CN108639063B - Hybrid vehicle power loss diagnosis method and device - Google Patents

Hybrid vehicle power loss diagnosis method and device Download PDF

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Publication number
CN108639063B
CN108639063B CN201710155521.8A CN201710155521A CN108639063B CN 108639063 B CN108639063 B CN 108639063B CN 201710155521 A CN201710155521 A CN 201710155521A CN 108639063 B CN108639063 B CN 108639063B
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information
vehicle
current moment
acceleration
pedal opening
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CN108639063A (en
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邱国茂
姜丰伟
解泽哲
张吉军
黄啸
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • B60W50/0205—Diagnosing or detecting failures; Failure detection 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • 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

Abstract

A hybrid vehicle power loss diagnostic method and apparatus, the method comprising: a hybrid vehicle power loss fault diagnostic method, the method comprising: when preset diagnosis conditions are met, obtaining the information of the pedal opening and the vehicle speed at the current moment; calculating to obtain the information of the required acceleration at the current moment based on the acquired information of the pedal opening and the vehicle speed at the current moment; calculating to obtain the information of the actual acceleration at the current moment based on the acquired information of the vehicle speed at the current moment; when it is determined that the calculated actual acceleration is less than the required acceleration, it is determined that the vehicle power is lost. The above-described configuration can improve the driving safety of the hybrid vehicle.

Description

Hybrid vehicle power loss diagnosis method and device
Technical Field
The invention relates to the technical field of automobiles, in particular to a method and a device for diagnosing power loss of a hybrid vehicle.
Background
A hybrid vehicle is an automobile that uses more than one energy source, and its power sources mainly include an electric motor and an internal combustion engine. One or more electric motors are used primarily to propel the vehicle forward, while the internal combustion engine is responsible for charging the battery or directly powering the vehicle when a large amount of thrust is required, such as uphill or acceleration.
The hybrid controller in the existing hybrid vehicle needs to switch various hybrid modes such as series drive, parallel drive, pure electric drive and pure oil drive according to actual working conditions so as to ensure the best energy economy and dynamic performance. Different driving modes correspond to different power source coupling forms, and in addition, corresponding gear setting, power output is more complicated compared with a traditional vehicle. Therefore, it is very important to ensure the robustness of power output during complex mode switching and gear shifting. Meanwhile, the diagnosis of the power output fault and a corresponding fault processing mode have important influence on the life and property safety of drivers and passengers.
However, the hybrid vehicle in the prior art has a problem of poor safety because the power loss fault cannot be judged.
Disclosure of Invention
The embodiment of the invention solves the problem of how to diagnose the power loss fault of the hybrid electric vehicle so as to improve the driving safety of the hybrid electric vehicle.
In order to solve the above problem, an embodiment of the present invention provides a hybrid vehicle power loss fault diagnosis method, including: when preset diagnosis conditions are met, obtaining the information of the pedal opening and the vehicle speed at the current moment; calculating to obtain the information of the required acceleration at the current moment based on the acquired information of the pedal opening and the vehicle speed at the current moment; calculating to obtain the information of the actual acceleration at the current moment based on the acquired information of the vehicle speed at the current moment; when it is determined that the calculated actual acceleration is less than the required acceleration, it is determined that the vehicle power is lost.
Optionally, the diagnostic conditions comprise: the power assembly of the vehicle is in a standby state; a shift lever position signal of the vehicle is in an active state; the position of a gear shifting lever of the vehicle is located in a running gear; the vehicle speed signal of the vehicle is in an effective state.
Optionally, the diagnostic conditions further comprise: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold.
Optionally, the calculating information of the required acceleration at the current time based on the acquired information of the pedal opening and the vehicle speed at the current time includes: determining the information of the wheel end required torque at the current moment according to the acquired information of the pedal opening at the current moment; calculating information of a first required acceleration at the current moment based on the determined information of the wheel end required torque at the current moment; and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
Optionally, the determining information of the wheel end required torque at the current time according to the acquired information of the pedal opening at the current time includes: when the pedal opening at the current moment is determined to be smaller than a preset first opening threshold, obtaining the information of the wheel end required torque at the current moment through a basic curve comprising the corresponding relation between the pedal opening and the wheel end required torque; the basic curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; when the pedal opening at the current moment is determined to be larger than or equal to the first opening threshold, acquiring corresponding wheel end demand torque information through a first curve obtained by adding a basic curve comprising the corresponding relation between the pedal opening and the wheel end demand torque and an excitation curve; the excitation curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle simultaneously adopts the motor and the internal combustion engine to provide power.
Optionally, the correcting the first required acceleration by using the vehicle speed at the current time includes: and correcting the first required acceleration by adopting a two-dimensional calibration table comprising pedal opening-vehicle speed and wheel end required torque.
Optionally, the calculating information of the first required acceleration at the current time based on the determined information of the wheel-end required torque at the current time includes:
Figure BDA0001246629440000021
wherein a represents the first required acceleration, TtqIndicating driver torque demand at power source, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
Alternatively, determining that the vehicle power is lost when it is determined that the calculated actual acceleration is less than the required acceleration includes: and in a preset time period, determining that the continuous times that the calculated actual acceleration is smaller than the required acceleration reaches a preset time threshold value according to a preset time period, and determining that the power of the vehicle is lost when the corresponding actual acceleration is larger than a preset acceleration lower limit value.
Optionally, the number threshold is set by: when the vehicle is in a mode switching state or a gear shifting switching state, setting the frequency threshold value as a first frequency threshold value; and when the vehicle is not in mode switching and is not in a gear-shifting switching state, setting the frequency threshold value as a second frequency threshold value.
The embodiment of the invention also provides a power loss fault diagnosis device of a hybrid vehicle, which comprises the following components: the device comprises an acquisition unit, a judgment unit and a control unit, wherein the acquisition unit is suitable for acquiring information of the pedal opening and the vehicle speed at the current moment when a preset diagnosis condition is met; the first calculation unit is suitable for calculating and obtaining the information of the required acceleration at the current moment based on the acquired information of the pedal opening and the vehicle speed at the current moment; the second calculation unit is suitable for calculating and obtaining the information of the actual acceleration at the current moment based on the acquired information of the vehicle speed at the current moment; a diagnostic unit adapted to determine that the vehicle power is lost when it is determined that the calculated actual acceleration is less than the required acceleration.
Optionally, the diagnostic conditions comprise: the power assembly of the vehicle is in a standby state; a shift lever position signal of the vehicle is in an active state; the position of a gear shifting lever of the vehicle is located in a running gear; the vehicle speed signal of the vehicle is in an effective state.
Optionally, the diagnostic conditions further comprise: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold.
Optionally, the obtaining unit is adapted to determine information of the wheel end required torque at the current time according to the obtained information of the pedal opening at the current time; calculating information of a first required acceleration at the current moment based on the determined information of the wheel end required torque at the current moment; and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
Optionally, the obtaining unit is adapted to, when it is determined that the obtained pedal opening at the current time is smaller than a preset first opening threshold, obtain information of the wheel end required torque at the current time through a basic curve including a corresponding relationship between the pedal opening and the wheel end required torque; the basic curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; when the obtained pedal opening degree at the current moment is determined to be larger than or equal to the first opening degree threshold value, obtaining information of the corresponding wheel end required torque through a first curve obtained by adding a basic curve comprising the corresponding relation between the pedal opening degree and the wheel end required torque and an excitation curve, wherein the excitation curve is the corresponding relation between the obtained pedal opening degree and the wheel end required torque by calibration under the condition that the hybrid vehicle simultaneously adopts a motor and an internal combustion engine to provide power.
Optionally, the obtaining unit is adapted to correct the first required acceleration by using a two-dimensional calibration table including a pedal opening degree-vehicle speed and a wheel end required torque.
Optionally, the first calculating unit is adapted to calculate the information of the first required acceleration at the current moment by using the following formula:
Figure BDA0001246629440000041
wherein a represents the required acceleration, TtqIndicating driver demand power source torque, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
Optionally, the diagnosing unit is adapted to determine that the vehicle power loss occurs when the calculated continuous times that the actual acceleration is smaller than the required acceleration reaches a preset time threshold and the corresponding actual acceleration is larger than a preset acceleration lower limit value according to a preset time period within a preset time period.
Optionally, the number threshold is set by: when the vehicle is in a mode switching state or a gear shifting switching state, setting the frequency threshold value as a first frequency threshold value; and when the vehicle is not in mode switching and is not in a gear-shifting switching state, setting the frequency threshold value as a second frequency threshold value. .
Compared with the prior art, the technical scheme of the invention has the following advantages:
according to the scheme, when the preset diagnosis condition is met, the calculated actual acceleration is compared with the actual acceleration of the vehicle calculated through the actual vehicle speed, the power loss of the vehicle is determined when the calculated actual acceleration is determined to be smaller than the required acceleration, the power loss of the hybrid vehicle can be diagnosed, and therefore the driving safety of the hybrid vehicle can be improved.
Drawings
FIG. 1 is a flow chart of a hybrid vehicle power loss fault diagnostic method in an embodiment of the present invention;
FIG. 2 is a flow chart of another hybrid vehicle power loss fault diagnostic method in an embodiment of the present invention;
FIG. 3 is a composition diagram of the fault diagnosis condition of the hybrid vehicle power loss fault diagnosis method in the embodiment of the invention;
fig. 4 is a schematic diagram of the correspondence relationship between the pedal opening degree and the wheel-end required torque in the embodiment of the invention;
fig. 5 is a schematic structural diagram of a hybrid vehicle power loss fault diagnosis apparatus in the embodiment of the invention.
Detailed Description
In order to solve the above problems in the prior art, in the technical scheme adopted in the embodiment of the present invention, when a preset diagnosis condition is satisfied, information of a corresponding required acceleration is calculated and obtained based on the obtained information of the pedal opening, information of a corresponding actual acceleration is calculated and obtained based on information of a vehicle speed at the same time as the pedal opening, and when it is determined that the calculated actual acceleration is smaller than the required acceleration, it is determined that the power of the vehicle is lost, and the power loss of the hybrid vehicle can be diagnosed, so that the driving safety of the hybrid vehicle can be improved.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Fig. 1 shows a flowchart of a hybrid vehicle power loss fault diagnosis method in the embodiment of the invention. Referring to fig. 1, a hybrid vehicle power loss fault diagnosis method in an embodiment of the present invention may include the steps of:
step S101: and when the preset diagnosis condition is met, obtaining the information of the pedal opening and the vehicle speed at the current moment.
In specific implementation, the preset diagnosis condition can be set according to actual needs. For example, the corresponding diagnostic condition may be set according to a power source coupling mode of the hybrid vehicle or the like.
In a specific implementation, the current time is a time when a preset diagnosis condition is satisfied.
Step S102: and calculating the information of the required acceleration at the current moment based on the acquired information of the pedal opening and the vehicle speed at the current moment.
In the concrete implementation, the corresponding relation between the pedal opening and the vehicle speed and the required acceleration can be obtained through calibration.
Step S103: and calculating the actual acceleration information at the current moment based on the acquired vehicle speed information at the current moment.
In an embodiment of the present invention, the information of the actual vehicle speed of the hybrid vehicle acquired by the vehicle speed sensor is subjected to a first differential operation on the acquired actual vehicle speed, so that the information of the actual acceleration corresponding to the actual vehicle speed of the hybrid vehicle can be obtained.
Step S104: judging whether the calculated actual acceleration is smaller than the required acceleration or not; when the judgment result is yes, step S105 may be performed; otherwise, no operation may be performed.
Step S105: a vehicle power loss is determined.
In particular implementations, when it is determined that the actual acceleration of the hybrid vehicle is less than the requested acceleration, it may be determined that power of the hybrid vehicle is lost.
By adopting the scheme, the actual acceleration obtained by calculation is compared with the actual acceleration of the vehicle obtained by calculation of the actual vehicle speed, and when the actual acceleration obtained by calculation is determined to be smaller than the required acceleration, the power loss of the hybrid vehicle is determined, so that the power loss of the hybrid vehicle can be diagnosed, and the driving safety of the hybrid vehicle can be improved.
The hybrid vehicle power loss fault diagnosis method in the embodiment of the invention will be described in further detail with reference to fig. 2.
Referring to fig. 2, another hybrid vehicle power loss fault diagnosis method in the embodiment of the present invention is suitable for detecting a power loss fault of a hybrid vehicle, and may specifically be implemented by the following steps:
step S201: judging whether a preset diagnosis condition is met; when the judgment result is yes, step S202 may be performed; otherwise, no operation may be performed.
Referring to fig. 3, in an embodiment of the present invention, the preset diagnostic condition TEST _ flg includes that the powertrain of the vehicle is in a standby state, the shift lever position signal of the vehicle is in an active state, the shift lever position of the vehicle is in a driving gear, and the vehicle speed signal of the vehicle is in an active state.
In order to flexibly control the power-loss on condition of the hybrid vehicle, in another embodiment of the present invention, the diagnostic condition TEST _ flg further includes: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold. By introducing the vehicle speed interval where the actual vehicle speed S of the vehicle is, a person skilled in the art can set the corresponding first speed threshold S1 and the second speed threshold S2 according to actual needs, so that the condition for diagnosing power loss of the hybrid vehicle can be opened according to actual needs, different requirements of fault diagnosis of the hybrid vehicle are met, and flexibility of fault diagnosis is improved.
Step S202: and obtaining the information of the pedal opening and the vehicle speed at the current moment. In a specific implementation, the information of the pedal opening of the accelerator pedal at the current time and the information of the vehicle speed at the current time can be respectively obtained through corresponding sensors. Step S203: and determining the information of the wheel end required torque at the current moment according to the acquired information of the pedal opening at the current moment.
In particular implementations, the hybrid vehicle has different power output capabilities in different power source coupling modes. The output torque of the power assembly of the hybrid vehicle is obviously higher than that of a traditional fuel vehicle when the two power sources of the motor and the internal combustion engine work simultaneously. Therefore, the corresponding relation between the pedal opening of the accelerator pedal and the wheel end required torque time can be established according to different power output sources of the hybrid vehicle.
Referring to fig. 4, different curves, i.e., a base curve C1 and an excitation curve C2, are established for the correspondence relationship between the pedal opening degree of the accelerator pedal and the wheel-end required torque. A basic curve C1, which is a corresponding relationship between the pedal opening and the wheel-end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; and an excitation curve C2, which is a corresponding relation between the calibrated pedal opening and the wheel end required torque under the condition that the hybrid vehicle simultaneously adopts the motor and the internal combustion engine to provide power. The base curve C1 and the excitation curve C2 can be obtained by real vehicle calibration.
When the pedal opening of the accelerator pedal is smaller than a preset pedal opening threshold value, such as S3, the wheel-end required torque of the driver may be considered to be small, and at this time, the hybrid vehicle only needs the motor or the internal combustion engine to work to output power, and at this time, the corresponding basic curve C1 may be selected to obtain a value of the corresponding wheel-end required torque; when the pedal opening of the accelerator pedal is larger than the pedal opening threshold S3, it can be considered that the wheel-end required torque of the driver is large, at this time, the hybrid vehicle needs two power sources, i.e., the motor and the internal combustion engine, to simultaneously operate to provide power, and at this time, the information of the wheel-end required torque corresponding to the pedal opening at the current time can be obtained through a first curve obtained by adding the basic curve C1 and the excitation curve C2.
In an embodiment of the present invention, when the wheel-end required torque at the present time is obtained, the following formula (1) is used to calculate the first required acceleration at the present time:
Figure BDA0001246629440000081
wherein a represents the first required acceleration, TtqIndicating driver demand power source torque, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
Step S204: and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
In the concrete implementation, the existence of the internal combustion engine in the power system of the power of the hybrid vehicle enables the corresponding relation between the power source torque and the vehicle speed to exist, and meanwhile, the influence of the gradient on the wheel end required torque in the driving condition of the hybrid vehicle is considered, and the relation curve between the pedal opening degree of the accelerator pedal and the driver required torque, namely the pedal opening degree and the wheel end required torque in fig. 4, namely the first curve obtained by the sum of the basic curve C1, the basic curve C1 and the excitation curve C2 is corrected correspondingly.
In an embodiment of the present invention, in order to accurately determine the corresponding relationship between the pedal opening of the accelerator pedal and the driver' S required torque, the first required acceleration may be corrected by establishing a two-dimensional calibration table of the accelerator pedal-vehicle speed and the wheel-end required torque, so as to accurately determine the wheel-end torque of the vehicle, i.e., the value of the calibration amount S3.
Step S205: and calculating to obtain corresponding actual acceleration based on the information of the vehicle speed at the current moment.
In the implementation, the hybrid vehicle performs a first differentiation between the current vehicle speed and the previous vehicle speed, so as to calculate the corresponding actual acceleration information. The time length of the preset time interval between the previous time and the current time can be set by a person skilled in the art according to actual needs, and is not limited herein.
Step S206: judging whether the calculated actual acceleration is smaller than the required acceleration or not; when the judgment result is yes, step S207 may be performed; otherwise, no operation may be performed.
Step S207: determining the hybrid vehicle power loss.
In particular implementations, the power loss of the hybrid vehicle may be determined when determining whether the calculated actual acceleration is less than the required acceleration.
In one embodiment of the present invention, a counter and timer may be set up to prevent the occurrence of false power loss failure in a hybrid vehicle. When the vehicle passes for the first time and the power loss of the hybrid vehicle is determined, the counter is triggered to start counting, and meanwhile, the timer is triggered to start timing. When the power loss of the hybrid vehicle is continuously detected and determined to reach the preset threshold value of the times within the preset time period set by the timer, the power loss of the hybrid vehicle can be determined. Otherwise, when the corresponding fault diagnosis condition is determined not to be met through detection before the fault is reported, the timer and the counter are cleared immediately.
In another embodiment of the present invention, different threshold times are set for the hybrid vehicle in the hybrid mode or shift switching condition in consideration of the influence on the power output of the hybrid vehicle during the change of the power source coupling structure during the hybrid mode switching or the shift, that is, the threshold times is set to T1 when the hybrid vehicle is in the hybrid mode or the shift switching; the number threshold is set to T2 when the hybrid vehicle is in the hybrid mode and the shift switching mode to avoid a power loss failure diagnosis misalignment caused by a mode switching or a shift process. The number threshold T1 and the number threshold T2 may be obtained by calibration according to actual needs.
The hybrid vehicle power loss fault diagnosis method in the embodiment of the invention is described in detail above, and a device corresponding to the method will be described below.
Fig. 5 shows the structure of a hybrid vehicle power loss failure diagnosis apparatus in the embodiment of the invention. Referring to fig. 5, a hybrid vehicle power loss failure diagnosis apparatus 500 in the embodiment of the invention may include an acquisition unit 501, a first calculation unit 502, a second calculation unit 503, and a diagnosis unit 504, in which:
the obtaining unit 501 is adapted to obtain information of the pedal opening and the vehicle speed at the current time when a preset diagnosis condition is met. In one embodiment of the present invention, the diagnostic conditions include: the power assembly of the vehicle is in a standby state; a shift lever position signal of the vehicle is in an active state; the position of a gear shifting lever of the vehicle is located in a running gear; the vehicle speed signal of the vehicle is in an effective state. In another embodiment of the present invention, the diagnostic conditions further comprise: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold.
In an embodiment of the present invention, the obtaining unit 501 is adapted to determine information of the wheel end required torque at the current time according to the obtained information of the pedal opening at the current time; calculating information of a first required acceleration at the current moment based on the determined information of the wheel end required torque at the current moment; and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
In an embodiment of the present invention, the obtaining unit 501 is adapted to, when it is determined that the obtained pedal opening at the current time is smaller than a preset first opening threshold, obtain information of the wheel end required torque at the current time through a basic curve including a corresponding relationship between the pedal opening and the wheel end required torque; the basic curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; when the obtained pedal opening degree at the current moment is determined to be larger than or equal to the first opening degree threshold value, obtaining information of the corresponding wheel end required torque through a first curve obtained by adding a basic curve comprising the corresponding relation between the pedal opening degree and the wheel end required torque and an excitation curve, wherein the excitation curve is the corresponding relation between the obtained pedal opening degree and the wheel end required torque by calibration under the condition that the hybrid vehicle simultaneously adopts a motor and an internal combustion engine to provide power.
In an embodiment of the present invention, the obtaining unit 501 is adapted to correct the first required acceleration by using a two-dimensional calibration table including a pedal opening degree — a vehicle speed and a wheel end required torque.
The first calculating unit 502 is adapted to calculate information of the required acceleration at the current time based on the acquired information of the pedal opening and the vehicle speed at the current time. In an embodiment of the present invention, the first calculating unit 502 is adapted to calculate the information of the required acceleration by using the following formula:
Figure BDA0001246629440000101
where a denotes a first required acceleration at the present time, TtqIndicating driver demand power source torque, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
The second calculating unit 503 is adapted to calculate information of an actual acceleration at the current time based on the acquired information of the vehicle speed at the current time.
The diagnostic unit 504 is adapted to determining that the vehicle power is lost when it is determined that the calculated actual acceleration is less than the required acceleration.
In an embodiment of the present invention, the diagnosing unit 504 is adapted to determine that the vehicle power is lost when the calculated continuous times that the actual acceleration is smaller than the required acceleration reaches a preset time threshold and the corresponding actual acceleration is greater than a preset acceleration lower limit value according to a preset time period.
In an embodiment of the present invention, the number threshold is set by: when the vehicle is in a mode switching state or a gear shifting switching state, setting the frequency threshold value as a first frequency threshold value; and when the vehicle is not in mode switching and is not in a gear-shifting switching state, setting the frequency threshold value as a second frequency threshold value.
By adopting the scheme in the embodiment of the invention, when the preset diagnosis condition is met, the information of the corresponding required acceleration is calculated and obtained based on the acquired information of the pedal opening; calculating to obtain corresponding actual acceleration information based on the information of the vehicle speed at the current moment of the pedal opening; when it is determined that the calculated actual acceleration is less than the required acceleration, it is determined that the vehicle power is lost, and the power loss of the hybrid vehicle can be diagnosed, so that the driving safety of the hybrid vehicle can be improved.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by instructions associated with hardware via a program, which may be stored in a computer-readable storage medium, and the storage medium may include: ROM, RAM, magnetic or optical disks, and the like.
The method and system of the embodiments of the present invention have been described in detail, but the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims (16)

1. A hybrid vehicle power loss fault diagnosis method characterized by comprising:
when preset diagnosis conditions are met, obtaining the information of the pedal opening and the vehicle speed at the current moment;
determining information of wheel end required torque at the current moment based on the acquired information of the pedal opening at the current moment; wherein the determining information of the wheel-end required torque at the present time based on the acquired information of the pedal opening degree at the present time includes: when the pedal opening at the current moment is determined to be smaller than a preset first opening threshold, obtaining the information of the wheel end required torque at the current moment through a basic curve comprising the corresponding relation between the pedal opening and the wheel end required torque; the basic curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; when the pedal opening at the current moment is determined to be larger than or equal to the first opening threshold, acquiring corresponding wheel end demand torque information through a first curve obtained by adding a basic curve comprising the corresponding relation between the pedal opening and the wheel end demand torque and an excitation curve; the excitation curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle simultaneously adopts the motor and the internal combustion engine to provide power;
calculating to obtain the information of the required acceleration at the current moment based on the information of the wheel end required torque at the current moment and the information of the vehicle speed;
calculating to obtain the information of the actual acceleration at the current moment based on the acquired information of the vehicle speed at the current moment;
when it is determined that the calculated actual acceleration is less than the required acceleration, it is determined that the vehicle power is lost.
2. The hybrid vehicle power loss failure diagnosis method according to claim 1, characterized in that the diagnosis conditions include:
the power assembly of the vehicle is in a standby state;
a shift lever position signal of the vehicle is in an active state;
the position of a gear shifting lever of the vehicle is located in a running gear;
the vehicle speed signal of the vehicle is in an effective state.
3. The hybrid vehicle power loss failure diagnosis method according to claim 2, characterized in that the diagnosis conditions further include: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold.
4. The hybrid vehicle power loss failure diagnosis method according to claim 1, wherein the calculating information of the required acceleration at the present time based on the information of the wheel-end required torque at the present time and the information of the vehicle speed includes:
calculating information of a first required acceleration at the current moment based on the determined information of the wheel end required torque at the current moment;
and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
5. The hybrid vehicle power loss failure diagnosis method according to claim 4, wherein the correcting the first required acceleration using the vehicle speed at the present time includes:
and correcting the first required acceleration by adopting a two-dimensional calibration table comprising pedal opening-vehicle speed and wheel end required torque.
6. The hybrid vehicle power loss failure diagnosis method according to any one of claims 4-5, wherein the calculating information of the first required acceleration at the present time based on the determined information of the wheel-end required torque at the present time includes:
Figure FDA0002423617650000021
wherein a represents the first required acceleration, TtqIndicating driver torque demand at power source, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
7. The hybrid vehicle power loss failure diagnosis method according to claim 1, wherein determining that the vehicle power is lost when it is determined that the calculated actual acceleration is smaller than the required acceleration includes:
and in a preset time period, determining that the continuous times that the calculated actual acceleration is smaller than the required acceleration reaches a preset time threshold value according to a preset time period, and determining that the power of the vehicle is lost when the corresponding actual acceleration is larger than a preset acceleration lower limit value.
8. The hybrid vehicle power loss failure diagnosis method according to claim 7, characterized in that the number threshold is set by:
when the vehicle is in a mode switching state or a gear shifting switching state, setting the frequency threshold value as a first frequency threshold value;
and when the vehicle is not in mode switching and is not in a gear-shifting switching state, setting the frequency threshold value as a second frequency threshold value.
9. A hybrid vehicle power loss failure diagnosis device characterized by comprising:
the device comprises an acquisition unit, a judgment unit and a control unit, wherein the acquisition unit is suitable for acquiring information of the pedal opening and the vehicle speed at the current moment when a preset diagnosis condition is met; determining the information of the wheel end required torque at the current moment based on the acquired information of the pedal opening at the current moment; wherein the determining information of the wheel-end required torque at the present time based on the acquired information of the pedal opening degree at the present time includes: when the pedal opening at the current moment is determined to be smaller than a preset first opening threshold, obtaining the information of the wheel end required torque at the current moment through a basic curve comprising the corresponding relation between the pedal opening and the wheel end required torque; the basic curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle adopts a motor or an internal combustion engine to provide power; when the pedal opening at the current moment is determined to be larger than or equal to the first opening threshold, acquiring corresponding wheel end demand torque information through a first curve obtained by adding a basic curve comprising the corresponding relation between the pedal opening and the wheel end demand torque and an excitation curve;
the excitation curve is a corresponding relation between the pedal opening and the wheel end required torque obtained by calibration under the condition that the hybrid vehicle simultaneously adopts the motor and the internal combustion engine to provide power;
the first calculation unit is suitable for calculating and obtaining the information of the required acceleration at the current moment based on the information of the wheel end required torque at the current moment and the information of the vehicle speed;
the second calculation unit is suitable for calculating and obtaining the information of the actual acceleration at the current moment based on the acquired information of the vehicle speed at the current moment;
a diagnostic unit adapted to determine that the vehicle power is lost when it is determined that the calculated actual acceleration is less than the required acceleration.
10. The hybrid vehicle power loss failure diagnosis device according to claim 9, characterized in that the diagnosis conditions include:
the power assembly of the vehicle is in a standby state;
a shift lever position signal of the vehicle is in an active state;
the position of a gear shifting lever of the vehicle is located in a running gear;
the vehicle speed signal of the vehicle is in an effective state.
11. The hybrid vehicle power loss failure diagnosis device according to claim 10, characterized in that the diagnosis conditions further include: the vehicle speed S of the vehicle satisfies: s1 is not less than S2; where S1 denotes a preset first speed threshold, and S2 denotes a preset second speed threshold.
12. The hybrid vehicle power loss failure diagnosis device according to claim 9, wherein the obtaining unit is adapted to calculate information of a first required acceleration at the present time based on the determined information of the wheel-end required torque at the present time; and correcting the first required acceleration by adopting the vehicle speed at the current moment to obtain the information of the required acceleration at the current moment.
13. The hybrid vehicle power loss failure diagnosis device according to claim 12, wherein the obtaining unit is adapted to correct the first required acceleration using a two-dimensional calibration table including a pedal opening degree-vehicle speed and a wheel-end required torque.
14. The hybrid vehicle power loss failure diagnosis device according to any one of claims 12 to 13, characterized in that the first calculation unit is adapted to calculate the information of the first required acceleration at the present time using the following formula:
Figure FDA0002423617650000041
wherein a represents the required acceleration, TtqIndicating driver demand power source torque, igRepresenting transmission ratio, i0Indicating final drive ratio, ηTRepresenting the efficiency of the transmission system, mvehRepresenting the overall vehicle mass, r the wheel radius, Const the preset constant.
15. The hybrid vehicle power loss failure diagnosis device according to claim 9, wherein the diagnosis unit is adapted to determine that the vehicle power loss is caused when the number of consecutive times that the calculated actual acceleration is smaller than the required acceleration reaches a preset number threshold and the corresponding actual acceleration is larger than a preset acceleration lower limit value is determined according to a preset time period.
16. The hybrid vehicle power loss failure diagnosis device according to claim 15, characterized in that the number threshold is set by:
when the vehicle is in a mode switching state or a gear shifting switching state, setting the frequency threshold value as a first frequency threshold value;
and when the vehicle is not in mode switching and is not in a gear-shifting switching state, setting the frequency threshold value as a second frequency threshold value.
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