CN111016874A - Torque distribution method and torque distribution device for hybrid electric vehicle - Google Patents
Torque distribution method and torque distribution device for hybrid electric vehicle Download PDFInfo
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- CN111016874A CN111016874A CN201911237192.7A CN201911237192A CN111016874A CN 111016874 A CN111016874 A CN 111016874A CN 201911237192 A CN201911237192 A CN 201911237192A CN 111016874 A CN111016874 A CN 111016874A
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention provides a torque distribution method and a torque distribution device for a hybrid electric vehicle, and belongs to the technical field of vehicles. The technical problem of how to improve the working efficiency of an engine when an existing hybrid electric vehicle runs on an urban road is solved. The method comprises the following steps: starting the engine according to the opening degree of an accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition, and executing steady-state torque of the engine under the working condition; parameter table for setting engine target torque: when the driver required torque is smaller than or equal to the engine steady-state torque, the engine basic torque is the engine steady-state torque, and on the contrary, the engine basic torque is the driver required torque; and searching a parameter table to obtain the target torque of the engine, and when the steady-state torque of the engine is kept to be executed, taking the negative torque of the motor as the execution torque of the motor, so that the motor is in a power generation mode, and the engine is kept to work under the steady-state high-efficiency working condition. The invention improves the working efficiency of the engine when the urban road runs.
Description
Technical Field
The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a torque distribution method and a torque distribution device for a hybrid electric vehicle.
Background
In a hybrid electric vehicle, an engine and a motor are generally adopted as hybrid power to drive, and an energy management method of the hybrid electric vehicle is a core technology of the hybrid electric vehicle and is a key for realizing vehicle fuel economy and cleanness and environmental protection.
Through a large amount of actual road tests, the torque required by the engine corresponding to the driving mode of urban working condition comfort is not very large, but because urban working condition vehicles have more people, short following distance, more intersections and complex driving working conditions, the fluctuation of an accelerator pedal of a driver is very complex and changes all the time. In a traditional hybrid electric vehicle, the target torque of an engine and the opening degree of an accelerator pedal of a driver are strongly correlated, when the accelerator pedal is pressed down, the engine can be instantly transited from 0 torque to a large torque and changes along with the change of the accelerator pedal, the torque of the engine can be continuously fluctuated by the engine torque division method, when the driver releases the accelerator pedal to slide or presses a brake pedal, the torque of the engine can be reduced to 0, and under most working conditions, the torque of the engine is in a continuously fluctuated state, so that the torque of the engine is fluctuated seriously and the efficiency is poor. In the prior art, a torque distribution method is adopted to solve the problem of severe torque fluctuation of an engine, the torque of the engine is executed according to the torque required by a driver in the early period, the engine is controlled after a certain vehicle speed and the engine rotating speed are reached, and the engine is in a stable torque state.
And most of the working conditions of the hybrid electric vehicle which is bought for electricity insertion are urban working conditions. The plug-in hybrid electric vehicle cannot run purely electrically particularly when the SOC electric quantity of a power battery is low, an engine is required to provide running torque and battery charging torque, the response speed of the engine is low, and frequent stepping on and loosening of an accelerator pedal under urban working conditions can cause severe fluctuation of the engine torque, poor efficiency and slow power response of the whole vehicle.
Disclosure of Invention
The present invention provides a torque distribution method for a hybrid vehicle, aiming at the above problems in the prior art, and the technical problems to be solved by the present invention are as follows: how to improve the working efficiency of an engine when running on an urban road.
The purpose of the invention can be realized by the following technical scheme: a torque distribution method for a hybrid vehicle, comprising:
step A: starting the engine according to the opening degree of an accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition, and executing steady-state torque of the engine under the working condition;
and B: obtaining the torque required by the driver according to the opening degree of the accelerator pedal;
and C: parameter table for setting engine target torque: when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; when the driver demand torque is larger than the engine steady-state torque, the engine base torque is the driver demand torque;
step D: c, searching the parameter table in the step C according to the rotating speed of the engine and/or the torque required by the driver to obtain the target torque of the engine;
step E: when the steady-state torque of the engine is kept to be executed, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the execution torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition.
In the hybrid electric vehicle, when the vehicle speed is 0 and the opening degree of an accelerator pedal is 0, the engine is stopped to reduce the fuel consumption, and when the vehicle starts, the engine is started according to the opening degree of the accelerator pedal, and then the engine is directly operated at the steady-state torque of the engine according to the preset steady-state torque of the engine, so that the optimal fuel consumption and the optimal working efficiency of the engine are obtained. When the opening degree of an accelerator pedal is small, the torque required by the driver is smaller than the steady-state torque of the engine, the steady-state torque of the engine is continuously maintained by looking up a parameter table, the torque of the engine is not reduced to adapt to the torque required by the driver, and the torque required by the driver is realized by enabling the motor to generate negative torque. Therefore, in the process, the engine always keeps working at the steady-state torque, the torque of the engine cannot fluctuate due to small stepping on the accelerator pedal or loosening the accelerator pedal, and the working efficiency of the engine is improved. And when the accelerator pedal is greatly stepped to enable the torque required by the driver to be larger than the steady-state torque, the target torque of the engine is output, and the torque required by the driver is met by the engine.
In the above-described torque distribution method for a hybrid vehicle, in step B, a second parameter table of driver-requested torque is set: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of an accelerator pedal is larger than 0, obtaining the torque required by the driver from the opening degree of the accelerator pedal and a current vehicle speed look-up parameter table II; when the accelerator opening is 0, the driver required torque is 0. When the vehicle is coasting, i.e., the engine is on but the accelerator pedal is zero, the driver demand torque is zero.
In the above torque distribution method for a hybrid vehicle, in step C, the parameter table includes a fourth parameter table and a sixth parameter expression, the fourth parameter table: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; parameter table six: mapping a base torque of the engine for the corresponding engine speed; and when the driver required torque is greater than 0, selecting the fourth parameter table, and when the driver required torque is equal to 0, selecting the sixth parameter table.
In the above-described torque distribution method for a hybrid vehicle, in step D, the engine target torque is obtained by adding a first correction torque, which is corrected according to the vehicle speed, and a second correction torque, which is corrected according to the air conditioner accessory power, to the base torque. When the driver required torque is 0, the most accurate driver required torque is also calculated by adding the first correction torque and the second correction torque.
In the above-described torque distribution method for a hybrid vehicle, when the accelerator opening is greater than a set threshold, the set threshold is 10% to 50%, preferably 30%, and when the driver-requested torque is greater than the engine steady-state torque, the engine is executed according to the driver-requested torque; when the opening degree of the accelerator pedal is smaller than a set threshold, the set threshold is 10% -50%, preferably 30%, and the torque is executed under the condition that the torque required by the driver is smaller than or equal to the steady-state torque of the engine and the engine keeps steady-state high efficiency. When the accelerator pedal is slightly accelerated, the engine can be kept to work under a stable high-efficiency working condition to a certain extent, and the accelerator pedal is particularly suitable for urban working conditions. However, when the accelerator pedal is greatly stepped on, the engine is executed according to the total required torque, and the engine can be suitable for the high-speed working condition. Since after a short acceleration the engine can be made to operate also in steady state. The 30% of the accelerator opening degree refers to the proportion of the current accelerator opening degree to the total opening degree.
A torque distribution control apparatus for a hybrid vehicle, characterized by comprising:
the receiving module is used for receiving an accelerator pedal opening signal, a vehicle speed signal, an engine rotating speed signal and an actual engine torque signal;
the starting module is used for starting the engine according to the opening degree signal of the accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition and executing steady-state torque of the engine under the working condition;
the parameter table module comprises a second parameter table for obtaining the torque required by the driver, a fourth parameter table for obtaining the basic torque of the engine and a sixth parameter table, wherein the fourth parameter table is set as follows: when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; when the driver demand torque is larger than the engine steady-state torque, the engine base torque is the driver demand torque; the parameter table six is set as: the engine base torque is the engine steady-state torque;
the data processing module is used for calculating the motor torque and the engine target torque and outputting a motor torque signal and an engine target torque signal;
the execution module is used for receiving the target torque signal of the engine and controlling the engine to execute the torque and receiving the torque signal of the motor to control the motor to execute the torque; when the engine keeps executing the steady-state torque of the engine, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the executing torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition.
In the above-described torque distribution control apparatus for a hybrid vehicle, in the parameter table module, the second parameter table is set to: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of an accelerator pedal is larger than 0, obtaining the torque required by the driver from the opening degree of the accelerator pedal and a current vehicle speed look-up parameter table II; when the accelerator opening is 0, the driver required torque is 0.
In the above-described torque distribution control apparatus for a hybrid vehicle, in the data processing module, the parameter table four is set to: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; the sixth parameter table is set as: mapping a base torque of the engine for the corresponding engine speed; and when the driver required torque is greater than 0, selecting the fourth parameter table, and when the driver required torque is equal to 0, selecting the sixth parameter table.
In the above-described torque distribution control apparatus for a hybrid vehicle, in the data processing module, the engine target torque is obtained by adding a first correction torque, which is corrected in accordance with the vehicle speed, and a second correction torque, which is corrected in accordance with the air conditioner accessory power, to the base torque.
In the above torque distribution control device for a hybrid vehicle, when the accelerator pedal opening degree signal is greater than the set threshold, the set threshold is 10% to 50%, preferably 30%, and when the driver demand torque is greater than the engine steady-state torque, the engine is executed according to the driver demand torque; when the accelerator opening signal is smaller than a set threshold, the set threshold is 10% -50%, preferably 30%, and the torque is executed under the condition that the torque required by the driver is smaller than or equal to the steady-state torque of the engine and the engine keeps steady-state high efficiency.
Compared with the prior art, the invention has the following advantages:
1. compared with the traditional engine torque distribution method, the method can greatly reduce the working condition points of the small-torque engine, reduce the transient change working condition of the engine and obviously improve the actual efficiency of the engine.
2. Compared with the traditional method, the working conditions of power generation are increased, and the SOC balance and the electric quantity of the battery are facilitated.
3. When the accelerator pedal is completely released, the engine still keeps a certain torque, and power generation can be realized when the accelerator pedal is not stepped. When the driver steps on the accelerator pedal, the motor torque is reduced along with the increase of the required torque, and the demand of the driver can be quickly and accurately responded. When the driver releases the accelerator pedal, the engine still keeps a certain torque, the motor rapidly responds to the negative torque to drive and generate electricity, the output torque of the power assembly is zero, and the whole vehicle is prevented from being suspended when the accelerator pedal is released.
4. Compared with a control method for completely decoupling the engine torque and the accelerator pedal (no matter how large the accelerator pedal is, the engine works at constant torque), the method is easier to establish the steady-state torque splitting (the working torque of the engine in a constant torque state) and higher in comprehensive efficiency.
Drawings
FIG. 1 is a flow chart of the torque distribution method of the present invention.
Fig. 2 is a graph of engine torque and accelerator pedal opening according to the present invention, with the thick line representing engine torque and the thin line representing accelerator pedal opening.
Fig. 3 is a functional block diagram of the present invention.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
As shown in fig. 1, a torque distribution method for a hybrid vehicle according to an embodiment of the present invention includes the following steps:
step A: searching a first parameter table according to the opening degree of an accelerator pedal and the electric quantity of the SOC of the battery, wherein the first parameter table is set as: the battery SOC electric quantity, the vehicle speed and the accelerator pedal correspond to the starting of the engine, and the engine is started when the starting is larger than the set value. After an accelerator pedal is stepped when the engine is stopped, starting the engine by looking up a parameter table I, enabling the engine to work under a steady-state high-efficiency working condition, and executing steady-state torque of the engine under the working condition; the engine is started from a stop state when the accelerator opening degree exists, and the steady-state torque of the engine under the steady-state high-efficiency working condition is directly used as the execution torque of the engine. The steady-state high-efficiency working condition of the engine is preset, the optimal ignition angle and the throttle opening of the engine are set, the data are ensured in a stroke computer, and when the engine is started, an EMS (engine management system) directly executes the optimal ignition angle and the throttle opening to enable the engine to work under the steady-state high-efficiency working condition.
And B: obtaining the torque required by the driver according to the opening degree of the accelerator pedal; namely, the driver required torque is obtained through the second parameter table. The second parameter table is set as follows: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of the accelerator pedal is larger than 0, the torque required by the driver is obtained by the opening degree of the accelerator pedal and the current vehicle speed lookup parameter table two. When the accelerator opening is 0, the driver required torque is 0, that is, when the vehicle is coasting, that is, when the engine is in a start state but the accelerator is zero, the driver required torque is zero.
The driver demand torque is the total torque required by the driver to accelerate, coast, or decelerate the vehicle while driving. The driver required torque is obtained by searching a parameter table II arranged in a stroke computer, the parameter table II is a conventional driver required torque and accelerator pedal opening analysis table which is calibrated through tests and experience rules, the driver required torque is determined according to the vehicle speed and the accelerator pedal opening, and the parameter table II is formed after all conditions are listed.
And C: parameter table for setting engine target torque: when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; the engine base torque is the driver requested torque when the driver requested torque is greater than the engine steady-state torque. The parameter table comprises a parameter table four and a parameter expression six, wherein the parameter table four is as follows: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; parameter table six: mapping a base torque of the engine for the corresponding engine speed; and when the driver required torque is greater than 0, selecting the fourth parameter table, and when the driver required torque is equal to 0, selecting the sixth parameter table.
The engine steady-state torque values of the parameter table four and the parameter table six are obtained through empirical calculation, the most efficient engine torque values under the power of each air conditioner accessory, the rotating speed of each engine and each required torque are calculated firstly, the limit range of the steady-state engine torque values is given according to the NVH, the battery charging capacity and the heat management capacity of the whole vehicle, and then the steady-state engine torque values are determined according to the simulated working conditions of the whole vehicle, such as wltc, nedc and cltc, and the efficiency loss.
Setting the same engine torque under the same engine speed, forming a parameter table four and a parameter table six by different speed sets, and setting a rule: and when the required torque is larger than the steady-state torque value of the engine, outputting the torque value required by the driver.
Step D: c, searching the parameter table in the step C according to the rotating speed of the engine and/or the torque required by the driver to obtain the target torque of the engine; the engine target torque is a base torque plus a first correction torque that is corrected based on vehicle speed and a second correction torque that is corrected based on air conditioner accessory power. .
Specifically, when the opening degree of the accelerator pedal is larger than 0, the parameter table four in the step C is searched according to the engine speed and the driver required torque to obtain the engine basic torque, the first correction torque and the second correction torque are added to obtain the engine target torque, and the engine target torque is sent to the EMS for execution. And when the opening degree of the accelerator pedal is 0, searching the parameter table six in the step C according to the engine speed to obtain the engine basic torque, adding the first correction torque and the second correction torque to calculate to obtain the engine target torque, and sending the engine target torque to the EMS for execution.
The first correction torque is obtained according to the vehicle speed by the third lookup parameter table, and the second correction torque is obtained according to the fourth lookup parameter table of the air conditioner accessory power. The third parameter table is set as follows: and a torque correction value is established according to the vehicle speed, the torque is corrected when the vehicle speed is between 40km/h and 90km/h, and the torque is not corrected when the vehicle speed is less than 40km/h or more than 90 km/h. Similarly, the parameter table five is set as: and formulating a torque correction value according to the power of the air conditioner accessory.
Step E: when the opening degree signal of the accelerator pedal is larger than 30, when the torque required by the driver is larger than the steady-state torque of the engine, the engine is executed according to the torque required by the driver; and when the accelerator opening signal is less than 30, executing the torque under the condition that the engine keeps steady-state high efficiency when the driver required torque is less than or equal to the steady-state torque of the engine. When the steady-state torque of the engine is kept to be executed, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the execution torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition. The corresponding gear ratio is obtained by comparing the actual gear value of the engine with the actual gear value of the motor.
By the method, the schematic diagram of the engine torque and the accelerator pedal semi-decoupling is shown in fig. 2, and the invention realizes that the engine torque is kept constant when a driver steps on or releases an accelerator in a small range, so that the engine works in a steady-state high-efficiency working condition in most of time; when a large accelerator is stepped on, the torque of the engine follows the requirements of a driver, the engine is guaranteed to work at the optimal efficiency in the transient change process, the efficiency of the engine working in a large-load area is high, the energy transfer loss is small, and the comprehensive efficiency is high.
As shown in fig. 3, the present invention provides an execution flow chart of a torque distribution control device for a hybrid vehicle, the functional modules of the device are designed according to the torque distribution control method for a hybrid vehicle, and the device comprises a receiving module, a starting module, a parameter table module, a data processing module and an execution module.
The method comprises the following specific steps:
the receiving module is used for receiving an accelerator pedal opening signal, a vehicle speed signal, an engine rotating speed signal and an actual engine torque signal;
the starting module is used for starting the engine according to the opening degree signal of the accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition and executing steady-state torque of the engine under the working condition;
and the parameter table module comprises a second parameter table for obtaining the torque required by the driver, a fourth parameter table for obtaining the basic torque of the engine and a sixth parameter table.
The second parameter table is set as follows: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of an accelerator pedal is larger than 0, obtaining the torque required by the driver from the opening degree of the accelerator pedal and a current vehicle speed look-up parameter table II; when the accelerator opening is 0, the driver required torque is 0.
The third parameter table is set as follows: and establishing a torque correction value according to the vehicle speed, wherein the torque is corrected to be 10-20N.M when the vehicle speed is between 40km/h and 90km/h, and the torque is not corrected when the vehicle speed is less than 40km/h or more than 90 km/h.
Similarly, the parameter table five is set as: and formulating a torque correction value according to the power of the air conditioner accessory.
The fourth parameter table is set as: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; when the driver demand torque is larger than the engine steady-state torque, the engine base torque is the driver demand torque;
the parameter table six is set as: mapping a base torque of the engine for the corresponding engine speed; the engine base torque is the engine steady-state torque; the fourth parameter table is set as: the sixth parameter table is set as:
the data processing module is used for calculating the motor torque and the engine target torque and outputting a motor torque signal and an engine target torque signal; and when the torque required by the driver is greater than 0, selecting a parameter table four, wherein the target torque of the engine is obtained by adding a first correction torque and a second correction torque to the basic torque obtained by searching the parameter table four, the first correction torque is obtained by searching the parameter table three according to the vehicle speed, and the second correction torque is obtained by searching the parameter table five according to the power correction of the air conditioner accessory. And when the driver required torque is equal to 0, selecting a parameter table six, wherein the engine target torque is obtained by adding the first correction torque and the second correction torque to the basic torque obtained by searching the parameter table six.
The execution module is used for receiving the target torque signal of the engine and controlling the engine to execute the torque and receiving the torque signal of the motor to control the motor to execute the torque; when the opening degree signal of the accelerator pedal is larger than 30, when the torque required by the driver is larger than the steady-state torque of the engine, the engine is executed according to the torque required by the driver; and when the accelerator opening signal is less than 30, executing the torque under the condition that the engine keeps steady-state high efficiency when the driver required torque is less than or equal to the steady-state torque of the engine. When the engine keeps executing the steady-state torque of the engine, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the executing torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (10)
1. A torque distribution method for a hybrid vehicle, characterized by comprising:
step A: starting the engine according to the opening degree of an accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition, and executing steady-state torque of the engine under the working condition;
and B: obtaining the torque required by the driver according to the opening degree of the accelerator pedal;
and C: parameter table for setting engine target torque: when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; when the driver demand torque is larger than the engine steady-state torque, the engine base torque is the driver demand torque;
step D: c, searching the parameter table in the step C according to the rotating speed of the engine and/or the torque required by the driver to obtain the target torque of the engine;
step E: when the steady-state torque of the engine is kept to be executed, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the execution torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition.
2. The torque distribution method for a hybrid vehicle according to claim 1, wherein in step B, a second parameter table of driver required torque is set: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of an accelerator pedal is larger than 0, obtaining the torque required by the driver from the opening degree of the accelerator pedal and a current vehicle speed look-up parameter table II; when the accelerator opening is 0, the driver required torque is 0.
3. The torque distribution method for a hybrid vehicle as set forth in claim 2, wherein in step C, said parameter table includes a parameter table four and a parameter expression six, the parameter table four: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; parameter table six: mapping a base torque of the engine for the corresponding engine speed; and when the driver required torque is greater than 0, selecting the fourth parameter table, and when the driver required torque is equal to 0, selecting the sixth parameter table.
4. The torque distribution method for a hybrid vehicle according to claim 3, wherein in step D, the engine target torque is obtained by adding a first correction torque and a second correction torque to the base torque, the first correction torque being corrected according to the vehicle speed, and the second correction torque being corrected according to the air conditioner accessory power.
5. The torque distribution method for a hybrid vehicle according to claim 1, 2, 3 or 4, wherein when the accelerator opening is greater than a set value, the engine is operated at the driver required torque when the driver required torque is greater than the engine steady-state torque; when the opening degree of the accelerator pedal is smaller than the set opening degree, when the torque required by the driver is smaller than or equal to the steady-state torque of the engine, the engine keeps executing the torque under the steady-state high-efficiency working condition.
6. A torque distribution device for a hybrid vehicle, characterized by comprising:
the receiving module is used for receiving an accelerator pedal opening signal, a vehicle speed signal, an engine rotating speed signal and an actual engine torque signal;
the starting module is used for starting the engine according to the opening degree signal of the accelerator pedal, enabling the engine to work under a steady-state high-efficiency working condition and executing steady-state torque of the engine under the working condition;
the parameter table module comprises a second parameter table for obtaining the torque required by the driver, a fourth parameter table for obtaining the basic torque of the engine and a sixth parameter table, wherein the fourth parameter table is set as follows: when the driver demand torque is less than or equal to the engine steady-state torque, the engine base torque is the engine steady-state torque; when the driver demand torque is larger than the engine steady-state torque, the engine base torque is the driver demand torque; the parameter table six is set as: the engine base torque is the engine steady-state torque;
the data processing module is used for calculating the motor torque and the engine target torque and outputting a motor torque signal and an engine target torque signal;
the execution module is used for receiving the target torque signal of the engine and controlling the engine to execute the torque and receiving the torque signal of the motor to control the motor to execute the torque; when the engine keeps executing the steady-state torque of the engine, the difference value of the torque required by the driver minus the actual torque of the engine is multiplied by the corresponding transmission ratio to obtain the negative torque of the motor, the negative torque is used as the executing torque of the motor, and the motor is in a power generation mode to enable the engine to keep working under the steady-state high-efficiency working condition.
7. The torque distribution apparatus for a hybrid vehicle according to claim 6, wherein in the parameter table module, the parameter table two is set to: mapping the driver required torque according to the corresponding vehicle speed and the corresponding accelerator pedal opening; when the opening degree of an accelerator pedal is larger than 0, obtaining the torque required by the driver from the opening degree of the accelerator pedal and a current vehicle speed look-up parameter table II; when the accelerator opening is 0, the driver required torque is 0.
8. The torque distribution device for a hybrid vehicle according to claim 7, wherein in the data processing module, the parameter table four is set to: mapping a base torque of the engine for the corresponding engine speed and driver demand torque; the sixth parameter table is set as: mapping a base torque of the engine for the corresponding engine speed; and when the driver required torque is greater than 0, selecting the fourth parameter table, and when the driver required torque is equal to 0, selecting the sixth parameter table.
9. The torque distribution device for a hybrid vehicle according to claim 7, wherein in the data processing module, the engine target torque is obtained by adding a first correction torque and a second correction torque to the base torque, the first correction torque being corrected according to a vehicle speed, and the second correction torque being corrected according to an air conditioner accessory power.
10. The torque split device for a hybrid vehicle according to any one of claims 6 to 9, wherein the engine is executed at the driver required torque when the driver required torque is larger than the engine steady-state torque when the accelerator pedal opening degree signal is larger than a set value; and when the opening signal of the accelerator pedal is smaller than the set value, the torque is executed when the torque required by the driver is smaller than or equal to the steady-state torque of the engine and the engine keeps the steady-state high-efficiency working condition.
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