CN110758374B - Method and system for controlling shutdown of engine crankshaft of hybrid electric vehicle - Google Patents
Method and system for controlling shutdown of engine crankshaft of hybrid electric vehicle Download PDFInfo
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B60—VEHICLES IN GENERAL
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Abstract
The embodiment of the invention provides a method and a system for controlling the stop of a crankshaft of an engine of a hybrid electric vehicle. The method comprises the steps of waiting for receiving a charging stopping instruction, outputting an engine flameout instruction after the charging stopping instruction is obtained, and setting a given value of a current torque component of a motor as a fixed value; if the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the engine to stop the position control, outputting the given value of the optimal stop position, and setting the given value of the current torque component of the motor to be 0; the threshold rotating speed is obtained by a self-tuning program; switching the output of the signal switching module to a three-closed-loop control signal of the motor; if the rotating speed is stabilized to 0 and is in the optimal position interval, stopping the engine stop position control. According to the embodiment of the invention, the self-setting program for parameter initialization is set in the control unit of the hybrid power system, and the three-closed-loop control is started when the actual rotating speed of the engine is lower than the threshold rotating speed, so that the control precision of the engine crankshaft shutdown phase is high, and the most sufficient kinetic energy recovery effect can be ensured.
Description
Technical Field
The invention relates to the technical field of automobile power, in particular to a method and a system for controlling the shutdown of a crankshaft of an engine of a hybrid electric vehicle.
Background
With the social development, the automobile reserves are getting larger and larger, the development of the traditional automobile industry is brought with great resistance by environmental pollution and energy supply pressure, and new energy automobiles mainly comprising electric automobiles become the mainstream of the future automobile development. Under the conditions of higher battery cost and unstable safety at present, the series hybrid electric vehicle with lower requirement on the capacity of the battery pack has better popularization and application values.
The series hybrid electric vehicle mainly comprises a driving unit, a battery pack, a hybrid system control unit and a power auxiliary unit. The driving unit mainly comprises a motor, a controller and a power electronic converter, and directly provides driving force for the automobile. The battery pack provides electric energy for the driving unit and can be charged by the power auxiliary unit or an external power supply. The hybrid power system control unit is used as a decision layer of the hybrid power system and is responsible for power system control and energy management tasks, wherein the tasks comprise control over the working state of the power auxiliary unit. The power auxiliary unit provides energy source for the whole vehicle, and the core component of the power auxiliary unit is an engine-motor set for realizing the power generation function. The main development flow of the current series hybrid electric vehicle is to adopt a small-capacity battery pack, but the system cost is reduced, and meanwhile, an engine-motor set is started and stopped frequently, so that the start-stop control of a power auxiliary unit is an important link for the research and development of the series hybrid electric vehicle. The starting mode of the power auxiliary unit is that the motor drags the engine to carry out cold starting, the load torque of the motor is directly related to the stop position of the crankshaft of the engine after the last charging is finished, and when and only when the stop position meets the condition that the included angle between the crank and the connecting rod is 90 degrees, the resistance torque borne by the motor during starting is the minimum. Therefore, the engine crankshaft stop phase is controlled, the torque impact on a shafting when the engine-motor set is started can be reduced, and the mechanical vibration of the power auxiliary unit is reduced.
The first type of the engine crankshaft stop phase control technology adopted in the prior art is to adjust the stop position of the engine crankshaft by utilizing the controllability of an intake camshaft and an exhaust camshaft in an electric VVT device, and the method has the defect that the control precision and the range of the stop position are limited only by adjusting the intake camshaft and the exhaust camshaft. The second scheme is that the crankshaft stop position is regulated by a motor connected with an engine shaft, and the threshold rotating speed for controlling the starting position and the stopping position of the crankshaft is determined based on a theoretical calculation method. The control process firstly forms a shutdown curve data table by using a theoretical calculation method, and controls the motor by using a table look-up method or a double closed-loop control method of the motor. The technical scheme has the defects that data such as the rotational inertia of an engine-motor set and the like are used in the theoretical calculation process, and the obtained data table of the threshold rotating speed and the shutdown curve has high dependency on system parameters, low precision and complex calculation. In addition, aiming at the control process of the engine crankshaft stop position, the table look-up method and the traditional double closed-loop control vector algorithm have room for improvement in the aspect of realizing the precision of position control, and the aim of enabling the power auxiliary unit to realize the best kinetic energy recovery is not taken into consideration.
Disclosure of Invention
The embodiment of the invention provides a method and a system for controlling the shutdown of a crankshaft of an engine of a hybrid electric vehicle, which are used for solving the defects that the control precision and the range of the shutdown position of the crankshaft are limited and the full recovery of kinetic energy cannot be realized in the prior art.
In a first aspect, an embodiment of the present invention provides a hybrid vehicle engine crankshaft stop control method, including:
when the engine-motor set is in a power generation state, waiting for receiving a charging stopping instruction;
after the charging stopping instruction is obtained, the hybrid power system control unit outputs an engine flameout instruction, and sets a given value of the current torque component of the permanent magnet synchronous motor as a fixed value;
if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the engine to stop the position control, the hybrid power system control unit outputs the given value of the optimal stop position and sets the given value of the current torque component of the permanent magnet synchronous motor to be 0; wherein the threshold rotation speed is obtained by a self-tuning program;
switching the output of the signal switching module to a three-closed-loop control signal of the motor;
and if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in the optimal position interval, stopping the engine stop position control.
Preferably, the self-tuning procedure includes:
setting a power auxiliary unit in a power generation mode, and enabling the hybrid power system control unit to send the charging stop instruction after the power auxiliary unit is in a stable power generation operation state;
after the power auxiliary unit obtains the command of stopping charging, setting a given value of the current torque component of the permanent magnet synchronous motor as a fixed value;
acquiring a first crank angle and time relation curve, a crank speed and time relation curve and a first total stopping time in the engine stopping process;
if the rotating speed of the engine crankshaft is stabilized to be 0, setting the power auxiliary unit to be in a power generation mode again, and after the power auxiliary unit is in a stable power generation running state, enabling the hybrid power system control unit to send the charging stopping instruction again;
after the power auxiliary unit acquires the charging stopping instruction again, setting the given value of the current torque component of the permanent magnet synchronous motor to be 0;
acquiring a second crank angle and time relation curve and a second total stopping time in the stopping process of the engine;
if the rotating speed of the engine crankshaft is stabilized to be 0, solving the relation curve of the first crankshaft rotating angle and time, the relation curve of the crankshaft rotating speed and time and the relation curve of the second crankshaft rotating angle and time to obtain an initial threshold rotating speed;
the initial threshold speed is used to initialize the threshold speed in the hybrid system control unit.
Preferably, the obtaining the instruction to stop charging specifically includes:
and when the residual electric quantity of the battery in the engine-motor set is higher than a preset electric quantity threshold value, acquiring the charging stopping instruction.
Preferably, the solving the first crank angle-to-time relation curve, the crank rotation speed-to-time relation curve, and the second crank angle-to-time relation curve to obtain the initial threshold rotation speed specifically includes:
defining a variable tc as an initial time for switching the output of the signal switching module to the three closed-loop control signal, and defining wc as the initial threshold rotating speed;
substituting the first total stopping time and the second total stopping time according to the function of the relation curve between the first crank angle and the time and the function of the relation curve between the second crank angle and the time to obtain tc;
and substituting tc into the function of the crankshaft rotating speed and time relation curve to obtain wc.
Preferably, the switching the output of the signal switching module to the three closed-loop control signal of the motor specifically includes:
the signal switching module comprises two signal input ends, the first signal input end is a given value of the current torque component of the permanent magnet synchronous motor controlled by the hybrid power system control unit, and the second signal input end is a given value of the current torque component of the permanent magnet synchronous motor under the control of a three-closed loop;
and selecting the output end signal of the signal switching module as a given value of the current torque component of the permanent magnet synchronous motor under the control of the three closed loops.
Preferably, the three closed loop control signals comprise a position loop signal, a velocity loop signal and a current loop signal.
Preferably, the power auxiliary unit further comprises a control flow in the engine-electric machine set, and the control flow specifically comprises:
the engine and the motor are coaxially connected, and share the same rotating speed sensor and position sensor;
if the actual rotating speed of the engine is greater than the threshold rotating speed, the hybrid power system control unit outputs a given value of the current torque component of the permanent magnet synchronous motor to the signal switching module;
if the actual rotating speed of the engine is smaller than the threshold rotating speed, the hybrid power system control unit outputs the optimal stop position given value, obtains a position signal feedback value of the rotating speed sensor, compares the current position of the engine crankshaft with an optimal stop crankshaft position signal to obtain a first difference value, and takes the first difference value as the input of a crankshaft position regulator;
the output of the crankshaft position regulator is a given value of crankshaft rotation speed control, the given value of the crankshaft rotation speed control is compared with a rotation speed feedback value of the engine crankshaft to obtain a second difference value, and the second difference value is input to the crankshaft rotation speed regulator;
taking the output of the crankshaft speed regulator as a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control;
inputting a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control to the signal switching module;
comparing the given value of the current torque component of the permanent magnet synchronous motor output by the signal switching module with the feedback value of the current torque component of the permanent magnet synchronous motor to obtain a third difference value, and inputting the third difference value to a current torque component regulator;
comparing a feedback value of a current excitation component of the permanent magnet synchronous motor with the current excitation component to obtain a fourth difference value, and inputting the fourth difference value to a current excitation component regulator; wherein the current excitation component is directly given by the hybrid system control unit;
the voltage output by the current torque component regulator and the voltage output by the current excitation component regulator are respectively given, an input signal of a space vector pulse width modulation module is obtained through a park inverse transformation module, an output signal of the space vector pulse width modulation module is used as a trigger pulse of a voltage type inverter, and the inverter is controlled by the trigger pulse to output a driving signal of the motor.
In a second aspect, an embodiment of the present invention provides a hybrid vehicle engine crankshaft stop control system, including:
the initial state setting module is used for waiting for receiving a charging stopping instruction when the engine-motor set is in a power generation state;
the processing module is used for outputting an engine flameout instruction by the hybrid power system control unit after the charging stopping instruction is obtained, and setting a given value of a current torque component of the permanent magnet synchronous motor as a fixed value;
the judging module is used for outputting an optimal stop position given value by the hybrid power system control unit and setting the given value of the current torque component of the permanent magnet synchronous motor as 0 if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the stop position control of the engine; wherein the threshold rotation speed is obtained by a self-tuning program;
the switching module is used for switching the output of the signal switching module to a three-closed-loop control signal of the motor;
and the control module is used for stopping the engine stop position control if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in an optimal position interval.
In a third aspect, an embodiment of the present invention provides an electronic device, including:
the control method comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the steps of any one of the hybrid electric vehicle engine crankshaft stop control methods.
In a fourth aspect, embodiments of the present invention provide a non-transitory computer readable storage medium, having a computer program stored thereon, where the computer program is executed by a processor to implement the steps of any one of the hybrid vehicle engine crankshaft stop control methods.
According to the method and the system for controlling the shutdown of the engine crankshaft of the hybrid electric vehicle, provided by the embodiment of the invention, the self-setting program for parameter initialization is set in the control unit of the hybrid electric vehicle, and the three-closed-loop control is started when the actual rotating speed of the engine is lower than the threshold rotating speed, so that the precision of the control on the shutdown phase of the engine crankshaft is high, and the most sufficient kinetic energy recovery effect can be ensured.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flowchart of a method for controlling a hybrid vehicle engine crankshaft shutdown according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a self-tuning procedure provided in an embodiment of the present invention;
FIG. 3 is a block diagram of a control system for a power assist unit provided in an embodiment of the present invention;
FIG. 4 is a block diagram of a hybrid vehicle engine crankshaft shutdown control system according to an embodiment of the present invention;
fig. 5 is a block diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart of a method for controlling a hybrid vehicle engine crankshaft stop according to an embodiment of the present invention, as shown in fig. 1, including:
s1, when the engine-motor set is in a power generation state, waiting for receiving a charging stopping instruction;
s2, after the charging stopping instruction is obtained, the hybrid power system control unit outputs an engine flameout instruction, and sets a given value of the current torque component of the permanent magnet synchronous motor as a fixed value;
s3, if the hybrid power system control unit judges that the current rotating speed of the engine crankshaft is less than the threshold rotating speed for starting the engine stop position control, the hybrid power system control unit outputs the given value of the optimal stop position and sets the given value of the current torque component of the permanent magnet synchronous motor to be 0; wherein the threshold rotation speed is obtained by a self-tuning program;
s4, switching the output of the signal switching module to a three-closed-loop control signal of the motor;
s5, if the engine crankshaft speed is stabilized to 0 and the position of the engine crankshaft is in the optimal position interval, stopping the engine stop position control.
Specifically, in step S1, the engine-generator set is set in the power generation state, and waits for receiving a charging stop command;
in step S2, after the instruction to stop charging is obtained, the hybrid system control unit outputs an engine stall instruction, and simultaneously, the given value of the current torque component Iq of the permanent magnet synchronous motor is also made constant;
in step S3, the hybrid system control unit further determines whether the current rotation speed w satisfies a threshold rotation speed wc less than the start engine stop position control, and if not, repeats the above process; if the rotating speed is less than the initial threshold rotating speed wc, the hybrid power system control unit outputs an optimal shutdown position given value, and the given value of the current torque component Iq of the permanent magnet synchronous motor is modified to be 0; the threshold rotating speed is obtained by a self-tuning program;
in step S4, the output of the signal switching module is switched to a three-closed-loop control signal of the motor;
in step S5, it is then determined whether the rotational speed of the engine crankshaft is stable at 0 and whether the crankshaft position is within the optimal position interval, and if not, the foregoing process is repeated again; and if the crankshaft rotating speed is stabilized to be 0 and the crankshaft position is in the optimal position interval, stopping the engine stopping position control.
According to the embodiment of the invention, the self-setting program for parameter initialization is set in the control unit of the hybrid power system, and the three-closed-loop control is started when the actual rotating speed of the engine is lower than the threshold rotating speed, so that the control precision of the engine crankshaft shutdown phase is high, and the most sufficient kinetic energy recovery effect can be ensured.
Based on the foregoing embodiment, fig. 2 is a schematic flow chart of a self-tuning program provided in an embodiment of the present invention, and as shown in fig. 2, the self-tuning program includes:
101, setting a power auxiliary unit in a power generation mode, and enabling a hybrid power system control unit to send a charging stop instruction after the power auxiliary unit is in a stable power generation operation state;
102, after the power auxiliary unit obtains the charging stopping instruction, setting a given value of a current torque component of the permanent magnet synchronous motor as a fixed value;
103, acquiring a first crank angle and time relation curve, a crank speed and time relation curve and a first total stopping time in the engine stopping process;
104, if the rotating speed of the crankshaft of the engine is stabilized to be 0, setting the power auxiliary unit to be in a power generation mode again, and after the power auxiliary unit is in a stable power generation running state, enabling the hybrid power system control unit to send the charging stop instruction again;
105, setting the given value of the current torque component of the permanent magnet synchronous motor to be 0 after the power auxiliary unit acquires the charging stop command again;
106, acquiring a second crank angle and time relation curve and a second total stop time in the engine stop process;
107, if the rotating speed of the engine crankshaft is stabilized to be 0, solving the relation curve of the first crankshaft rotating angle and time, the relation curve of the crankshaft rotating speed and time and the relation curve of the second crankshaft rotating angle and time to obtain an initial threshold rotating speed;
and 108, using the initial threshold speed for initializing the threshold speed in the hybrid system control unit.
Specifically, the function of the self-tuning procedure is to automatically identify a threshold rotational speed wc corresponding to the start of the hybrid system shutdown control, and the parameter is the starting rotational speed that triggers the crankshaft stop position control. The self-setting program only runs once, namely the power auxiliary unit performs self-setting when running for the first time, and the self-setting program does not need to run after the self-setting is completed. In the running process of the hybrid electric vehicle, when a charging stopping instruction is received for the first time, a self-setting program is started, the self-setting process relates to two charging-stopping processes, and different stopping modes are adopted after the two charging processes are finished.
In step 101, firstly, setting a power auxiliary unit in a power generation mode, and enabling a hybrid power system control unit to actively send a charging stop instruction after the power auxiliary unit is in a stable power generation operation state;
in step 103, recording a relation curve of the crank angle and the time in the stopping process, and recording the relation curve as P1 (t); recording a relation curve of the crankshaft speed and the time in the process, and recording as V1 (t); recording the total shutdown time as t 1;
in step 105, after the power auxiliary unit receives the charging stopping instruction again, the given value of the current torque component Iq of the motor is set to be 0;
in step 106, recording a relation curve of the crank angle and the time in the stopping process, and recording the relation curve as P2 (t); recording the total shutdown time as t 2;
in step 107, if the detected crankshaft rotation speed of the engine is stable to 0, further processing curve data made in the two stopping processes, and solving a threshold rotation speed wc for starting the crankshaft and stopping position control, wherein wc is an initial threshold rotation speed;
in step 108, the initial threshold speed obtained in step 107 is used to initialize the threshold speed in the hybrid system control unit.
According to the embodiment of the invention, the self-tuning program is set, the solution is carried out by combining two shutdown states of the crankshaft of the engine, the threshold rotating speed of the shutdown position control of the crankshaft starting of the system is accurately obtained on the premise of ensuring the full recovery of kinetic energy, no kinetic parameter is used, and no complex operation is involved.
Based on the above embodiment, the obtaining the instruction to stop charging specifically includes:
and when the residual electric quantity of the battery in the engine-motor set is higher than a preset electric quantity threshold value, acquiring the charging stopping instruction.
Specifically, the charge of the storage battery in the engine-electric machine set is taken as a judgment basis, and when the SOC of the battery, that is, the remaining charge, rises to a preset threshold, a command to stop charging is received.
Based on any of the above embodiments, solving the first crank angle-to-time relationship curve, the crank speed-to-time relationship curve, and the second crank angle-to-time relationship curve to obtain an initial threshold speed specifically includes:
defining a variable tc as an initial time for switching the output of the signal switching module to the three closed-loop control signal, and defining wc as the initial threshold rotating speed;
substituting the first total stopping time and the second total stopping time according to the function of the relation curve between the first crank angle and the time and the function of the relation curve between the second crank angle and the time to obtain tc;
and substituting tc into the function of the crankshaft rotating speed and time relation curve to obtain wc.
Specifically, the data processing flow for solving the initial threshold rotation speed is as follows:
acquiring data P1(t), V1(t), t1, P2(t) and t2 recorded in the two running processes;
defining a variable tc as the initial moment of switching to the three-closed-loop control, and defining a variable wc as the threshold rotating speed of switching to the three-closed-loop control;
solving for a time tc that satisfies the equation [ P2(t2) -P2(tc) ] - [ P1(t1) -P1(tc) ] -2 pi;
substituting tc into V1(t) to obtain a rotation speed wc 2 pi × V1(tc) when switching to the triple closed-loop control;
and returning the wc parameter value and jumping out of the data processing program.
Based on any one of the above embodiments, the switching the output of the signal switching module to the three closed-loop control signal of the motor specifically includes:
the signal switching module comprises two signal input ends, the first signal input end is a given value of the current torque component of the permanent magnet synchronous motor controlled by the hybrid power system control unit, and the second signal input end is a given value of the current torque component of the permanent magnet synchronous motor under the control of a three-closed loop;
and selecting the output end signal of the signal switching module as a given value of the current torque component of the permanent magnet synchronous motor under the control of the three closed loops.
Specifically, firstly, the signal switching module has a signal selection function and controls the system to switch between a power generation state and a crankshaft stop position control state, and secondly, the module has a signal output end and two signal input ends, wherein one input signal is a direct set value of a hybrid power system control unit for a current torque component Iq, and the other input signal is a set value of a motor current torque component Iq under the three-closed-loop control.
According to the embodiment of the invention, the signal switching module is arranged, and the output end signal is selectively controlled to be output through the double input ends, so that the system can be effectively switched to the three-closed-loop control state under the condition that the threshold rotation condition of the preset threshold is met.
Based on any of the above embodiments, the three closed-loop control signals include a position loop signal, a speed loop signal, and a current loop signal.
Specifically, the motor three-closed-loop control system is provided with three loops, namely a position loop, a speed loop and a current loop, and adopts a vector control strategy to carry out signal control.
Based on any one of the above embodiments, the power assisting unit further includes a control flow in the engine-motor set, and the control flow specifically includes:
the engine and the motor are coaxially connected, and share the same rotating speed sensor and position sensor;
if the actual rotating speed of the engine is less than the threshold rotating speed, the hybrid power system control unit outputs a given value of the current torque component of the permanent magnet synchronous motor to the signal switching module;
if the actual rotating speed of the engine is greater than the threshold rotating speed, the hybrid power system control unit outputs the optimal stop position given value, obtains a position signal feedback value of the rotating speed sensor, compares the current position of the engine crankshaft with an optimal stop crankshaft position signal to obtain a first difference value, and takes the first difference value as the input of a crankshaft position regulator;
the output of the crankshaft position regulator is a given value of crankshaft rotation speed control, the given value of the crankshaft rotation speed control is compared with a rotation speed feedback value of the engine crankshaft to obtain a second difference value, and the second difference value is input to the crankshaft rotation speed regulator;
taking the output of the crankshaft speed regulator as a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control;
inputting a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control to the signal switching module;
comparing the given value of the current torque component of the permanent magnet synchronous motor output by the signal switching module with the feedback value of the current torque component of the permanent magnet synchronous motor to obtain a third difference value, and inputting the third difference value to a current torque component regulator;
comparing a feedback value of a current excitation component of the permanent magnet synchronous motor with the current excitation component to obtain a fourth difference value, and inputting the fourth difference value to a current excitation component regulator; wherein the current excitation component is directly given by the hybrid system control unit;
the voltage output by the current torque component regulator and the voltage output by the current excitation component regulator are respectively given, an input signal of a space vector pulse width modulation module is obtained through a park inverse transformation module, an output signal of the space vector pulse width modulation module is used as a trigger pulse of a voltage type inverter, and the inverter is controlled by the trigger pulse to output a driving signal of the motor.
Specifically, fig. 3 is a block diagram of a control system of a power assist unit according to an embodiment of the present invention, as shown in the circuit configuration in fig. 3:
firstly, an engine and a motor are coaxially connected and share the same position/rotating speed sensor, and when the actual rotating speed w is greater than the threshold rotating speed wc, the control unit of the hybrid power system directly outputs a given value of a current torque component Iq of the motor to the signal switching module. And when the actual rotating speed w is less than the threshold rotating speed wc, the control unit of the hybrid power system outputs the optimal stop position set value. And comparing the current crankshaft position of the engine with the optimal stop crankshaft position signal by using a feedback value of the position signal of the sensor, and taking the difference as the input of a crankshaft position PI regulator. The output of the crankshaft position PI regulator is a given value for controlling the crankshaft rotation speed, and the given value is differed from the feedback value of the engine crankshaft rotation speed to be used as the input of the crankshaft rotation speed PI regulator. The output of the crankshaft rotation speed PI regulator is a given value of a motor current torque component Iq in a three-closed loop state, and the signal is sent to a signal switching module. The signal switching module is provided with a signal output end and two signal input ends and has a signal selection function, a direct set value of a current torque component is output when the actual rotating speed w is less than the threshold rotating speed wc, and a set value of a motor current torque component Iq under the three-closed-loop control is output when the actual rotating speed w is less than the threshold rotating speed wc. And comparing the given value of the motor current torque component Iq output by the signal switching module with the feedback value of the motor current torque component, and sending the difference to a current torque component PI regulator. The current excitation component Id is directly given by a hybrid power system control unit, can adopt various control strategies, is compared with a feedback value of the motor current excitation component, and is sent to a current excitation component PI regulator after difference. The voltage output by the two current PI regulators is given and calculated by a Park inverse transformation module to obtain an input signal of a Space Vector Pulse Width Modulation (SVPWM) Modulation module, and the output of the SVPWM module is used as a trigger Pulse of a voltage type inverter to control the inverter to output a motor driving signal.
According to the embodiment of the invention, the working process of the power auxiliary unit in the whole system is elaborated in detail, and particularly, four regulators are adopted for feedback adjustment, so that input and output signals are effectively adjusted, and stable operation and accurate adjustment of the system are ensured.
Fig. 4 is a structural diagram of a hybrid vehicle engine crankshaft stop control system according to an embodiment of the present invention, as shown in fig. 4, including: an initial state setting module 41, a processing module 42, a judging module 43, a switching module 44 and a control module 45; wherein:
the initial state setting module 41 is used for waiting for receiving a charging stopping instruction when the engine-motor set is in a power generation state; the processing module 42 is configured to, after acquiring the charging stop instruction, output an engine stall instruction by the hybrid power system control unit, and set a given value of a current torque component of the permanent magnet synchronous motor as a fixed value; the judging module 43 is configured to, if the hybrid power system control unit judges that the current rotation speed of the engine crankshaft is less than the threshold rotation speed for starting the engine stop position control, output an optimal stop position given value by the hybrid power system control unit, and set the given value of the current torque component of the permanent magnet synchronous motor to 0; wherein the threshold rotation speed is obtained by a self-tuning program; the switching module 44 is used for switching the output of the signal switching module to a three-closed-loop control signal of the motor; the control module 45 is configured to stop the engine stop position control if the engine crankshaft speed is stable at 0 and the engine crankshaft position is within an optimal position interval.
The system provided by the embodiment of the present invention is used for executing the corresponding method, the specific implementation manner of the system is consistent with the implementation manner of the method, and the related algorithm flow is the same as the algorithm flow of the corresponding method, which is not described herein again.
According to the embodiment of the invention, the self-setting program for parameter initialization is set in the control unit of the hybrid power system, and the three-closed-loop control is started when the actual rotating speed of the engine is lower than the preset threshold value, so that the control precision of the engine crankshaft shutdown phase is high, and the most sufficient kinetic energy recovery effect can be ensured.
Based on any of the above embodiments, the self-tuning procedure in the determination module 43 includes: a first state setting submodule 431, a first given value setting submodule 432, a first obtaining submodule 433, a second state setting submodule 434, a second given value setting submodule 435, a second obtaining submodule 436, a solving submodule 437 and an initialization submodule 438; wherein:
the first state setting submodule 431 is used for setting the power auxiliary unit to be in a power generation mode, and after the power auxiliary unit is in a stable power generation operation state, the hybrid power system control unit is made to send the charging stop instruction; the first given value setting submodule 432 is used for setting the given value of the current torque component of the permanent magnet synchronous motor as a fixed value after the power auxiliary unit obtains the charging stopping instruction; the first obtaining submodule 433 is used for obtaining a first crank angle and time relation curve, a crank speed and time relation curve and a first total stopping time in the engine stopping process; the second state setting submodule 434 is configured to set the power assisting unit to be in the power generation mode again if the rotational speed of the engine crankshaft is stable to 0, and enable the hybrid power system control unit to send the charging stop instruction again after the power assisting unit is in a stable power generation operation state; the second given value setting submodule 435 is configured to set the given value of the current torque component of the permanent magnet synchronous motor to 0 after the power assisting unit acquires the stop charging instruction again; the second obtaining submodule 436 is configured to obtain a second crank angle-time relation curve during the engine stop and a second total stop time; the solving submodule 437 is configured to, if the engine crankshaft rotational speed is stabilized to be 0, solve the first crankshaft rotational speed-time relationship curve, the crankshaft rotational speed-time relationship curve, and the second crankshaft rotational speed-time relationship curve to obtain an initial threshold rotational speed; the initialization submodule 438 is operable to use the initial threshold speed to initialize the threshold speed in the hybrid powertrain control unit.
According to the embodiment of the invention, the self-tuning program is set, the solution is carried out by combining two shutdown states of the crankshaft of the engine, the threshold rotating speed of the shutdown position control of the crankshaft starting of the system is accurately obtained on the premise of ensuring the full recovery of kinetic energy, no kinetic parameter is used, and no complex operation is involved.
Based on any of the above embodiments, the obtaining the instruction to stop charging in the processing module 42 specifically includes:
and when the residual electric quantity of the battery in the engine-motor set is higher than a preset electric quantity threshold value, acquiring the charging stopping instruction.
Specifically, the charge of the storage battery in the engine-motor set is taken as a judgment basis, and when the SOC of the battery, that is, the remaining charge, rises to a preset threshold value in the charging process, a command to stop charging is received.
Based on any of the above embodiments, the solving submodule 437 is specifically configured to:
defining a variable tc as an initial time for switching the output of the signal switching module to the three closed-loop control signal, and defining wc as the initial threshold rotating speed;
substituting the first total stopping time and the second total stopping time according to the function of the relation curve between the first crank angle and the time and the function of the relation curve between the second crank angle and the time to obtain tc;
and substituting tc into the function of the crankshaft rotating speed and time relation curve to obtain wc.
According to any of the above embodiments, the switching module 44 includes a switching setting sub-module 441 and a selecting sub-module 442; wherein:
the switching setting submodule 441 is used for enabling the signal switching module to comprise two signal input ends, wherein the first signal input end is a given value of the current torque component of the permanent magnet synchronous motor controlled by the hybrid power system control unit, and the second signal input end is a given value of the current torque component of the permanent magnet synchronous motor under the control of a three-closed loop; the selection submodule 442 is configured to select an output end signal of the signal switching module as a given value of a current torque component of the permanent magnet synchronous motor under the three-closed-loop control.
According to the embodiment of the invention, the signal switching module is arranged, and the output end signal is selectively controlled to be output through the double input ends, so that the system can be effectively switched to the three-closed-loop control state under the condition that the threshold rotation condition of the preset threshold is met.
Based on any of the above embodiments, the three closed-loop control signals in the switching module 44 include a position loop signal, a speed loop signal and a current loop signal.
Based on any one of the above embodiments, the power assisting unit further includes a control flow in the engine-motor set, and the control flow specifically includes:
the engine and the motor are coaxially connected, and share the same rotating speed sensor and position sensor;
if the actual rotating speed of the engine is greater than the threshold rotating speed, the hybrid power system control unit outputs a given value of the current torque component of the permanent magnet synchronous motor to the signal switching module;
if the actual rotating speed of the engine is smaller than the threshold rotating speed, the hybrid power system control unit outputs the optimal stop position given value, obtains a position signal feedback value of the rotating speed sensor, compares the current position of the engine crankshaft with an optimal stop crankshaft position signal to obtain a first difference value, and takes the first difference value as the input of a crankshaft position regulator;
the output of the crankshaft position regulator is a given value of crankshaft rotation speed control, the given value of the crankshaft rotation speed control is compared with a rotation speed feedback value of the engine crankshaft to obtain a second difference value, and the second difference value is input to the crankshaft rotation speed regulator;
taking the output of the crankshaft speed regulator as a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control;
inputting a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control to the signal switching module;
comparing the given value of the current torque component of the permanent magnet synchronous motor output by the signal switching module with the feedback value of the current torque component of the permanent magnet synchronous motor to obtain a third difference value, and inputting the third difference value to a current torque component regulator;
comparing a feedback value of a current excitation component of the permanent magnet synchronous motor with the current excitation component to obtain a fourth difference value, and inputting the fourth difference value to a current excitation component regulator; wherein the current excitation component is directly given by the hybrid system control unit;
the voltage output by the current torque component regulator and the voltage output by the current excitation component regulator are respectively given, an input signal of a space vector pulse width modulation module is obtained through a park inverse transformation module, an output signal of the space vector pulse width modulation module is used as a trigger pulse of a voltage type inverter, and the inverter is controlled by the trigger pulse to output a driving signal of the motor.
Fig. 5 illustrates a physical structure diagram of an electronic device, which may include, as shown in fig. 5: a processor (processor)510, a communication Interface (Communications Interface)520, a memory (memory)530 and a communication bus 540, wherein the processor 510, the communication Interface 520 and the memory 530 communicate with each other via the communication bus 540. Processor 510 may call logic instructions in memory 530 to perform the following method: when the engine-motor set is in a power generation state, waiting for receiving a charging stopping instruction; after the charging stopping instruction is obtained, the hybrid power system control unit outputs an engine flameout instruction, and sets a given value of the current torque component of the permanent magnet synchronous motor as a fixed value; if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the engine to stop the position control, the hybrid power system control unit outputs the given value of the optimal stop position and sets the given value of the current torque component of the permanent magnet synchronous motor to be 0; wherein the threshold rotation speed is obtained by a self-tuning program; switching the output of the signal switching module to a three-closed-loop control signal of the motor; and if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in the optimal position interval, stopping the engine stop position control.
Furthermore, the logic instructions in the memory 530 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
According to the embodiment of the invention, the working process of the power auxiliary unit in the whole system is elaborated in detail, and particularly, four regulators are adopted for feedback adjustment, so that input and output signals are effectively adjusted, and stable operation and accurate adjustment of the system are ensured.
In another aspect, an embodiment of the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented to perform the transmission method provided in the foregoing embodiments when executed by a processor, and for example, the method includes: when the engine-motor set is in a power generation state, waiting for receiving a charging stopping instruction; after the charging stopping instruction is obtained, the hybrid power system control unit outputs an engine flameout instruction, and sets a given value of the current torque component of the permanent magnet synchronous motor as a fixed value; if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the engine to stop the position control, the hybrid power system control unit outputs the given value of the optimal stop position and sets the given value of the current torque component of the permanent magnet synchronous motor to be 0; wherein the threshold rotation speed is obtained by a self-tuning program; switching the output of the signal switching module to a three-closed-loop control signal of the motor; and if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in the optimal position interval, stopping the engine stop position control.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A hybrid vehicle engine crankshaft stop control method comprises the following steps:
when the engine-motor set is in a power generation state, waiting for receiving a charging stopping instruction;
after the charging stopping instruction is obtained, the hybrid power system control unit outputs an engine flameout instruction, and sets a given value of the current torque component of the permanent magnet synchronous motor as a fixed value;
if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the engine to stop the position control, the hybrid power system control unit outputs the given value of the optimal stop position and sets the given value of the current torque component of the permanent magnet synchronous motor to be 0; wherein the threshold rotation speed is obtained by a self-tuning program;
switching the output of the signal switching module to a three-closed-loop control signal of the motor;
and if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in the optimal position interval, stopping the engine stop position control.
2. The hybrid vehicle engine crankshaft stop control method according to claim 1, characterized in that the self-tuning procedure includes:
setting a power auxiliary unit in a power generation mode, and enabling the hybrid power system control unit to send the charging stop instruction after the power auxiliary unit is in a stable power generation operation state;
after the power auxiliary unit obtains the command of stopping charging, setting a given value of the current torque component of the permanent magnet synchronous motor as a fixed value;
acquiring a first crank angle and time relation curve, a crank speed and time relation curve and a first total stopping time in the engine stopping process;
if the rotating speed of the engine crankshaft is stabilized to be 0, setting the power auxiliary unit to be in a power generation mode again, and after the power auxiliary unit is in a stable power generation running state, enabling the hybrid power system control unit to send the charging stopping instruction again;
after the power auxiliary unit acquires the charging stopping instruction again, setting the given value of the current torque component of the permanent magnet synchronous motor to be 0;
acquiring a second crank angle and time relation curve and a second total stopping time in the stopping process of the engine;
if the rotating speed of the engine crankshaft is stabilized to be 0, solving the relation curve of the first crankshaft rotating angle and time, the relation curve of the crankshaft rotating speed and time and the relation curve of the second crankshaft rotating angle and time to obtain an initial threshold rotating speed;
the initial threshold speed is used to initialize the threshold speed in the hybrid system control unit.
3. The method for controlling the stop of the engine crankshaft of the hybrid electric vehicle according to claim 1, wherein the obtaining the command for stopping the charging specifically comprises:
and when the residual electric quantity of the battery in the engine-motor set is higher than a preset electric quantity threshold value, acquiring the charging stopping instruction.
4. The method for controlling shutdown of an engine crankshaft of a hybrid electric vehicle according to claim 2, wherein solving the first curve relating crankshaft rotational angle to time, the curve relating crankshaft rotational speed to time, and the second curve relating crankshaft rotational angle to time to obtain an initial threshold rotational speed specifically comprises:
defining a variable tc as an initial time for switching the output of the signal switching module to the three closed-loop control signal, and defining wc as the initial threshold rotating speed;
substituting the first total stopping time and the second total stopping time according to the function of the relation curve between the first crank angle and the time and the function of the relation curve between the second crank angle and the time to obtain tc;
and substituting tc into the function of the crankshaft rotating speed and time relation curve to obtain wc.
5. The method for controlling the stop of the engine crankshaft of the hybrid electric vehicle according to claim 1, wherein the switching the output of the signal switching module to the three closed-loop control signal of the motor specifically comprises:
the signal switching module comprises two signal input ends, the first signal input end is a given value of the current torque component of the permanent magnet synchronous motor controlled by the hybrid power system control unit, and the second signal input end is a given value of the current torque component of the permanent magnet synchronous motor under the control of a three-closed loop;
and selecting the output end signal of the signal switching module as a given value of the current torque component of the permanent magnet synchronous motor under the control of the three closed loops.
6. The hybrid vehicle engine crankshaft stop control method of claim 1, wherein the three closed loop control signals comprise a position loop signal, a speed loop signal, and a current loop signal.
7. The hybrid vehicle engine crankshaft stop control method according to claim 2, wherein the power auxiliary unit further comprises a control flow in the engine-electric machine set, and the control flow specifically comprises:
the engine and the motor are coaxially connected, and share the same rotating speed sensor and position sensor;
if the actual rotating speed of the engine is greater than the threshold rotating speed, the hybrid power system control unit outputs a given value of the current torque component of the permanent magnet synchronous motor to the signal switching module;
if the actual rotating speed of the engine is smaller than the threshold rotating speed, the hybrid power system control unit outputs the optimal stop position given value, obtains a position signal feedback value of the rotating speed sensor, compares the current position of the engine crankshaft with an optimal stop crankshaft position signal to obtain a first difference value, and takes the first difference value as the input of a crankshaft position regulator;
the output of the crankshaft position regulator is a given value of crankshaft rotation speed control, the given value of the crankshaft rotation speed control is compared with a rotation speed feedback value of the engine crankshaft to obtain a second difference value, and the second difference value is input to the crankshaft rotation speed regulator;
taking the output of the crankshaft speed regulator as a given value of the current torque component of the permanent magnet synchronous motor under the control of a three-closed loop;
inputting a given value of the current torque component of the permanent magnet synchronous motor under the three-closed-loop control to the signal switching module;
comparing the given value of the current torque component of the permanent magnet synchronous motor output by the signal switching module with the feedback value of the current torque component of the permanent magnet synchronous motor to obtain a third difference value, and inputting the third difference value to a current torque component regulator;
comparing a feedback value of a current excitation component of the permanent magnet synchronous motor with a current excitation component directly given by the hybrid power system control unit to obtain a fourth difference value, and inputting the fourth difference value to a current excitation component regulator;
the voltage output by the current torque component regulator and the voltage output by the current excitation component regulator are respectively given, an input signal of a space vector pulse width modulation module is obtained through a park inverse transformation module, an output signal of the space vector pulse width modulation module is used as a trigger pulse of a voltage type inverter, and the inverter is controlled by the trigger pulse to output a driving signal of the motor.
8. A hybrid vehicle engine crankshaft shutdown control system, comprising:
the initial state setting module is used for waiting for receiving a charging stopping instruction when the engine-motor set is in a power generation state;
the processing module is used for outputting an engine flameout instruction by the hybrid power system control unit after the charging stopping instruction is obtained, and setting a given value of a current torque component of the permanent magnet synchronous motor as a fixed value;
the judging module is used for outputting an optimal stop position given value by the hybrid power system control unit and setting the given value of the current torque component of the permanent magnet synchronous motor as 0 if the hybrid power system control unit judges that the current rotating speed of the crankshaft of the engine is less than the threshold rotating speed for starting the stop position control of the engine; wherein the threshold rotation speed is obtained by a self-tuning program;
the switching module is used for switching the output of the signal switching module to a three-closed-loop control signal of the motor;
and the control module is used for stopping the engine stop position control if the rotating speed of the engine crankshaft is stabilized to be 0 and the position of the engine crankshaft is located in an optimal position interval.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program implements the steps of the method for controlling crankshaft shutdown of an engine of a hybrid vehicle according to any one of claims 1 to 7.
10. A non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program when executed by a processor implements the steps of a hybrid vehicle engine crankshaft stop control method according to any one of claims 1 to 7.
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| CN113978445B (en) * | 2021-11-15 | 2024-06-14 | 中国第一汽车股份有限公司 | Dual-motor vehicle crankshaft stop position control method and system and vehicle |
| CN114810379A (en) * | 2022-04-26 | 2022-07-29 | 哈尔滨东安汽车发动机制造有限公司 | Starting and stopping method and system for extended range electric automobile engine |
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