CN111994063B

CN111994063B - Control method and device of hybrid power system, computer equipment and storage medium

Info

Publication number: CN111994063B
Application number: CN202010873751.XA
Authority: CN
Inventors: 李连强; 李胜; 王秀鹏; 王松; 李树成; 王牧原
Original assignee: FAW Jiefang Automotive Co Ltd; FAW Jiefang Qingdao Automobile Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd; FAW Jiefang Qingdao Automobile Co Ltd
Priority date: 2020-08-26
Filing date: 2020-08-26
Publication date: 2021-11-12
Anticipated expiration: 2040-08-26
Also published as: CN111994063A

Abstract

The invention discloses a control method and device of a hybrid power system, computer equipment and a storage medium. The method comprises the following steps: acquiring road information, and determining a current road shape and at least one front road shape according to the road information; determining the working limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system; determining the working requirement information of the power system and/or the brake system according to the current road shape and the front road shape; and sending a control command to a power system and/or a brake system according to the work limitation information and the work requirement information. By using the technical scheme of the invention, driving requirements under different road conditions can be predicted, and the balance between the power performance and the fuel economy of the whole vehicle is realized.

Description

Control method and device of hybrid power system, computer equipment and storage medium

Technical Field

The embodiment of the invention relates to a vehicle electrical control technology, in particular to a control method and device of a hybrid power system, computer equipment and a storage medium.

Background

A hybrid vehicle is a vehicle including two or more power systems that can be operated simultaneously, and the running power of the hybrid vehicle is supplied by the power systems individually or collectively according to the running state of the vehicle, and the common power systems include an engine system, a motor system, and the like.

In the prior art, a hybrid controller controls an engine system and a motor system and adjusts power output. However, in the prior art, the hybrid controller can only passively adjust the power output in response to the operation of the driver, and when the vehicle needs high-power output, the motor system cannot drive the power due to low charge state of the power battery, and when the vehicle needs braking, the motor system cannot generate power due to high charge state of the power battery, which increases the fuel consumption of the vehicle.

Disclosure of Invention

The embodiment of the invention provides a control method and device of a hybrid power system, computer equipment and a storage medium, which are used for realizing the driving requirements under different road conditions and realizing the balance between the power performance and the fuel economy of a finished automobile.

In a first aspect, an embodiment of the present invention provides a control method for a hybrid system, including:

acquiring road information, and determining a current road shape and at least one front road shape according to the road information;

determining the working limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system;

determining the working requirement information of the power system and/or the brake system according to the current road shape and the front road shape;

and sending a control command to a power system and/or a brake system according to the work limitation information and the work requirement information.

In a second aspect, an embodiment of the present invention further provides a control apparatus for a hybrid system, including:

the road shape determining module is used for acquiring road information and determining the current road shape and at least one front road shape according to the road information;

the work limit information determining module is used for determining work limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system;

the work demand information determining module is used for determining work demand information of the power system and/or the brake system according to the current road shape and the front road shape;

and the control instruction sending module is used for sending a control instruction to the power system and/or the brake system according to the work limitation information and the work requirement information.

In a third aspect, an embodiment of the present invention further provides a computer device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the computer program to implement the control method of the hybrid system according to any one of the embodiments of the present invention.

In a fourth aspect, embodiments of the present invention also provide a storage medium containing computer-executable instructions which, when executed by a computer processor, are used to perform the control method of the hybrid system according to any one of the embodiments of the present invention.

The embodiment of the invention determines the current road shape and the front road shape through the acquired road information, determines the work limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system, determines the work demand information of the power system and/or the brake system according to the current road shape and the front road shape, and controls the work of the power system and/or the brake system through the work limit information and the work demand information. The problem of among the prior art can only passively respond to driver's operation and carry out the power take off adjustment to power battery can't carry out power drive when easily leading to needing high-power take off, or power battery can't generate electricity when needing to brake, increases the vehicle fuel loss is solved, has realized foreseeing the driving demand under the different road conditions, thereby has realized the effect of balanced whole car dynamic nature and fuel economy.

Drawings

Fig. 1 is a flowchart of a control method of a hybrid system in a first embodiment of the invention;

fig. 2 is a flowchart of a control method of a hybrid system in a second embodiment of the invention;

fig. 3a is a flowchart of a control method of a hybrid system in a third embodiment of the invention;

FIG. 3b is a schematic diagram of a vehicle energy control system according to a first embodiment of the present invention;

FIG. 3c is a flow chart of a control method for a hybrid power system according to a first embodiment of the present invention;

fig. 4 is a schematic structural diagram of a control device of a hybrid system in a fourth embodiment of the invention;

fig. 5 is a schematic structural diagram of a computer device in the fifth embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Example one

Fig. 1 is a flowchart of a control method of a hybrid system according to an embodiment of the present invention, which is applicable to a case where a hybrid vehicle is controlled in advance based on road conditions, and the method can be executed by a control device of the hybrid system, which can be implemented by software and/or hardware, and is generally integrated into a computer device for use in cooperation with an advanced driving assistance system, an engine system, a motor system, a brake system, and the like.

As shown in fig. 1, the technical solution of the embodiment of the present invention specifically includes the following steps:

s110, obtaining road information, and determining a current road shape and at least one front road shape according to the road information.

The road information is related information of a current road section and a front road section of the vehicle, and the road information is used for reflecting road conditions of the vehicle and the front of the vehicle. The current road shape is a road shape where the current position of the vehicle is located, and the front road shape is a road shape of a position ahead of the vehicle. The current road shape and the front road shape can be a flat road, an ascending slope, a descending slope and the like.

In the embodiment of the invention, the current road shape and the front road shape of the vehicle are determined according to the acquired road information, so that the power system and/or the braking system of the vehicle can be predictably adjusted according to different road conditions, and the driving requirements under different road conditions are met.

In an optional embodiment of the present invention, the acquiring the road information and determining the current road shape and the at least one front road shape according to the road information may include: acquiring road information through a controller local area network bus, wherein the road information is acquired by an advanced driving assistance system; acquiring vehicle attitude information, and acquiring a corresponding relation between a vehicle speed, a gradient and a driving torque or a braking torque according to the vehicle attitude information; and determining the current road shape and at least one front road shape according to the road information, the current speed, the vehicle parameters and the corresponding relation.

The Controller Area Network (CAN) bus is used for data communication, the Controller Area Network bus comprises an internal combustion engine Controller Area Network bus and an electric drive Controller Area Network bus, the road information CAN be information such as curvature, gradient and distance of a road, and an Advanced Driving Assistance System (ADAS) acquires the road information based on the position and the traveling direction of a vehicle and broadcasts the road information to the Controller Area Network bus in real time. In a preferred embodiment, the advanced driver assistance system broadcasts road information in real time to an electric drive controller area network bus.

The vehicle attitude information may be obtained by a sensor built in the hybrid control unit, and may include a pitch angle, a steering angle, an acceleration, and the like of the vehicle. The torque may be used to represent the magnitude of the force output by the engine or motor, positively correlated to the power of the engine or motor. The driving torque is used to indicate the magnitude of the driving force, and the braking torque is used to indicate the magnitude of the braking force.

In the embodiment of the invention, the road information collected by the advanced driving assistance system and uploaded to the controller local area network bus can be acquired through the controller local area network bus. The torque required under different speeds and different slopes can be obtained through the vehicle attitude information, the standard uphill slope value and the standard downhill slope value under the current speed are calculated through the current speed and vehicle parameters, and the road shapes corresponding to the current road section and the front road section respectively are determined according to the road information.

In the embodiment of the invention, the number of the front road sections and the front road shapes is determined by the farthest distance of the road information which can be collected by the advanced driving assistance system.

In an optional embodiment of the present invention, the determining the current road shape and the at least one front road shape according to the road information, the current vehicle speed, the vehicle parameter, and the corresponding relationship may include: calculating a first standard uphill gradient value, a second standard uphill gradient value, a first standard downhill gradient value and a second standard downhill gradient value according to the current speed, the vehicle parameters and the corresponding relation; acquiring a current road section, at least one front road section and slope values corresponding to the road sections according to the road information; and determining the target road shape of the target road section according to the slope value of the target road section, the first standard uphill slope value, the second standard uphill slope value, the first standard downhill slope value and the second standard downhill slope value until all the road sections are processed.

The first standard uphill gradient value and the second standard uphill gradient value are standard uphill gradient values under the current vehicle speed, and the first standard downhill gradient value and the second standard downhill gradient value are standard downhill gradient values under the current vehicle speed. In the embodiment of the invention, different slope value intervals can be divided according to the first standard uphill slope value, the second standard uphill slope value, the first standard downhill slope value and the second standard downhill slope value, and the road shapes corresponding to the current road section and at least one road section in front are determined according to the interval in which the slope values corresponding to the current road section and the at least one road section in front fall.

And S120, determining the working limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system.

The power system state information may include engine system state information and/or motor system state information, which are respectively used for representing the working states of the engine system and the motor system. The brake system state information is used to indicate the operating state of the motor brake system and the auxiliary brake system.

The operating limit information may be used to indicate whether the engine system, the electric machine brake system, and the auxiliary brake system are in a controllable state, and an upper limit of the torque value that is allowed to be controlled.

In the embodiment of the invention, the purpose of determining the operation limit information of the power system and the brake system is to ensure the operation safety of each system of the vehicle.

In an alternative embodiment of the invention, the powertrain system state information may include engine system state information and/or electric machine system state information; the engine system state information may include at least the following: the engine requested torque value, the engine real-time torque value, the engine external characteristic torque value and the engine fault information; the motor system state information may include at least the following: the method comprises the following steps of (1) motor rotating speed, battery real-time voltage, battery allowed maximum discharge current, motor fault information and battery fault information; the brake system status information may include motor brake system fault information and auxiliary brake system fault information.

Wherein the engine requested torque value is used to reflect driving demand and the engine immediate torque value is used to represent the immediate operating state of the engine. Illustratively, the engine requested torque value is greater than the engine immediate torque value when the vehicle is accelerating or climbing a hill. The engine external characteristic torque value is a torque value in the case where the engine can be caused to generate the maximum power in the best operating state of the engine. The engine failure information is used to indicate whether the engine operation has failed. The motor rotating speed is the rotating speed of the motor, the real-time voltage of the battery is the real-time voltage value of the power battery, the maximum allowable discharge current of the battery is related to the parameters of the power battery, the motor fault information is used for indicating whether the motor system is in fault or not in operation, and the battery fault information is used for indicating whether the power battery is in abnormal state or not.

And S130, determining the working requirement information of the power system and/or the braking system according to the current road shape and the front road shape.

The work requirement information is used for indicating that the vehicle needs to be correspondingly adjusted by a power system and/or a brake system under the current road shape and the front road shape in order to achieve the balance between the whole vehicle dynamic property and the fuel economy.

In the embodiment of the invention, under different current road shapes and front road shapes, the working requirement information of the power system and/or the braking system of the vehicle is different, and the driving requirements under different road shapes can be pre-judged, so that the power property and the fuel economy of the whole vehicle are balanced.

And S140, sending a control command to a power system and/or a brake system according to the work limitation information and the work requirement information.

In the embodiment of the invention, the hybrid control unit sends a control command to the power system and/or the brake system, so that the power system and/or the brake system performs corresponding control actions according to the work limitation information and the work requirement information.

According to the technical scheme of the embodiment, the current road shape and the front road shape are determined through the acquired road information, the work limitation information of the power system and the brake system is determined according to the state information of the power system and the state information of the brake system, the work requirement information of the power system and/or the brake system is determined according to the current road shape and the front road shape, and the work of the power system and/or the brake system is controlled through the work limitation information and the work requirement information. The problem of among the prior art can only passively respond to driver's operation and carry out the power take off adjustment to power battery can't carry out power drive when easily leading to needing high-power take off, or power battery can't generate electricity when needing to brake, increases the vehicle fuel loss is solved, has realized foreseeing the driving demand under the different road conditions, thereby has realized the effect of balanced whole car dynamic nature and fuel economy.

Example two

Fig. 2 is a flowchart of a control method of a hybrid system according to a second embodiment of the present invention, which further embodies the process of determining the road shape and the process of determining the operation restriction information on the basis of the second embodiment of the present invention.

Correspondingly, as shown in fig. 2, the technical solution of the embodiment of the present invention specifically includes the following steps:

s210, acquiring road information through a controller area network bus, wherein the road information is acquired by a high-level driving assistance system.

And S220, acquiring vehicle attitude information, and acquiring the corresponding relation between the vehicle speed, the gradient and the driving torque or the braking torque according to the vehicle attitude information.

Specifically, according to a vehicle dynamic balance formula:

F_t＝F_f+F_w+F_i+F_j

F_tfor vehicle driving torque or braking torque, when F_tA positive value indicates a driving torque, and a negative value indicates a braking torque. F_fTo rolling resistance, F_wAs air resistance, F_iAs ramp resistance, F_jFor acceleration resistance.

F_fWhere m is the mass of the vehicle, g is the gravitational acceleration, and f is the rolling resistance coefficient.

C_DIs the coefficient of air resistance, A is the frontal area, V_aIs the relative speed between the vehicle speed and the wind speed.

F_jMgi, where i is the road grade value.

F_jδ ma, where a is the vehicle acceleration.

Therefore, the corresponding relation between the vehicle speed, the gradient value and the torque can be obtained by substituting the vehicle attitude information such as the pitch angle, the steering angle, the acceleration and the like of the vehicle into a vehicle dynamic balance formula.

And S230, calculating a first standard uphill gradient value, a second standard uphill gradient value, a first standard downhill gradient value and a second standard downhill gradient value according to the current vehicle speed, the vehicle parameters and the corresponding relation.

The vehicle parameters comprise an engine external characteristic torque value, a motor external characteristic torque value, a power system friction torque value, a motor braking energy recovery torque value and an auxiliary braking torque value.

Accordingly, S230 further includes:

and S231, calculating a first standard uphill gradient value according to the current vehicle speed, the engine external characteristic torque value and the corresponding relation.

Wherein the first standard uphill gradient value represents a maximum uphill gradient value that can be traveled when the engine external characteristic torque value is output at the current vehicle speed.

And S232, calculating a second standard uphill gradient value according to the current vehicle speed, the engine external characteristic torque value, the motor external characteristic torque value and the corresponding relation.

And the second standard uphill gradient value represents the maximum uphill gradient value which can be driven when the engine external characteristic torque value and the motor external characteristic torque value are jointly output at the current vehicle speed.

And S233, calculating a first standard downhill gradient value according to the current vehicle speed, the friction torque value of the power system and the corresponding relation.

And the first standard downhill gradient value represents a downhill gradient value when the friction torque value of the power system and the resistance of the ramp are balanced under the current vehicle speed.

And S234, calculating a second standard downhill gradient value according to the current vehicle speed, the friction torque value of the power system, the motor braking energy recovery torque value, the auxiliary braking torque value and the corresponding relation.

And the second standard downhill gradient value represents the downhill gradient value when the sum of the friction torque value of the power system, the motor braking energy recovery torque value and the auxiliary braking torque value is balanced with the resistance of the ramp at the current vehicle speed.

S240, acquiring the current road section, at least one front road section and the corresponding gradient value of each road section according to the road information.

According to the farthest distance of the road which can be collected by the advanced driving assistance system, the road is divided into a current road section and at least one front road section, and the slope values corresponding to the road sections are obtained.

And S250, determining the target road shape of the target road section according to the slope value of the target road section, the first standard uphill slope value, the second standard uphill slope value, the first standard downhill slope value and the second standard downhill slope value.

Accordingly, S250 further includes:

and S251, judging whether the gradient value of the target road section is between the first standard ascending gradient value and the second standard ascending gradient value, if so, executing S252, otherwise, executing S253.

And defining a road shape corresponding to a road section with the gradient value between the first standard gradient value and the second standard gradient value as an ascending gradient.

And S252, determining the target road shape of the target road section as an ascending slope.

And S253, judging whether the slope value of the target road section is between the first standard downhill slope value and the second standard downhill slope value, if so, executing S254, otherwise, executing S255.

And defining a road shape corresponding to a road section with the gradient value between the first standard downhill gradient value and the second standard downhill gradient value as a downhill.

And S254, determining the target road shape of the target road section as the downhill.

And S255, judging whether the gradient value of the target road section is between the first standard downhill gradient value and the first standard uphill gradient value, if so, executing S256, otherwise, executing S260.

And defining a road shape corresponding to a road section with the gradient value between the first standard downhill gradient value and the first standard uphill gradient value as a flat road.

And S256, determining the target road shape of the target road section as a flat road.

It should be noted that S230-S250 are only one implementation manner of defining the road shape corresponding to each road section in this embodiment, and may also preset an uphill gradient threshold and a downhill gradient threshold, where a road section with a gradient value between the uphill gradient threshold and the downhill gradient threshold is defined as a level road, a road section with a gradient value greater than the uphill gradient threshold is defined as an uphill gradient, and a road section with a gradient value less than the downhill gradient threshold is defined as a downhill gradient. The present embodiment does not limit the manner of determining the road shape corresponding to each road segment.

And S260, judging whether the processing on all the road sections is finished, if so, executing S270, and otherwise, executing S251.

And S270, judging whether no fault is determined according to the engine fault information, if so, executing S280, otherwise, executing S2160.

In the embodiment of the invention, when the engine fault information shows no fault and the requested torque value of the engine is close to the real-time torque value of the engine, the engine system is in the control allowing state.

And S280, judging whether the difference value between the requested torque value of the engine and the real-time torque value of the engine is in a preset difference value range, if so, executing S290, otherwise, executing S2160.

In the embodiment of the invention, if the difference between the requested torque value of the engine and the real-time torque value of the engine is large, which indicates that the gear is not suitable at the moment, the gear needs to be replaced, and the engine system cannot be directly enabled to execute the controlled work.

And S290, using the engine external characteristic torque value as the operation limiting information.

Wherein the engine-outside characteristic torque value indicates a torque value at which the engine rotation speed is maximum, and the torque upper limit value at which the engine performs the controlled operation cannot exceed the engine-outside characteristic torque value.

And S2100, judging whether no fault is determined according to the motor fault information and the battery fault information, if so, executing S2110, otherwise, executing S2160.

In the embodiment of the invention, when the motor fault information and the battery fault information show no fault, the motor system is in a control-allowed state.

And S2110, calculating a real-time allowable driving torque value of the motor system and a real-time allowable power generation torque value of the motor system as working limit information according to the motor rotating speed, the real-time voltage of the battery and the allowable maximum discharge current of the battery.

Specifically, the real-time allowable driving torque value of the motor system can be calculated by the following formula:

wherein, T_DAllowing a driving torque value for a motor system in real time, wherein eta is the efficiency of a corresponding rotating speed point of the system, U is the real-time voltage of a battery, and I_GmaxThe maximum discharge current allowed for the battery, and n is the motor speed.

The real-time allowable power generation torque value of the motor system can be calculated by the following formula:

and S2120, judging whether no fault is determined according to the fault information of the motor braking system and the fault information of the auxiliary braking system, if so, executing S2130, otherwise, executing S2160.

In the embodiment of the invention, when the fault information of the motor braking system and the fault information of the auxiliary braking system show no fault, the motor braking system and the auxiliary braking system are in the allowable working state.

And S2130, taking the motor brake system and the auxiliary brake system in the allowable working state as working limit information.

S2140, determining work requirement information of the power system and/or the brake system according to the current road shape and the front road shape.

And S2150, sending control commands to the power system and/or the brake system according to the work limit information and the work demand information.

And S2160, ending.

EXAMPLE III

Fig. 3a is a flowchart of a control method of a hybrid system in a third embodiment of the present invention, and the embodiment of the present invention further embodies the process of determining the work requirement information on the basis of the above embodiment.

Correspondingly, as shown in fig. 3a, the technical solution of the embodiment of the present invention specifically includes the following steps:

s310, acquiring road information, and determining the current road shape and at least one front road shape according to the road information.

And S320, determining the working limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system.

S330, judging whether torque values need to be distributed to the engine system and the motor system, if so, executing S340, otherwise, executing S350.

S340, determining a driving demand and a demand torque according to the current road shape and the front road shape, and distributing torque values to an engine system, a motor system or a brake system according to the driving demand, the demand torque, the current torque value of the engine and the external characteristic torque value of the motor.

Specifically, when the current road shape is an uphill and the front road shape is a flat road, the engine system and the motor system need to jointly drive the response torque value. And further, controlling an engine system to improve the distributed torque value by taking the current torque value of the engine as a starting point of the distributed torque value of the engine and taking the required torque value required by the vehicle to ascend a slope as a target control point. The motor distribution torque value is a difference value between the demand torque value and the engine distribution torque value, and a mechanical work torque value corresponding to the power required for maintaining the time of driving to the turning point of the current road shape and the front road shape according to the current available electric quantity of the power battery is used as an upper limit value of the motor distribution torque value.

Specifically, when the current road shape is an uphill and the front road shape is a downhill, the engine system and the motor system need to jointly drive the response torque value when the driving demand is driving. And further, controlling an engine system to improve the distributed torque value by taking the current torque value of the engine as a starting point of the distributed torque value of the engine and taking the required torque value required by the vehicle to ascend a slope as a target control point. The motor distribution torque value is a difference value between the demand torque value and the engine distribution torque value, and a mechanical work torque value corresponding to the power required for maintaining the time of driving to the turning point of the current road shape and the front road shape according to the current available electric quantity of the power battery is used as an upper limit value of the motor distribution torque value.

When the driving demand is braking, the demand torque value is obtained according to the opening degree of the brake pedal, and the torque values are sequentially distributed to the motor braking energy recovery system, the auxiliary braking system and the motor braking system, so that the maximum braking energy recovery efficiency and the maximum charging of the electric energy of the power battery to the upper limit value of the charge state can be realized.

And S350, judging whether a torque value needs to be distributed to the motor system, if so, executing S360, otherwise, executing S370.

And S360, distributing a torque value to the motor system or the brake system according to the driving requirement and the required torque.

Specifically, when the current road shape is a flat road and the front road shape is a downhill road, and the driving demand is driving, the motor system preferentially responds to the demanded torque until the electric energy of the power battery is released to the lower limit value of the state of charge.

When the driving requirement is braking, torque values are sequentially distributed to the motor braking energy recovery system, the auxiliary braking system and the motor braking system, so that the maximum braking energy recovery efficiency and the charging of the electric energy of the power battery to the upper limit value of the state of charge can be realized.

And S370, judging whether a torque value needs to be distributed to the braking system, if so, executing S380, otherwise, executing S3100.

And S380, distributing torque values to the motor braking energy recovery system, the auxiliary braking system and the motor braking system in sequence according to the driving requirement and the required torque.

Specifically, when the current road shape is a flat road and the front road shape is an uphill, the engine system preferentially responds to the required torque when the driving demand is driving. When the driving requirement is braking, torque values are sequentially distributed to the motor braking energy recovery system, the auxiliary braking system and the motor braking system, so that the maximum braking energy recovery efficiency and the charging of the electric energy of the power battery to the upper limit value of the state of charge can be realized.

Specifically, when the current road shape is a downhill and the road shape ahead is a flat road, and the driving demand is driving, the engine system and the motor system jointly drive the response torque value, which is implemented as the example in S340. When the driving requirement is braking, torque values are sequentially distributed to the motor braking energy recovery system, the auxiliary braking system and the motor braking system, so that the maximum braking energy recovery efficiency and the charging of the electric energy of the power battery to the upper limit value of the state of charge can be realized.

Specifically, when the current road shape is a downhill and the front road shape is an uphill, the engine system preferentially responds to the required torque when the driving demand is driving. When the driving requirement is braking, torque values are sequentially distributed to the motor braking energy recovery system, the auxiliary braking system and the motor braking system, so that the maximum braking energy recovery efficiency and the charging of the electric energy of the power battery to the upper limit value of the state of charge can be realized.

And S390, sending a control command to a power system and/or a brake system according to the work limitation information and the work requirement information.

And S3100, ending.

According to the technical scheme of the embodiment, the current road shape and the front road shape are determined through the acquired road information, the work limitation information of the power system and the brake system is determined according to the state information of the power system and the state information of the brake system, the work requirement information of the power system and/or the brake system is determined according to the current road shape and the front road shape, and when the current road is a flat road and the front road shape is an uphill, or when the current road is a downhill and the front road shape is a flat road, or when the current road is a downhill and the front road shape is an uphill, torque values are sequentially distributed to the motor brake energy recovery system, the auxiliary brake system and the motor brake system, so that the motor brake energy recovery system, the auxiliary brake system and the motor brake system are sequentially called. When the current road shape is an ascending slope and the front road shape is a flat road, or when the current road shape is an ascending slope and the front road shape is a descending slope, the engine system and the motor system jointly output power, and torque values are distributed to the engine system and the motor system. When the current road shape is a flat road and the front road shape is a downhill, the motor system is controlled to respond to the torque value preferentially. The problem of among the prior art can only passively respond to driver's operation and carry out the power take off adjustment to power battery can't carry out power drive when easily leading to needing high-power take off, or power battery can't generate electricity when needing to brake, increases the vehicle fuel loss is solved, has realized foreseeing the driving demand under the different road conditions, thereby has realized the effect of balanced whole car dynamic nature and fuel economy.

Specific application scenario 1

Fig. 3b is a schematic structural diagram of a vehicle energy control system according to a first specific application scenario of the present invention, and as shown in fig. 3b, the system includes: an engine control unit 31, a motor control unit 32, a motor brake system 33, an auxiliary brake system 34, a battery management unit 35, an advanced driving assistance system 36, and a hybrid control unit 37. The engine control unit 31, the motor brake system 33, and the auxiliary brake system 34 are connected by an internal combustion engine controller local area network bus, and the motor control unit 32 and the battery management unit 35 are connected by an electric controller local area network bus. The advanced driving assistance system 36 and the hybrid control unit 37 are connected to the internal combustion engine controller area network bus and the electric drive controller area network bus, respectively.

The engine control unit 31 is used for controlling the power output of the engine system, the motor control unit 32 is used for controlling the power output of the motor system, the motor braking system 33 is used for receiving a travel signal of a brake pedal or braking request information from a controller local area network bus to control the motor to brake, and the auxiliary braking system 34 is used for optimizing the braking capacity of the vehicle in the emergency braking operation process, receiving a control signal of an automobile handle and performing auxiliary braking of the vehicle. The battery management unit 35 is configured to manage the power battery and report a state of the power battery in real time. The advanced driving assistance system 36 is used to acquire road information of the vehicle, and the hybrid control unit 37 is used to control the power output of the engine system and/or the motor system, and to control the brake system to apply braking.

Fig. 3c is a flowchart of a control method of a hybrid power system according to a first specific application scenario of the present invention, and as shown in fig. 3c, the method includes:

and S1, the hybrid power control unit acquires road information uploaded by the advanced driving assistance system through a controller area network bus.

And S2, the hybrid control unit acquires vehicle attitude information and acquires the corresponding relation of the vehicle speed, the gradient and the driving torque or the braking torque according to the vehicle attitude information and a vehicle system dynamic formula.

The hybrid control unit is provided with a sensor, which may be, for example, a gyroscope, an acceleration sensor, or the like, for acquiring vehicle attitude information.

S3, calculating a first standard uphill gradient value, a second standard uphill gradient value, a first standard downhill gradient value and a second standard downhill gradient value according to the current vehicle speed, the vehicle parameters and the corresponding relation.

S4, determining the current road shape and at least one front road shape according to the road information, the first standard uphill gradient value, the second standard uphill gradient value, the first standard downhill gradient value and the second standard downhill gradient value.

And S5, the hybrid power control unit receives the power system state information and the brake system state information uploaded by the engine control unit, the motor brake system, the auxiliary brake system and the battery management unit, and determines the work limit information of the power system and the brake system.

And S6, the hybrid power control unit determines the work requirement information of the engine control unit, the motor braking system or the auxiliary braking system according to the current road shape and at least one front road shape.

And S7, the hybrid power control unit sends a control command to the engine control unit, the motor braking system or the auxiliary braking system according to the work requirement information and the work limitation information.

Example four

Fig. 4 is a schematic structural diagram of a control device of a hybrid system according to a fourth embodiment of the present invention, which may be integrated into a computer device disposed on a vehicle and used in cooperation with an advanced driving assistance system, an engine system, a motor system, a brake system, and the like. The device includes: a road shape determining module 410, an operation limit information determining module 420, an operation demand information determining module 430, and a control instruction transmitting module 440. Wherein:

the road shape determining module 410 is configured to obtain road information, and determine a current road shape and at least one front road shape according to the road information;

the work limit information determining module 420 is used for determining work limit information of the power system and the brake system according to the state information of the power system and the state information of the brake system;

the work requirement information determining module 430 is used for determining work requirement information of the power system and/or the brake system according to the current road shape and the front road shape;

and a control command sending module 440, configured to send a control command to the power system and/or the brake system according to the operation limitation information and the operation requirement information.

On the basis of the above embodiment, the road shape determining module 410 includes:

the system comprises a road information acquisition unit, a road information acquisition unit and a control unit, wherein the road information acquisition unit is used for acquiring road information through a controller local area network bus, and the road information is acquired by an advanced driving assistance system;

the corresponding relation obtaining unit is used for obtaining vehicle attitude information and obtaining the corresponding relation between the vehicle speed, the gradient and the driving torque or the braking torque according to the vehicle attitude information;

and the road shape determining unit is used for determining the current road shape and at least one front road shape according to the road information, the current speed, the vehicle parameters and the corresponding relation.

On the basis of the above embodiment, the road shape determining unit includes:

the standard slope value calculating operator unit is used for calculating a first standard uphill slope value, a second standard uphill slope value, a first standard downhill slope value and a second standard downhill slope value according to the current vehicle speed, the vehicle parameters and the corresponding relation;

the road section determining subunit is used for acquiring the current road section, at least one front road section and the corresponding gradient value of each road section according to the road information;

and the road shape determining subunit is used for determining the target road shape of the target road section according to the slope value of the target road section, the first standard uphill slope value, the second standard uphill slope value, the first standard downhill slope value and the second standard downhill slope value until the processing of all the road sections is finished.

On the basis of the embodiment, the vehicle parameters comprise an engine external characteristic torque value, a motor external characteristic torque value, a power system friction torque value, a motor braking energy recovery torque value and an auxiliary braking torque value;

the road shape determining subunit is specifically configured to:

calculating a first standard uphill gradient value according to the current vehicle speed, the engine external characteristic torque value and the corresponding relation;

calculating a second standard uphill gradient value according to the current vehicle speed, the engine external characteristic torque value, the motor external characteristic torque value and the corresponding relation;

calculating a first standard downhill gradient value according to the current vehicle speed, the friction torque value of the power system and the corresponding relation;

and calculating a second standard downhill gradient value according to the current vehicle speed, the friction torque value of the power system, the motor braking energy recovery torque value, the auxiliary braking torque value and the corresponding relation.

On the basis of the foregoing embodiment, the road shape determining subunit is specifically configured to:

determining the target road shape of the target road section as an uphill slope if the slope value of the target road section is between the first standard uphill slope value and the second standard uphill slope value;

determining the target road shape of the target road section as a downhill if the gradient value of the target road section is between the first standard downhill gradient value and the second standard downhill gradient value;

and if the gradient value of the target road section is between the first standard downhill gradient value and the first standard uphill gradient value, determining the target road shape of the target road section as a flat road.

On the basis of the above embodiment, the power system state information includes engine system state information and/or motor system state information;

the engine system state information includes at least the following: the engine requested torque value, the engine real-time torque value, the engine external characteristic torque value and the engine fault information;

the motor system state information includes at least the following: the method comprises the following steps of (1) motor rotating speed, battery real-time voltage, battery allowed maximum discharge current, motor fault information and battery fault information;

the brake system state information comprises motor brake system fault information and auxiliary brake system fault information.

On the basis of the foregoing embodiment, the work limitation information determining module 420 is configured to:

an engine information determination unit for using an engine external characteristic torque value as operation restriction information if it is determined that there is no fault according to the engine fault information and a difference between a requested torque value of the engine and a real-time torque value of the engine is within a preset difference range;

the motor information determining unit is used for calculating a real-time allowable driving torque value of the motor system and a real-time allowable power generation torque value of the motor system as working limit information according to the motor rotating speed, the real-time voltage of the battery and the maximum allowable discharge current of the battery if no fault is determined according to the motor fault information and the battery fault information;

and the brake system information determining unit is used for determining that the motor brake system and the auxiliary brake system are in the allowable working state as working limit information if no fault is determined according to the motor brake system fault information and the auxiliary brake system fault information.

On the basis of the above embodiment, the work requirement information determining module 430 includes:

the first work requirement information determining unit is used for determining driving requirements and required torques according to the current road shape and the front road shape and distributing torque values to an engine system, a motor system or a brake system according to the driving requirements, the required torques, the current torque value of the engine and the external characteristic torque value of the motor; alternatively, the first and second electrodes may be,

the second work demand information determining unit is used for sequentially distributing torque values to the motor braking energy recovery system, the auxiliary braking system and the motor braking system according to the driving demand and the demand torque; alternatively, the first and second electrodes may be,

and a third work demand information determination unit for allocating a torque value to the motor system or the brake system according to the driving demand and the demanded torque.

The control device of the hybrid power system provided by the embodiment of the invention can execute the control method of the hybrid power system provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

EXAMPLE five

Fig. 5 is a schematic structural diagram of a computer apparatus according to a fifth embodiment of the present invention, as shown in fig. 5, the computer apparatus includes a processor 70, a memory 71, an input device 72, and an output device 73; the number of processors 70 in the computer device may be one or more, and one processor 70 is taken as an example in fig. 5; the processor 70, the memory 71, the input device 72 and the output device 73 in the computer apparatus may be connected by a bus or other means, and the connection by the bus is exemplified in fig. 5.

The memory 71, which is a computer-readable storage medium, may be used to store software programs, computer-executable programs, and modules, such as the modules corresponding to the control method of the hybrid system in the embodiment of the present invention (e.g., the road shape determining module 410, the operation restriction information determining module 420, the operation demand information determining module 430, and the control instruction transmitting module 440 in the control apparatus of the hybrid system). The processor 70 executes various functional applications of the computer device and data processing by running software programs, instructions, and modules stored in the memory 71, that is, implements the control method of the hybrid system described above. The method comprises the following steps:

The memory 71 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 71 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 71 may further include memory located remotely from the processor 70, which may be connected to a computer device over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The input device 72 may be used to receive input numeric or character information and generate key signal inputs relating to user settings and function controls of the computer apparatus. The output device 73 may include a display device such as a display screen.

EXAMPLE six

An embodiment of the present invention also provides a storage medium containing computer-executable instructions which, when executed by a computer processor, perform a control method of a hybrid system, the method including:

Of course, the storage medium containing the computer-executable instructions provided by the embodiments of the present invention is not limited to the method operations described above, and may also perform related operations in the control method of the hybrid system provided by any embodiment of the present invention.

From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.

It should be noted that, in the embodiment of the control device of the hybrid system, the included units and modules are merely divided according to the functional logic, but are not limited to the above division as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A control method of a hybrid system, characterized by comprising:

sending a control command to a power system and/or a brake system according to the work limitation information and the work requirement information;

the power system state information comprises engine system state information and/or motor system state information;

2. The method of claim 1, wherein obtaining road information and determining a current road shape and at least one forward road shape from the road information comprises:

acquiring road information through a controller local area network bus, wherein the road information is acquired by an advanced driving assistance system;

acquiring vehicle attitude information, and acquiring a corresponding relation between a vehicle speed, a gradient and a driving torque or a braking torque according to the vehicle attitude information;

and determining the current road shape and at least one front road shape according to the road information, the current speed, the vehicle parameters and the corresponding relation.

3. The method of claim 2, wherein determining the current road shape and the at least one forward road shape based on the road information, the current vehicle speed, the vehicle parameters, and the correspondence comprises:

calculating a first standard uphill gradient value, a second standard uphill gradient value, a first standard downhill gradient value and a second standard downhill gradient value according to the current speed, the vehicle parameters and the corresponding relation;

acquiring a current road section, at least one front road section and slope values corresponding to the road sections according to the road information;

and determining the target road shape of the target road section according to the slope value of the target road section, the first standard uphill slope value, the second standard uphill slope value, the first standard downhill slope value and the second standard downhill slope value until all the road sections are processed.

4. The method of claim 3, wherein the vehicle parameters include an engine external characteristic torque value, an electric machine external characteristic torque value, a powertrain friction torque value, a motor braking energy recovery torque value, and an auxiliary braking torque value;

calculating a first standard uphill gradient value, a second standard uphill gradient value, a first standard downhill gradient value and a second standard downhill gradient value according to the current vehicle speed, the vehicle parameters and the corresponding relation, and the method comprises the following steps:

5. The method of claim 1, wherein determining operating limit information for the powertrain system and the brake system based on the powertrain system state information and the brake system state information comprises:

if no fault is determined according to the engine fault information and the difference value between the requested torque value of the engine and the real-time torque value of the engine is within a preset difference value range, taking the external characteristic torque value of the engine as working limit information;

if no fault is determined according to the motor fault information and the battery fault information, calculating a real-time allowable driving torque value of the motor system and a real-time allowable power generation torque value of the motor system as working limit information according to the motor rotating speed, the real-time voltage of the battery and the allowable maximum discharge current of the battery;

and if no fault is determined according to the fault information of the motor braking system and the fault information of the auxiliary braking system, taking the motor braking system and the auxiliary braking system in the allowable working state as working limit information.

6. The method of claim 1, wherein determining operational demand information for a powertrain system and/or a braking system based on the current road shape and the forward road shape comprises:

determining a driving demand and a demand torque according to the current road shape and the front road shape, and distributing torque values to an engine system, a motor system or a brake system according to the driving demand, the demand torque, the current torque value of the engine and the external characteristic torque value of the motor; alternatively, the first and second electrodes may be,

according to the driving demand and the demand torque, torque values are sequentially distributed to a motor braking energy recovery system, an auxiliary braking system and a motor braking system; alternatively, the first and second electrodes may be,

a torque value is assigned to the motor system or the brake system according to the driving demand and the demanded torque.

7. A control apparatus of a hybrid system, characterized by comprising:

the control instruction sending module is used for sending a control instruction to a power system and/or a brake system according to the work limitation information and the work requirement information;

8. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the control method of the hybrid system according to any one of claims 1 to 7 when executing the program.

9. A storage medium containing computer-executable instructions for performing the control method of the hybrid system according to any one of claims 1 to 7 when executed by a computer processor.