal of a power battery of a vehicle;
determining whether the fault of the power battery is a voltage control fault according to the fault signal;
and when the fault of the power battery is determined to be the voltage control fault, controlling the voltage of the first motor so as to enable the power generation of the first motor and the power consumption of the load to be consistent, and keeping the current of the bus terminal of the power battery to be zero.
Optionally, the voltage control of the first motor includes the following steps:
acquiring a driving mode of the vehicle, wherein the driving mode comprises a pure electric driving mode, a serial driving mode and a parallel driving mode;
when the vehicle is in the pure electric drive mode, the series drive mode and the parallel drive mode, controlling an engine to be in a starting state and enabling the vehicle to enter the parallel drive mode or the clutch slip film control state;
torque control is performed on the engine, the first motor and the second motor;
the first motor is voltage controlled when the torque of the second motor is completely unloaded and the output torque of the vehicle is entirely output by the engine.
Optionally, when the vehicle is in the pure electric mode, the series electric mode, and the parallel electric mode, the step of controlling the vehicle to enter the parallel electric mode driving state or the clutch slip film control state includes:
when the vehicle is in the pure electric mode, requesting the engine to start, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to comparison of the current speed of the vehicle and a preset speed threshold value, or
When the vehicle is in the series driving mode, keeping the engine started, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to comparison between the current speed of the vehicle and the preset speed threshold;
the preset vehicle speed threshold is the minimum value of the vehicle speed of the vehicle in the parallel driving mode.
Optionally, the power system further comprises a DCDC converter and a cooling system, the DCDC converter being disposed between the first electric machine and the transmission; the cooling system includes a cooling pump for cooling the first motor and the second motor;
the step of torque controlling the engine, the first motor, and the second motor includes:
limiting the rotating speed of the engine, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to the speed of the engine after the speed of the engine is limited;
the rotation speed of the cooling pump is regulated to the maximum, and the voltage of the low-voltage end of the DCDC converter is controlled and regulated to be a first preset voltage;
controlling to exchange the torque of the second motor with the torque of the engine, and simultaneously controlling the torque of the second motor to drop to 0;
controlling the power corresponding to the torque of the first motor to be the consumed power of the low-voltage end of the DCDC converter, so that the current of the power battery is basically 0;
the actual torque of the first electric machine is added as compensation torque to the crankshaft torque of the engine.
Optionally, when the vehicle speed is greater than the preset threshold value, controlling the vehicle to enter a driving state of the parallel driving mode; wherein the step of controlling the vehicle to enter the driving state of the parallel driving mode includes: after the vehicle is requested to enter the parallel driving mode, sequentially controlling and adjusting the rotation speed of an output shaft of the first motor, the rotation speed of the engine and the rotation speed of the clutch, and attaching the clutch, so that the rotation speed of an input shaft of the transmission is equivalent to the rotation speed of the second motor;
and when the vehicle speed is smaller than the preset threshold value, requesting the vehicle to enter a clutch slide film control state of the parallel driving mode, wherein the clutch slide film control state is that a clutch is not completely attached so that a speed difference exists between the engine and an output shaft of the transmission.
Optionally, the modes of the vehicle further include an idle mode;
torque control is performed on the engine, the first motor, and the second motor when the vehicle is in an idle mode;
and when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output by the engine, performing voltage control on the first motor.
Optionally, the power system further comprises a DCDC converter and a cooling system, the DCDC converter being disposed between the first electric machine and the transmission; the cooling system includes a cooling pump for cooling the first motor and the second motor;
the step of torque controlling the engine, the first motor, and the second motor when the vehicle is in an idle mode includes:
controlling the rotation speed modulation of the cooling pump to be maximum, and controlling and adjusting the voltage of the low-voltage end of the DCDC converter to be a first preset voltage;
controlling to exchange the torque of the second motor with the torque of the engine, and simultaneously controlling the torque of the second motor to drop to 0;
controlling the power corresponding to the torque of the first motor to be the consumed power of the low-voltage end of the DCDC converter, so that the current of the power battery is basically 0;
the actual torque of the first electric machine is added as a compensating torque to the torque of the engine.
Optionally, when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output by the first motor, the step of voltage controlling the first motor includes:
acquiring an open/close state of a battery relay of a vehicle, the battery relay;
when the battery relay is in a closed state, the actual voltage of the first motor at the previous moment is a first target voltage at the current moment, and the first target voltage and the first actual voltage fed back at the current moment are input into a closed-loop PID controller, so that a first target torque at the current moment of the first motor is calculated;
adding the first feedforward torque of the first motor at the previous moment to the first target torque to obtain a first actual torque of the first motor at the current moment;
when the relay of the power battery is opened, the set voltage is used as a second target voltage at the current moment, and the second actual torque of the first motor is obtained according to the calculation mode which is the same as the calculation mode of the first actual torque; repeating the above actions until the actual voltage of the first motor is within the range of the preset voltage.
Optionally, determining whether the fault of the power battery is a voltage control fault according to the fault signal further includes:
when the fault of the power battery is determined to be the voltage control fault, a control signal sent by the power battery controller is received, the voltage of the first motor is controlled to be within a preset voltage threshold range, and the charge and discharge power of the power battery is controlled to be smaller than a preset power threshold. In particular, the invention also provides a control system, which comprises a memory and a processor, wherein a control program is stored in the memory, and the control program is used for realizing the vehicle power system voltage control method under the power battery fault state when being executed by the processor.
In the scheme, the fault signals of the power battery of the vehicle are generally obtained by continuously detecting each data of the power battery through the power battery controller, and the detected signals are continuously sent to the whole vehicle controller. When the power battery controller detects that the voltage of the power battery is abnormal (larger or smaller than the normal output voltage), the whole vehicle controller receives the signal and can judge that the voltage control fault of the power battery occurs. The whole vehicle controller can control the voltage of the first motor, so that the power generation of the first motor and the power consumption of the load are kept consistent, and the current of the bus end of the battery is kept to be zero. By the design, when the power battery in the power system has voltage faults, the voltage of the first motor of the vehicle can be fluctuated within a certain range under the condition of ensuring normal operation of the vehicle, the problem that serious faults occur to the power system due to exceeding of a threshold value is avoided, and the safety of the vehicle is improved.
In the embodiment, when the power battery relay is closed, the actual voltage of the first motor at the previous moment is calculated to obtain a first actual torque as a first target voltage at the current moment; when the second actual torque is within the preset actual torque range, the purpose of the embodiment is achieved, namely, the torque of the first motor is within the preset actual torque range, so that the power generation and load of the first motor are prevented from being leveled when a power battery of the vehicle breaks down, the bus end current of the battery is kept to be 0, and meanwhile, the actual voltage of the first motor is kept within the threshold range of the target voltage.
The above, as well as additional objectives, advantages, and features of the present invention will become apparent to those skilled in the art from the following detailed description of a specific embodiment of the present invention when read in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
FIG. 1 is a schematic block diagram of a powertrain of a two-motor hybrid vehicle according to one specific embodiment of the present invention;
FIG. 2 is a schematic diagram of a power transmission path for driving a vehicle in a series drive mode in accordance with a specific embodiment of the present invention;
FIG. 3 is a schematic diagram of a power transmission path for a parallel drive mode driven vehicle operation in accordance with a specific embodiment of the present invention;
FIG. 4 is a schematic diagram of a power transfer path for a drive-only mode vehicle operation in accordance with a specific embodiment of the present invention;
FIG. 5 is a schematic flow chart diagram of a method of controlling a powertrain of a two-motor hybrid vehicle in accordance with a specific embodiment of the invention;
FIG. 6 is a schematic flow chart of a voltage control step performed by the first motor according to a specific embodiment of the present invention;
FIG. 7 is a schematic flow chart diagram of torque control steps for an engine, a first electric machine, and a second electric machine in accordance with a specific embodiment of the present invention;
FIG. 8 is a schematic flow chart diagram of a method of controlling a powertrain of a two-motor hybrid vehicle in accordance with another specific embodiment of the invention;
FIG. 9 is a schematic flow chart diagram of torque control steps for an engine, a first electric machine, and a second electric machine in accordance with another specific embodiment of the present invention;
fig. 10 is a schematic flow chart of the voltage control steps performed on the first electric machine when the torque of the second electric machine is completely unloaded and the output torque of the vehicle is completely output by the first electric machine, according to a specific embodiment of the invention.
Detailed Description
As a specific embodiment of the present invention, the powertrain control method of the two-motor hybrid vehicle of the present embodiment is based on the two-motor hybrid vehicle 100. As shown in fig. 1, the two-motor hybrid vehicle 100 may include a power battery 10, an engine 20, a first motor 30, a second motor 40, a clutch 50, and a transmission 60, wherein the engine 20 is connected to the first motor 30, the first motor 30 is connected to the clutch 50 and then to the transmission 60, and the second motor 40 is directly connected to the transmission 60. Further, the driving modes of the two-motor hybrid vehicle may include a parallel driving mode, a series driving mode, a pure electric driving mode, and an idle mode. In the series drive mode, as shown in FIG. 2, the first electric machine 30 powers the second electric machine 40, and the transmission 60 is directly driven by the second electric machine 40 to drive the vehicle. In the parallel drive mode, as shown in FIG. 3, the engine 20 drives the first motor 30 to drive the transmission 60, thereby driving the vehicle. In the electric-only drive mode, as shown in fig. 4, the power battery 10 may directly charge the second electric machine 40, and then drive the transmission 60 to operate by using the second electric machine 40, thereby driving the vehicle to move.
Specifically, as shown in fig. 5, the powertrain control method of the two-motor hybrid vehicle of the present embodiment may include:
step S100, obtaining a fault signal of a power battery of a vehicle;
step S200, determining whether the fault of the power battery is a voltage control fault according to the fault signal;
and step S300, when the fault of the power battery is determined to be a voltage control fault, controlling the voltage of the first motor so as to enable the power generation of the first motor and the power consumption of the load to be consistent, and keeping the current of the bus terminal of the power battery to be zero.
Specifically, in this embodiment, the fault signal of the power battery of the vehicle is generally obtained by continuously detecting each data of the power battery by the power battery controller, and continuously sending the detected signal to the vehicle controller. When the power battery controller detects that the voltage of the power battery is abnormal (larger or smaller than the normal output voltage), the whole vehicle controller receives the signal and can judge that the voltage control fault of the power battery occurs. The whole vehicle controller can control the voltage of the first motor, so that the power generation of the first motor and the power consumption of the load are kept consistent, and the current of the bus end of the battery is kept to be zero. By the design, when the power battery in the power system of the embodiment has voltage faults, the voltage of the first motor of the vehicle can be fluctuated within a certain range under the condition of ensuring normal operation of the vehicle, the problem that serious faults occur to the power system due to exceeding of a threshold value is avoided, and the safety of the vehicle is improved.
Generally, when the vehicle control unit determines that the power battery is in a voltage failure according to the received failure signal, the voltage control unit controls the voltage of the power battery and the charge/discharge power while controlling the voltage of the first motor, which is specifically shown in that the voltage of the power battery is controlled to fluctuate within a certain range, specifically, a set voltage threshold. The set voltage threshold may be set according to circumstances. Meanwhile, the charge and discharge power of the limiting power battery is also within a preset power threshold value, and the preset power threshold value can be 7kw. Therefore, the voltage and the charge-discharge power of the power battery are ensured to be in a certain range, and the condition that the power battery is burnt or even exploded due to over-voltage or over-high charge-discharge power is avoided.
As a specific embodiment of the present invention, as shown in fig. 6, in step S300 of the present embodiment, voltage control on the first motor may include the following steps:
in step S301, a driving mode of the vehicle is acquired, wherein the driving mode may include a pure electric driving mode, a series driving mode, and a parallel driving mode.
In step S302, when the vehicle is in the pure electric mode, the series electric mode, and the parallel electric mode, the control engine is in a start state and the vehicle enters the parallel electric mode or the clutch slip film control state in the parallel electric mode.
In step S301, since the vehicle needs to use the power battery as a power source in both the pure electric mode and the series electric mode, and the power battery has voltage failure at this time, it is necessary to cut off the road condition of the power battery.
In step S302, when the vehicle is in the pure electric drive mode and the series drive mode, both of the drive modes are switched to the parallel drive mode, and when the vehicle is in the parallel drive mode, the drive mode is directly maintained and is unchanged.
When the driving mode of the vehicle is switched from the pure driving mode or the series driving mode to the parallel driving mode, in order to ensure that the vehicle smoothly enters the parallel driving mode, if the speed of the vehicle is larger than the minimum speed threshold (20 km/h) for entering the parallel connection when the engine of the vehicle is started, the vehicle can be directly switched to the parallel driving mode at the moment, and if the vehicle is started and the vehicle type is smaller than the minimum speed threshold, the clutch slip film control state is required to enter the parallel driving mode at the moment in order to prevent the vehicle from flameout, and the vehicle is ensured to enter the parallel connection state at the moment, and the speed difference between the engine and the transmission input shaft is ensured.
Step S303, torque control is carried out on the engine, the first motor and the second motor;
in step S303, since the driving mode of the vehicle has entered the parallel driving mode, if the vehicle is switched from the pure driving mode or the series driving mode to the parallel driving mode, the output torques of the engine, the first motor and the second motor of the vehicle also need to be changed accordingly, so as to ensure the normal use and operation of the vehicle.
In step S304, when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output from the engine, the voltage control is performed on the first motor.
In step S304, since the vehicle is driven to run normally, and when the first motor and the second motor perform torque switching during normal running of the vehicle, abrupt voltage change or larger up-down fluctuation easily occurs, voltage control is required for the first motor, so that the situation that the vehicle cannot move normally due to the fact that the voltage of the first motor exceeds the preset range is avoided.
As a specific embodiment of the present invention, step S302 of this embodiment, when the vehicle is in the pure electric drive mode, the series electric drive mode, and the parallel electric drive mode, the step of controlling the vehicle to enter the parallel electric drive mode drive state or the clutch slip film control state of the parallel electric drive mode includes:
when the vehicle is in the pure electric mode, the engine is requested to start, the driving state of the vehicle in the parallel driving mode or the clutch slip film control state of the parallel driving mode is controlled according to the comparison of the current speed of the vehicle and the preset speed threshold value, or
When the vehicle is in a series driving mode, the engine is kept started, and the vehicle is controlled to enter a driving state of the parallel driving mode or a clutch slip film control state according to comparison between the current speed of the vehicle and a preset speed threshold value;
the preset vehicle speed threshold value is the minimum value of the vehicle speed when the vehicle can enter the parallel driving mode.
In this embodiment, since the engine is not started when the vehicle is in the pure electric mode, it is necessary to request the engine start preferentially, and then compare the speed of the vehicle with the vehicle speed threshold to control whether the vehicle is in the parallel driving mode or the slip film control state. When the vehicle is in the series mode, the engine is in a started state at this time, and the engine is required to be kept in a started state all the time, and then the speed of the vehicle is compared with a vehicle speed threshold value to control whether the vehicle enters the parallel driving mode or the slide film control state in the parallel driving mode.
As a specific embodiment of the present invention, the slip film control state in which the vehicle of the present embodiment enters the parallel drive mode or the parallel drive mode mainly looks at the comparison of the vehicle speed with the preset vehicle speed threshold when the engine is in the start state. And when the vehicle speed is greater than a preset threshold value, controlling the vehicle to enter a driving state of a parallel driving mode. Specifically, the step of controlling the vehicle to enter the drive state of the parallel drive mode includes: after the vehicle is requested to enter the parallel driving mode, the rotation speed of the output shaft of the first motor, the rotation speed of the engine and the rotation speed of the clutch are controlled and regulated in sequence, and the clutch is attached, so that the rotation speed of the input shaft of the transmission is equivalent to that of the second motor. And when the vehicle speed is smaller than a preset threshold value, requesting the vehicle to enter a clutch slide film control state of a parallel driving mode, wherein the clutch slide film control state of the parallel driving mode is that a clutch is not completely attached so that a speed difference exists between the engine and an output shaft of the transmission. The purpose of switching the vehicle control to the parallel mode slip film control state is to prevent the engine speed entering the parallel mode from being too low, resulting in a stall.
As a specific embodiment of the present invention, as shown in fig. 7, the power system of the present embodiment further includes a DCDC converter and a cooling system, the DCDC converter being disposed between the first motor and the transmission; the cooling system includes a cooling pump for cooling the first motor and the second motor;
in step S303 of the present embodiment, the step of performing torque control on the engine, the first motor, and the second motor may include:
in step S3031, the rotation speed of the engine is limited, and the vehicle is controlled to enter a driving state of a parallel driving mode or a clutch slip film control state according to the speed of the engine after the speed of the engine is limited.
In step S3032, the rotation speed of the cooling pump is regulated to the maximum, and the voltage of the low voltage end of the regulating current converter is controlled to be a first preset voltage (14V).
In step S3033, control exchanges the torque of the second motor with the torque of the engine while controlling the torque of the second motor to drop to 0.
In step S3034, the power corresponding to the torque of the first motor is controlled to be the power consumption of the low voltage end of the current converter, so that the current of the power battery is basically 0.
In step S3035, the actual torque of the first motor is added as the compensation torque to the torque of the engine.
In step S3031, when torque control needs to be performed on the engine, the first motor and the second motor, the rotational speed of the engine needs to be limited, for example, the rotational speed of the engine may be limited within 3000 rpm, and after the rotational speed of the engine is limited, the vehicle needs to be compared with a preset speed threshold to control the state of the sliding film control in the parallel mode or the in the parallel mode of the vehicle. This process is identical to the control process described above and will not be described in detail here.
The specific process of torque control performed by the engine, the first motor and the second motor in step S303 in this embodiment is that the torque of the engine, the first motor and the second motor is changed during the process of switching from other starting modes to parallel modes, and the change of the torque ensures that the output torque of the whole power system is unchanged, ensures that the vehicle runs normally, and simultaneously ensures that the driving mode is smoothly switched.
As a specific embodiment of the present invention, the modes of the vehicle of the present embodiment further include an idle mode;
as an embodiment of the present invention, as shown in fig. 8, the present embodiment may further include:
step SS301, acquiring a driving mode of the vehicle, wherein the driving mode may include an idle mode;
step SS302, torque control is performed on the engine, the first motor and the second motor when the vehicle is in an idle mode;
in step SS303, the first motor is voltage controlled when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output.
As a specific embodiment of the present invention, as shown in fig. 9, the power system of the present embodiment may further include a DCDC converter and a cooling system, the DCDC converter being disposed between the first motor and the transmission. The cooling system includes a cooling pump for cooling the first motor and the second motor.
Specifically, in step SS302 of the present embodiment, when the vehicle is in the idle mode, the step of performing torque control on the engine, the first motor, and the second motor includes:
step SS3021, controlling the cooling pump rotation speed modulation to be maximum, and controlling the voltage of the low voltage end of the regulating current converter to be a first preset voltage (14V);
step SS3022, controlling to exchange the torque of the second motor with the torque of the engine while controlling the torque of the second motor to drop to 0;
step SS3023, controlling the power corresponding to the first motor torque to be the power consumption of the low voltage end of the current converter, so that the current of the power battery is substantially 0;
in step SS3024, the actual torque of the first electric machine is added to the crankshaft torque of the engine as a compensation torque.
In this embodiment, when the vehicle is in the idle mode, the difference between the idle mode and the driving mode is that the vehicle has no speed, the mode is not required to be switched to the parallel mode, and the speed of the engine is not required to be limited when the torque is controlled, and the vehicle is not required to be switched to the parallel mode or the slip film control state.
As a specific embodiment of the present invention, as shown in fig. 10, in step S304 of the present embodiment, when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output by the first motor, the step of performing voltage control on the first motor includes:
step S3041, acquiring an open/close state of a battery relay of the vehicle, the battery relay being switched between open and closed every predetermined time interval;
step S3042, when the battery relay is in a closed state, taking the actual voltage of the first motor at the previous moment as the first target voltage at the current moment, inputting the first target voltage and the first actual voltage fed back at the current moment into a closed-loop PID controller, and thus calculating to obtain the first target torque at the current moment of the first motor;
step S3043, adding the first feedforward torque of the first motor at the previous moment to the first target torque to obtain a first actual torque of the first motor at the current moment;
step S3044, when the relay of the power battery is opened, the set voltage is used as the second target voltage at the current moment, and the second actual torque of the first motor is obtained according to the same calculation mode of calculating the first actual torque;
step S3045, repeating the above steps until the actual voltage of the first motor is within the preset voltage range.
Specifically, in step S3044 in this embodiment, the second actual torque of the first motor is obtained by using the set voltage as the second target voltage according to the same calculation manner as the first actual torque, and the second target torque of the first motor is obtained by inputting the second target voltage and the second actual voltage obtained by feeding back the current moment into the closed-loop PID controller by using the set voltage as the second target voltage.
Specifically, since the set voltage is adjusted, the output second actual torque and the first actual torque are not exactly the same. When the second actual torque is within the preset actual torque range, the purpose of the embodiment is achieved, namely, the torque of the first motor is within the preset actual torque range, so that when the power battery of the vehicle fails, the power generation and load power consumption of the first motor are kept flat, the current of the bus end of the battery is kept to be 0, and meanwhile, the actual voltage of the first motor is kept within the threshold range of the target voltage.
After step S3044, when the actual voltage of the first motor at the previous time is calculated to obtain the first actual torque of the first motor as the first target voltage at the current time, the fault is alerted after the time course that the value of the first actual torque obtained by the first actual torque of the first motor is not within the preset actual torque range is set for a time, so that the driver or the maintenance personnel can know the fault condition.
As a specific embodiment of the present invention, the present embodiment also provides a power system control system of a two-motor hybrid vehicle, including a memory and a processor, in which a control program is stored, and the control program is used to implement the above power system control method of the two-motor hybrid vehicle when executed by the processor. The processor may be a central processing unit (central processing unit, CPU for short), or a digital processing unit or the like. The processor transmits and receives data through the communication interface. The memory is used for storing programs executed by the processor. The memory is any medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, and can be a combination of multiple memories. The above-described computer program may be downloaded from a computer readable storage medium to a corresponding computing/processing device or downloaded to a computer or an external memory device via a network (e.g., the internet, a local area network, a wide area network, and/or a wireless network).
As a specific embodiment of the present invention, the present embodiment may also provide a vehicle that may include the powertrain control system of the two-motor hybrid vehicle described above.
By now it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described herein in detail, many other variations or modifications of the invention consistent with the principles of the invention may be directly ascertained or inferred from the present disclosure without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.
Claims (9)
1. The power system of the vehicle comprises a power battery, an engine, a first motor, a second motor, a clutch and a transmission, wherein the engine is connected with the first motor, the first motor is connected with the clutch and then is connected with the transmission, and the second motor is directly connected with the transmission; the power system control method is characterized by comprising the following steps:
acquiring a fault signal of a power battery of a vehicle;
determining whether the fault of the power battery is a voltage control fault according to the fault signal;
when the fault of the power battery is determined to be the voltage control fault, controlling the voltage of the first motor so as to enable the power generation of the first motor and the power consumption of a load to be consistent, and keeping the current of a bus terminal of the power battery to be zero;
acquiring a driving mode of the vehicle, wherein the driving mode comprises a pure electric driving mode, a serial driving mode and a parallel driving mode;
when the vehicle is in the pure electric drive mode, the series drive mode and the parallel drive mode, controlling an engine to be in a starting state and enabling the vehicle to enter the parallel drive mode or a clutch slip film control state;
when the vehicle is in the pure electric mode, requesting the engine to start, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to comparison of the current speed of the vehicle and a preset speed threshold value, or
When the vehicle is in the series driving mode, keeping the engine started, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to comparison between the current speed of the vehicle and the preset speed threshold;
the preset vehicle speed threshold is the minimum value of the vehicle speed of the vehicle in the parallel driving mode.
2. The powertrain control method of a two-motor hybrid vehicle according to claim 1, characterized in that the voltage control of the first motor includes the steps of:
when the vehicle is in the pure electric drive mode, the series drive mode and the parallel drive mode, controlling the engine to be in a starting state and enabling the vehicle to enter the parallel drive mode or a clutch slip film control state;
torque control is performed on the engine, the first motor and the second motor;
the first motor is voltage controlled when the torque of the second motor is completely unloaded and the output torque of the vehicle is entirely output by the engine.
3. The method for controlling a powertrain of a two-motor hybrid vehicle according to claim 2, characterized in that,
the power system further includes a DCDC converter disposed between the first electric machine and the transmission, and a cooling system; the cooling system includes a cooling pump for cooling the first motor and the second motor;
the step of torque controlling the engine, the first motor, and the second motor includes:
limiting the rotating speed of the engine, and controlling the vehicle to enter a driving state of the parallel driving mode or a clutch slip film control state according to the speed of the engine after the speed of the engine is limited;
the rotating speed of the cooling pump is regulated to the maximum, and the voltage of the low-voltage end of the DCDC converter is controlled and regulated to be a first preset voltage;
controlling to exchange the torque of the second motor with the torque of the engine, and simultaneously controlling the torque of the second motor to drop to 0;
controlling the charging power corresponding to the first motor torque to be the consumption power of the low-voltage end of the DCDC converter, so that the current of the power battery is basically 0;
the actual torque of the first electric machine is added as a compensating torque to the torque of the engine.
4. A power-train control method of a two-motor hybrid vehicle according to claim 2 or 3, characterized in that,
when the vehicle speed is greater than a preset threshold value, controlling the vehicle to enter a driving state of the parallel driving mode; wherein the step of controlling the vehicle to enter the driving state of the parallel driving mode includes: after the vehicle is requested to enter the parallel driving mode, sequentially controlling and adjusting the rotation speed of an output shaft of the first motor, the rotation speed of the engine and the rotation speed of the clutch, and attaching the clutch, so that the rotation speed of an input shaft of the transmission is equivalent to the rotation speed of the second motor;
and when the vehicle speed is smaller than the preset threshold value, requesting the vehicle to enter the clutch slide film control state, wherein the clutch slide film control state of the parallel driving mode is that the clutch is not completely attached so that a speed difference exists between the engine and an output shaft of the transmission.
5. The method for controlling a powertrain of a two-motor hybrid vehicle according to claim 1, characterized in that,
the modes of the vehicle further include an idle mode;
torque control is performed on the engine, the first motor, and the second motor when the vehicle is in an idle mode;
the first motor is voltage controlled when the torque of the second motor is completely unloaded and the output torque of the vehicle is entirely output by the engine.
6. The method for controlling a powertrain of a two-motor hybrid vehicle according to claim 5, characterized in that,
the power system further includes a DCDC converter disposed between the first electric machine and the transmission, and a cooling system; the cooling system includes a cooling pump for cooling the first motor and the second motor;
the step of torque controlling the engine, the first motor, and the second motor when the vehicle is in an idle mode includes:
controlling the rotation speed of the cooling pump to be maximum, and controlling and adjusting the voltage of the low-voltage end of the DCDC converter to be a first preset voltage;
controlling to exchange the torque of the second motor with the torque of the engine, and simultaneously controlling the torque of the second motor to drop to 0;
controlling the power corresponding to the torque of the first motor to be the consumed power of the low-voltage end of the DCDC converter, so that the current of the power battery is basically 0;
the actual torque of the first electric machine is added as a compensating torque to the torque of the engine.
7. The method for controlling a powertrain of a two-motor hybrid vehicle according to any one of claims 2 to 3 and 5 to 6,
and repeating a control action in the step of performing voltage control on the first motor until the actual voltage of the first motor is within a range of a preset voltage when the torque of the second motor is completely unloaded and the output torque of the vehicle is completely output by the engine, wherein the control action comprises:
acquiring the open-close state of a battery relay of a vehicle, wherein the battery relay is switched between open and close at intervals of preset time;
when the battery relay is in a closed state, the actual voltage of the first motor at the previous moment is a first target voltage at the current moment, and the first target voltage and the first actual voltage fed back at the current moment are input into a closed-loop PID controller, so that a first target torque at the current moment of the first motor is calculated;
adding the first feedforward torque of the first motor at the previous moment to the first target torque to obtain a first actual torque of the first motor at the current moment;
and when the relay of the power battery is opened, the set voltage is taken as a second target voltage at the current moment, and the second actual torque of the first motor is obtained according to the calculation mode which is the same as the calculation mode for calculating the first actual torque.
8. The method of controlling a powertrain of a two-motor hybrid vehicle according to claim 7, wherein determining whether the failure of the power battery is a voltage control failure based on the failure signal further comprises:
and when the fault of the power battery is determined to be the voltage control fault, receiving a control signal sent by the power battery controller, and controlling the voltage of the first motor to be within a preset voltage threshold range.
9. A control system of a powertrain of a two-motor hybrid vehicle, comprising a memory and a processor, wherein the memory stores a control program that when executed by the processor is configured to implement the powertrain control method of a two-motor hybrid vehicle of any one of claims 1-8.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410177431.9A CN118025130A (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
| CN202210122536.5A CN114435336B (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210122536.5A CN114435336B (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410177431.9A Division CN118025130A (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114435336A CN114435336A (en) | 2022-05-06 |
| CN114435336B true CN114435336B (en) | 2024-02-09 |
Family
ID=81372232
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410177431.9A Pending CN118025130A (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
| CN202210122536.5A Active CN114435336B (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410177431.9A Pending CN118025130A (en) | 2022-02-09 | 2022-02-09 | Power system control method and control system of dual-motor hybrid vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (2) | CN118025130A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH114507A (en) * | 1997-06-10 | 1999-01-06 | Aqueous Res:Kk | Hybrid car |
| CA2556195A1 (en) * | 1998-09-14 | 2000-03-23 | Paice Llc | Hybrid vehicles |
| CA2643878A1 (en) * | 2008-11-14 | 2010-05-14 | Pierre Caouette | An electronic method of controlling propulsion & regeneration for electric, hybrid-electric and diesel-electric marine crafts |
| DE102014204803A1 (en) * | 2013-03-15 | 2014-09-18 | Ford Global Technologies, Llc | Control strategy for an electric machine in a vehicle |
| CN105644547A (en) * | 2016-02-02 | 2016-06-08 | 中国第汽车股份有限公司 | Limping control system and method for power battery fault of dual-motor hybrid electric vehicle in running process |
| CN111016881A (en) * | 2019-12-06 | 2020-04-17 | 义乌吉利自动变速器有限公司 | Hybrid power assembly gear control system and vehicle |
-
2022
- 2022-02-09 CN CN202410177431.9A patent/CN118025130A/en active Pending
- 2022-02-09 CN CN202210122536.5A patent/CN114435336B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH114507A (en) * | 1997-06-10 | 1999-01-06 | Aqueous Res:Kk | Hybrid car |
| CA2556195A1 (en) * | 1998-09-14 | 2000-03-23 | Paice Llc | Hybrid vehicles |
| CA2643878A1 (en) * | 2008-11-14 | 2010-05-14 | Pierre Caouette | An electronic method of controlling propulsion & regeneration for electric, hybrid-electric and diesel-electric marine crafts |
| DE102014204803A1 (en) * | 2013-03-15 | 2014-09-18 | Ford Global Technologies, Llc | Control strategy for an electric machine in a vehicle |
| CN105644547A (en) * | 2016-02-02 | 2016-06-08 | 中国第汽车股份有限公司 | Limping control system and method for power battery fault of dual-motor hybrid electric vehicle in running process |
| CN111016881A (en) * | 2019-12-06 | 2020-04-17 | 义乌吉利自动变速器有限公司 | Hybrid power assembly gear control system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114435336A (en) | 2022-05-06 |
| CN118025130A (en) | 2024-05-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10017174B2 (en) | Control system and control method of hybrid electric vehicle | |
| KR101684543B1 (en) | System and method for driving mode control of hybrid vehicle | |
| US6727676B2 (en) | Control device for hybrid vehicle | |
| US7216729B2 (en) | Method and system of requesting engine on/off state in a hybrid electric vehicle | |
| CN108621809B (en) | A full working condition control method for a permanent magnet synchronous range-extending system | |
| US20100001523A1 (en) | Power supply control apparatus and method for hybrid vehicle | |
| CN104709278A (en) | Controller for hybrid vehicle | |
| US10837388B2 (en) | Engine start controller for vehicle | |
| CN111976700B (en) | Vehicle starting control method, device, storage medium and system | |
| JP5060076B2 (en) | Control method of engine in vehicle | |
| CN104421089A (en) | System and method for starting engine of HEV (Hybrid Electric Vehicle) | |
| CN111086415B (en) | Battery charging management method, device, vehicle and storage medium | |
| WO2020017168A1 (en) | Power control device and power control method for hybrid vehicle | |
| US20130124025A1 (en) | Method of operating a hybrid powertrain | |
| JP5042816B2 (en) | Internal combustion engine control device | |
| US9644563B2 (en) | Energy management system | |
| EP4159518B1 (en) | Dcdc output voltage control method and control system for hybrid vehicle | |
| CN114435335B (en) | Power system control method and system of hybrid power vehicle and vehicle | |
| CN114435336B (en) | Power system control method and control system of dual-motor hybrid vehicle | |
| JP2006275019A (en) | Control device for hybrid vehicle | |
| US20110172860A1 (en) | Method of operating a hybrid powertrain | |
| JP2018027733A (en) | Charge control device for hybrid vehicle | |
| CN113370803B (en) | Dual-motor torque limit value distribution method and device for hybrid system | |
| US10124797B2 (en) | Method for controlling vehicle in case of oil-pump failure | |
| CN111114531A (en) | Grade traveling method and control system based on P2 structure hybrid power system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20230307 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant after: Aurobay Technology Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant before: Wuxi Xingqu Technology Co.,Ltd. |
|
| GR01 | Patent grant | ||
| GR01 | Patent grant |