CN115571111B - Mode switching control method for ISG hybrid vehicle power system, vehicle and storage medium - Google Patents
Mode switching control method for ISG hybrid vehicle power system, vehicle and storage medium Download PDFInfo
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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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
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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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
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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- 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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Abstract
The invention discloses a mode switching control method for an ISG hybrid vehicle power system, a vehicle and a storage medium. The ISG hybrid vehicle powertrain includes: the system comprises an engine, an ISG driving motor and a power battery, wherein the engine, the ISG driving motor and the power battery are respectively connected with a bus; the control method comprises the following steps: when the vehicle is in a static state and the vehicle is started for the first time, the vehicle enters an idle starting mode; the hybrid controller HCU controls the power system to enter an engine independent driving mode and a combined driving mode according to the gear of the vehicle and the stroke of an accelerator pedal; when the vehicle is in a driving gear, the hybrid controller HCU enters a driving charging mode according to the travel of the accelerator pedal and the program-controlled braking force system of the brake pedal. By the mode switching control method of the power system, effective control over different switching modes is achieved, and stability and reliability of operation of the ISG hybrid vehicle are improved.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a mode switching control method for an ISG hybrid vehicle power system, a vehicle and a storage medium.
Background
The ISG (Integrated Start and Generator) is a single-shaft parallel-type all-in-one machine, and since the ISG hybrid vehicle has two power source output torques of an engine and a motor and carries a power battery, compared with a conventional vehicle, the operation mode of the hybrid system of the ISG hybrid vehicle is more diversified, and therefore, it is particularly important to accurately and effectively perform mode switching control of the hybrid system.
At present, methods for controlling mode switching of a power system of an ISG hybrid vehicle are few, generally fault judgment and processing of the power system mode are performed, switching conditions of the vehicle in different modes are not considered, and mode switching management and control of the hybrid system cannot be effectively performed.
Disclosure of Invention
The invention provides a mode switching control method for an ISG hybrid vehicle power system, a vehicle and a storage medium, which aim to solve the problem that mode switching management and control of the hybrid system cannot be effectively carried out in the prior art.
According to an aspect of the present invention, there is provided an ISG hybrid vehicle powertrain mode switching control method, including: the system comprises an engine, an ISG driving motor and a power battery, wherein the engine, the ISG driving motor and the power battery are respectively connected with a bus;
the control method comprises the following steps:
when the vehicle is in a static state and the vehicle is started for the first time, the vehicle enters an idle starting mode; the idle starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out;
when the vehicle is in a driving gear, if the travel of an accelerator pedal is larger than a first travel threshold value and a power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; if the travel of the accelerator pedal is larger than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is larger than the first travel threshold;
when the vehicle is in a driving gear, if the travel of the accelerator pedal is between a third travel threshold and a first travel threshold and the travel of the brake pedal is smaller than a brake travel threshold, the hybrid controller HCU controls the power system to enter a driving charging mode, and the ISG drive motor charges the power battery.
Optionally, in the idle starting mode, when the ISG motor fails, the hybrid controller HCU controls the power system to enter a starter starting sub-mode, the starter drives the engine to rotate, and when the engine speed reaches a preset value, the engine controller EMS controls the engine to start oil injection; when the ISG driving motor has no fault, the hybrid controller HCU controls the power system to enter an ISG driving motor starting sub-mode, and the ISG driving motor drives the engine to rotate; when the ambient temperature reaches a preset threshold value, the hybrid controller HCU controls the power system to enter a combined starting mode, and the starter and the ISG drive motor sequentially drive the engine to rotate.
Optionally, in the combined driving mode, the hybrid controller HCU distributes the output electric power of the engine and the ISG motor based on the efficiencies of the engine and the ISG driving motor.
Optionally, in the driving charging mode, if the state of charge SOC of the power battery sent by the battery management system BMS is smaller than a preset threshold, the hybrid controller HCU controls the output power of the engine and controls the ISG driving motor to charge the power battery.
Optionally, when the vehicle is in a parking gear and the power system does not reach an automatic stop, the hybrid controller HCU controls the power system to enter an idle charging mode, and the ISG drive motor charges the power battery; in the idle charging mode, if the state of charge (SOC) of the power battery sent by the battery management system BMS is smaller than a preset threshold, the hybrid controller HCU controls the engine to operate according to a preset speed, and simultaneously controls the ISG driving motor to charge the power battery.
Optionally, when the vehicle is in the driving gear and the travel of the accelerator pedal is zero, the hybrid controller HCU controls the power system to enter an energy recovery mode, and the power battery stores the electric energy.
When the travel of the brake pedal meets the automatic stop mode, the hybrid controller HCU controls the engine to stop oil injection; and in an automatic start mode, the hybrid controller HCU controls the engine to start.
Upon failure of the vehicle powertrain, the hybrid controller HCU controls the powertrain to enter a safe limp home mode in which the HCU should respond to the driver's accelerator pedal request but control the powertrain torque output to limit the vehicle speed below a preset vehicle speed if the accelerator pedal signal is normal.
According to another aspect of the present invention, there is provided a vehicle including an ISG hybrid vehicle powertrain including a hybrid controller HCU, a battery management system, a motor controller, an ISG driving motor, an engine, and a power battery, the engine, the ISG driving motor, and the power battery being respectively connected to a bus;
the HCU is used for executing the ISG hybrid vehicle power system mode switching control method.
According to another aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to implement the ISG hybrid vehicle powertrain mode switching control method according to any one of the embodiments of the present invention when executed.
The technical scheme of the embodiment of the invention provides a mode switching control method for an ISG hybrid vehicle power system, and the ISG hybrid vehicle power system comprises the following steps: the system comprises an engine, an ISG driving motor and a power battery, wherein the engine, the ISG driving motor and the power battery are respectively connected with a bus; the control method comprises the following steps: when the vehicle is in a static state and the vehicle is started for the first time, the vehicle enters an idle starting mode; the idle starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out. When the vehicle is in a driving gear, if the travel of an accelerator pedal is larger than a first travel threshold value and a power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; if the travel of the accelerator pedal is larger than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is larger than the first travel threshold; when the vehicle is in a driving gear, if the travel of the accelerator pedal is between a third travel threshold and a first travel threshold and the travel of the brake pedal is smaller than a brake travel threshold, the hybrid controller HCU controls the power system to enter a driving charging mode, and the ISG drive motor charges the power battery. By the power system mode switching control method, the problem that mode switching management and control of the hybrid system cannot be effectively carried out in the prior art is solved, effective control over different switching modes is achieved, and stability and reliability of operation of the ISG hybrid vehicle are improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of an ISG hybrid vehicle powertrain provided in accordance with an embodiment of the present invention;
FIG. 2 is a flow chart of a mode switching control method for an ISG hybrid vehicle powertrain according to an embodiment of the present invention;
FIG. 3 is a control block diagram of mode switching of an ISG hybrid vehicle powertrain according to an embodiment of the present invention;
FIG. 4 is a flowchart of a control method for switching modes of an ISG hybrid vehicle powertrain according to an embodiment of the present invention
Fig. 5 is a schematic structural diagram of a vehicle according to a second embodiment of the present invention;
FIG. 6 is a diagram illustrating connection relationships among modules of a vehicle according to a second embodiment of the present invention;
FIG. 7 is a schematic diagram of the signal transmission of the vehicle function interface according to the second embodiment of the present invention;
fig. 8 is a topology structure diagram of a vehicle network according to a second embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in other sequences than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example one
With the development of new energy automobiles, different types of hybrid automobiles appear, a power system of the hybrid automobile mainly comprises a generator and a motor, an ISG electric/power generation integrated machine and a power battery pack are added to the ISG hybrid automobile related to the embodiment of the invention on the basis of a traditional automobile, and the ISG hybrid automobile has two power sources of an engine and a motor to output torque. Fig. 1 is a schematic structural diagram of an ISG hybrid vehicle power system according to an embodiment of the present invention, and as shown in fig. 1, an ISG hybrid vehicle power system 100 includes an engine 110, an ISG driving motor 120, and a power battery 130, where the engine 110, the ISG driving motor 120, and the power battery 130 are respectively connected to a bus 140.
In this embodiment, the ISG driving motor 120 is directly integrated on the main shaft of the engine 110 as an integrated starting and generating machine, and can drive the vehicle instead of the engine 110 when the starting period is short, and simultaneously can start the engine 110, when the vehicle runs normally, the engine 110 drives the vehicle, the ISG driving motor is disconnected or functions as a generator, and the electric energy is stored by the power battery 130.
Fig. 2 is a flowchart of a method for controlling mode switching of an ISG hybrid vehicle powertrain according to an embodiment of the present invention, where this embodiment is applicable to a case of mode switching of the powertrain, and as shown in fig. 2, the method includes:
s210, when the vehicle is in a static state and is started for the first time, the vehicle enters an idle starting mode; the idle starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out.
In this embodiment, idling means that the engine does not work externally, the engine is completely separated from the transmission system, and the engine is maintained to continuously and stably run at a low rotation speed. The idling starting is a process that the vehicle is started for the first time in a static state, the vehicle is started from the static state, or when accessories of the vehicle have power requirements, the starter or an ISG (integrated starter generator) drive motor drives an engine to rotate, and when the rotating speed of the engine reaches a preset threshold value, the engine is sprayed with oil and combusted, so that the idling starting is realized.
Optionally, in the idle starting mode, when the ISG driving motor fails, the hybrid controller HCU controls the power system to enter a starter starting sub-mode, the starter drives the engine to rotate, and when the rotation speed of the engine reaches a preset value, the engine controller EMS controls the engine to start oil injection; when the ISG driving motor has no fault, the hybrid controller HCU controls the power system to enter an ISG driving motor starting sub-mode, and the ISG driving motor drives the engine to rotate; when the ambient temperature reaches a preset threshold value, the hybrid controller HCU controls the power system to enter a combined starting mode, and the starter and the ISG drive motor sequentially drive the engine to rotate.
In this embodiment, the hybrid controller HCU, i.e., the hybrid system controller, is a main controller of the hybrid system and is responsible for managing the entire power assembly. An engine controller EMS, i.e., an engine management system, realizes control of the operating state of the engine. The idle starting mode comprises three starting sub-modes, and the hybrid controller HCU controls the power system to enter different starting sub-modes according to the state of the ISG driving motor and the condition of the working environment temperature. For example, when the ISG driving motor fails, the hybrid controller HCU controls the power system to enter a starter-starter sub-mode; when the ISG driving motor has no fault, the hybrid controller HCU controls the power system to enter an ISG driving motor starting sub-mode; when the ambient temperature reaches a preset threshold value, for example, under a very low temperature environment below-30 ℃, the hybrid controller HCU controls the power system to enter a combined starting mode, i.e., the starter drives the engine to rotate and then the ISG drive motor drives the engine to rotate.
S220, when the vehicle is in a running gear, if the travel of an accelerator pedal is larger than a first travel threshold value and a power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; and if the travel of the accelerator pedal is greater than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is greater than the first travel threshold.
In this embodiment, the accelerator pedal is also called an accelerator pedal, and the rotation speed of the engine is controlled by controlling the stepping amount of the accelerator pedal, and the stroke of the accelerator pedal can be understood as the stepping amount of the accelerator pedal. The hybrid controller HCU enters different driving modes according to the accelerator pedal program control braking force system.
When the vehicle is in a driving state, when the travel of the accelerator pedal is larger than a first travel threshold value and the power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and at the moment, the engine independent output power meets the requirement for driving the vehicle. When the travel of the accelerator pedal is larger than a second travel threshold value, the hybrid controller HCU controls the power system to enter a combined driving mode, and the engine and the ISG driving motor output power simultaneously to meet the requirement of driving the vehicle. The second stroke threshold is greater than the first stroke threshold, and the first stroke threshold and the second stroke threshold may be preset.
Optionally, in the combined driving mode, the hybrid controller HCU distributes the output electric power of the engine and the ISG driving motor based on the efficiencies of the engine and the ISG driving motor. The hybrid controller HCU controls the electric power output by the engine and the electric power output by the ISG drive motor according to the efficiency of the engine and the efficiency of the ISG drive motor. For example, the hybrid controller HCU controls the engine to operate in an optimal efficiency region and the ISG driving motor to operate at a high efficiency point based on the efficiencies MAP of the engine and the ISG driving motor. In the efficiency MAP, generally, the abscissa represents the rotational speed, the ordinate represents the torque, and the intersection point of the abscissa and the ordinate represents the efficiency point.
And S230, when the vehicle is in a running gear, if the travel of the accelerator pedal is between a third travel threshold and a first travel threshold and the travel of the brake pedal is smaller than a brake travel threshold, the hybrid controller HCU controls the power system to enter a running charging mode, and the ISG drive motor charges the power battery.
In this embodiment, a brake pedal, i.e., a service brake pedal, is used as a service brake for decelerating and stopping. When the travel of the accelerator pedal is larger than the third travel threshold and smaller than the first travel threshold and the travel of the brake pedal is smaller than the brake travel threshold in the running state of the vehicle, the hybrid controller HCU controls the power system to enter a driving charging mode, at the moment, the hybrid controller HCU controls the engine to work independently, and the engine drives the ISG driving motor to charge the power battery. The third stroke threshold and the brake stroke threshold can be preset, and the third stroke threshold is smaller than the first stroke threshold.
Optionally, in the driving charging mode, if the state of charge SOC of the power battery sent by the battery management system BMS is smaller than a preset threshold, the hybrid controller HCU controls the output power of the engine and controls the ISG driving motor to charge the power battery. The battery management system BMS is responsible for controlling the charging and discharging of the battery and for performing the functions of battery state estimation, etc., and the state of charge SOC of the power battery may represent the ratio of the remaining capacity of the power battery to the capacity of the power battery in its fully charged state. When the SOC of the power battery sent by the BMS is smaller than a preset threshold, the HCU controls the engine to output torque as a main power source and controls ISG negative torque output, and the ISG motor works in a power generation state to charge the power battery. The preset threshold for setting the state of charge SOC may be preset, for example, set to 70%.
In the driving charging process, the HCU controls the engine to operate in the optimal efficiency range based on the efficiency MAP of the engine, and the redundant energy after the requirement of driving the vehicle is met can be generated by the ISG driving motor to charge the power battery, namely the engine outputs torque/power and provides energy to charge the power battery through the ISG driving motor.
On the basis of the above embodiment, the embodiment of the present invention further includes: when the vehicle is in a parking gear and the power system does not reach an automatic stop, the hybrid controller HCU controls the power system to enter an idle charging mode, and the ISG drive motor charges the power battery; in the idle charging mode, if the state of charge (SOC) of the power battery sent by the battery management system BMS is smaller than a preset threshold, the hybrid controller HCU controls the engine to operate according to a preset speed, and simultaneously controls the ISG driving motor to charge the power battery. The automatic stop can be realized by a brake pedal, or can be realized due to the fact that the battery power of the vehicle is insufficient, when the gear of the vehicle is in a stop gear and the power system does not reach the automatic stop, the engine continues to operate but is separated from the transmission system, at the moment, the engine is in an idle state, and the hybrid controller HCU controls the power system to enter an idle charging mode. If the state of charge SOC of the power battery sent by the battery management system BMS is less than a preset threshold, the hybrid controller HCU controls the engine to operate at a predetermined speed, and illustratively, when the SOC is less than a predetermined value (e.g., 70%), the HCU controls the engine to operate at a predetermined speed (e.g., 750 rpm), and the ISG motor operates in a power generation state to charge the power battery. During the idle charge, the HCU controls a rotational speed operation point of the engine and a negative torque output of the ISG driving motor based on efficiency MAPs of the engine and the ISG driving motor such that the engine and the ISG driving motor operate at a desired efficiency point.
When the vehicle is in a driving gear and the travel of the accelerator pedal is zero, the hybrid controller HCU controls the power system to enter an energy recovery mode, and the power battery stores electric energy. The energy recovery is that the vehicle is braked and generates electricity through the motor when the vehicle decelerates, and the electric quantity is recovered into the battery pack. For example, when the vehicle is in the driving gear and the accelerator pedal is not pressed down, the vehicle speed is gradually reduced, the clutch is closed, the HCU should control the engine to decelerate and cut off oil, and the hybrid system should be controlled to enter the energy recovery mode. The control method comprises the following steps:
1) The HCU should control the torque output of both the engine and the motor in the hybrid system to be reduced to 0 at a certain slope;
2) If the brake pedal is not pressed, the HCU should control the coasting energy recovery based on the engine/motor speed (both speeds are the same);
3) If the brake pedal is stepped on, the HCU should control the recovery of brake energy based on the engine/motor speed (the two speeds are the same) and the brake pedal stroke (MAP is calibrated in advance according to the energy recovery, namely a relation curve of the brake pedal stroke and ISG negative torque output);
4) During energy recovery, if the ESP or ABS function is triggered, the HCU should disable the energy recovery function based on vehicle safety priority, when the vehicle is not performing energy recovery, and the torque output of the hybrid system should respond to the requested torque of the ESP or ABS.
When the travel of the brake pedal meets the automatic stop mode, the hybrid controller HCU controls the engine to stop oil injection; and in an automatic start mode, the hybrid controller HCU controls the engine to start.
In the embodiment, in the automatic stop mode, the hybrid controller HCU controls the engine to stop without injecting oil, and the engine stops. For example, the hybrid controller HCU controls the power system to enter an auto-stop mode when the following conditions are satisfied.
1) The brake pedal is depressed, the brake switch signal is set (i.e. BrkSwitch = True) and the time is specified (calibratable);
2) The gear shifting lever is positioned in a D gear or an N gear;
3) The vehicle speed is less than a certain value (such as 1km/h, which can be calibrated);
4) The vehicle has no air-conditioning refrigeration request to start the engine;
5) The air pressure value in the brake vacuum boosting system exceeds the specified value (such as 0.82Mpa, can be calibrated)
6) The power of the power battery reported by the BMS is not limited;
7) The clutch is in an open state;
8) The SOC value of the power battery reported by the BMS exceeds a certain value (for example, 40 percent, can be calibrated);
9) The water temperature value of the engine exceeds a certain value (for example, 50 ℃, the engine can be calibrated);
10 Low-voltage battery voltage exceeds a certain value (e.g., 12V, calibratable);
11 When the vehicle speed is lower than a certain value (calibratable) and the operation time is lower than a certain value (calibratable), the number of automatic engine stops cannot exceed a specified number (calibratable), which is done to prevent road congestion caused by stopping the vehicle at a low speed.
In this embodiment, in the automatic start mode, the hybrid controller HCU controls the start of the engine according to whether the vehicle satisfies the engine start condition. For example, when all the following conditions are met, the HCU controls the power system to enter an automatic start mode and controls the engine to start.
1) Power battery discharge power reported by BMS is not limited
2) ISG motor torque reported by MCU is not limited
3) The clutch being in an open state
The above 1) to 3) conditions are "and", the following conditions are "OR"
Or 4) if the gear is the D gear, the brake pedal is not pressed, and the brake switch signal is not set (BrkSwitch = False);
or 5) if the gear is P or N, the brake pedal is pressed down, released and pressed down;
or 6) the accelerator pedal is depressed, the accelerator pedal position stroke exceeds a prescribed value (accelerator pedal position stroke > AccPosn4, wherein AccPosn3> AccPosn2> AccPosn1> AccPosn 4);
or 7) the vehicle has an empty modulated cold request to start the engine;
or 8) the air pressure value in the braking vacuum boosting system is lower than a specified value (such as 0.62Mpa, can be calibrated)
Or 9) the voltage of the 12V accumulator is lower than a certain value (such as 10V, can be calibrated)
Or 11) the driver shifts gear position R;
or 12) the water temperature of the engine is lower than a certain value (such as 45 ℃, can be calibrated)
Or 13) the SOC of the power battery is lower than a certain value (such as 30 percent, can be calibrated)
Or 14) the power limit of the power supply Chi Fangdian reported by the BMS is lower than a certain value (for example, 20kW, can be calibrated)
Or 15) the torque limit value of the ISG motor reported by the MCU is lower than a certain value (for example, 70Nm, can be calibrated)
Items 14) and 15) are used for preventing that the engine cannot be normally started next time after the engine is stopped due to the fact that the power battery discharge power and the torque of the ISG motor are limited to be too low for some reason, so that the engine starting function needs to be identified when a certain condition is met, and the problem that the engine cannot be started by the ISG motor due to the limitation of the power of the battery or the ISG motor after a certain period of time is avoided.
The HCU should control when the automatic start triggers
1) The engine start type is set to "ISG motor start" (note: the engine has two modes of starter starting and ISG motor starting
2) Setting the fuel injection state of engine as "fuel injection request"
3) Setting an automatic engine start request to "True"
When the engine finishes automatic start-up, the HCU should control
1) Setting the engine start type to "None"
2) Setting an automatic engine start request to 'False'
Upon failure of the vehicle powertrain, the hybrid controller HCU controls the powertrain to enter a safe limp home mode in which the HCU should respond to the driver's accelerator pedal request but control the powertrain torque output to limit the vehicle speed below a preset vehicle speed if the accelerator pedal signal is normal. The failure of the vehicle power system can be the failure of a battery or a power source component of a motor, the driving power of a hybrid system is limited, and the hybrid controller HCU controls the power system to enter a safe limp-home mode. When the accelerator pedal signal is normal, the HCU normally corresponds to the accelerator pedal information, but the vehicle speed is limited, for example, the vehicle speed is controlled at 20km/h, and the running safety of the vehicle is ensured.
The ISG blending system mode switching control block is developed and executed by the HCU controller. Fig. 3 is a block diagram of a control module for mode switching of an ISG hybrid vehicle powertrain according to an embodiment of the present invention, and as shown in fig. 3, the involved modes include 9 general modes, namely an idle start mode, an idle charge mode, a driving charge mode, an engine-only drive mode, a combined drive mode, an energy recovery mode, an automatic stop mode, an automatic start mode, and a safety mode. The HCU is designed through mode switching conditions and a control strategy method to realize switching control among the modes of the ISG hybrid system.
Fig. 4 is a flowchart of a mode switching control of an ISG hybrid vehicle powertrain according to an embodiment of the present invention. The specific control method comprises the following steps:
(1) After a driver operates a Key Key Start, the vehicle defaults to enter an idle starting mode;
(2) When the gear of the vehicle is D or R, the clutch is not closed, and the SOC is lower than a specified value, the HCU controls the hybrid system of the vehicle to enter an idle charging mode;
(3) When the gear of the vehicle is D or R, the clutch is closed, the position stroke of the accelerator pedal is between AccPosn1 and AccPosn2, the brake pedal is not stepped, and the SOC is lower than a specified value, the HCU controls the hybrid system of the vehicle to enter a driving charging mode;
(4) Further, when the position stroke of the accelerator pedal is greater than AccPosn2 and the SOC is higher than a specified value, the HCU controls the hybrid system of the vehicle to enter an engine single driving mode;
(5) Further, when the position stroke of the accelerator pedal is greater than AccPosn3 and the SOC is higher than a specified value, the HCU controls the hybrid system of the vehicle to enter a combined driving mode;
(6) Further, when the accelerator pedal is released (i.e. not stepped on), the clutch is closed, and the vehicle speed is gradually reduced from high, the HCU controls the vehicle hybrid system to enter an energy recovery mode;
(7) In the combined driving mode, if the vehicle meets the automatic stop or automatic start condition, an Ben performs the automatic start-stop control of the hybrid system according to the content of section 3 of the invention;
(8) In the combined driving Mode, if the battery or the motor of the vehicle has a fault, so that the vehicle cannot normally operate in the HEV Mode, the HCU controls the ISG hybrid system to enter a safety Mode.
The technical scheme of the embodiment provides a mode switching control method for an ISG hybrid vehicle power system, and the ISG hybrid vehicle power system comprises the following steps: the system comprises an engine, an ISG driving motor and a power battery, wherein the engine, the ISG driving motor and the power battery are respectively connected with a bus; the control method comprises the following steps: when the vehicle is in a static state and the vehicle is started for the first time, the vehicle enters an idle starting mode; the idling starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out. When the vehicle is in a driving gear, if the travel of an accelerator pedal is larger than a first travel threshold value and a power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; if the travel of the accelerator pedal is larger than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is larger than the first travel threshold; when the vehicle is in a driving gear, if the travel of the accelerator pedal is between the third travel threshold and the first travel threshold, and the travel of the brake pedal is smaller than the brake travel threshold, the hybrid controller HCU controls the power system to enter a driving charging mode, and the ISG driving motor charges the power battery. By the power system mode switching control method, the problem that mode switching management and control of the hybrid system cannot be effectively carried out in the prior art is solved, effective control over different switching modes is achieved, and stability and reliability of operation of the ISG hybrid vehicle are improved.
Example two
Fig. 5 is a schematic structural diagram of a vehicle according to a second embodiment of the present invention, and as shown in fig. 5, the vehicle 500 includes an ISG hybrid vehicle power system 100, the ISG hybrid vehicle power system 100 includes a hybrid controller HCU510, a battery management system 520, a motor controller 530, an ISG driving motor 120, an engine 110, and a power battery 130, and the engine 110, the ISG driving motor 120, and the power battery 130 are respectively connected to a bus 140. The hybrid controller HCU is configured to execute an ISG hybrid vehicle powertrain mode switching control method.
Referring to the above embodiments, the hybrid controller HCU510, i.e., the hybrid system vehicle controller, is a main controller of the hybrid system and is responsible for managing the entire powertrain. The battery management system 520 is responsible for controlling the charging and discharging of the battery and implementing the battery state estimation and other functions. The motor controller 530 may control the response of the motor according to the control command and feed back and adjust the output of the driving motor in real time, and the main functions of the motor controller include forward, reverse, idle, ac to dc, and the like.
Fig. 6 is a connection relationship diagram of modules of a vehicle according to a second embodiment of the present invention, and the connection relationship diagram mainly includes an engine, an AMT automatic transmission, an ISG driving motor, a high-voltage power battery, a DCDC direct-current converter, a clutch, and the like. Meanwhile, the system also comprises controllers or control systems of all parts, specifically an engine control system, a hybrid controller, a motor controller, a battery management system and a gearbox controller.
Fig. 7 is a schematic diagram of signal transmission of a vehicle function interface according to a second embodiment of the present invention, a mode management and Control module is developed by an HCU, and a hybrid vehicle involves cooperative Control among a plurality of controllers in a mode switching Control process, including a hybrid controller HCU, a motor controller MCU, a battery management system BMS, an engine controller EMS, a transmission controller TCU, an Instrument display system IC (Instrument Control), an Electronic Stability system ESP (Electronic Stability Program), and the like.
Fig. 8 is a topology structure diagram of a vehicle network according to a second embodiment of the present invention, as shown in fig. 8, information transmission modes between modules of the vehicle use a CAN network for communication, and the description of the related CAN network is as follows: the traditional CAN network mainly comprises network nodes EMS, TCU, ESP, ABS and IC related to the traditional vehicle; the hybrid CAN network mainly comprises network nodes HCU, BMS, MCU and DCDC related to new energy; the different controller signal interactions across network nodes may be implemented by Gateway GW (Gateway) nodes.
In the embodiment, in order to realize some functions specific to the hybrid power, an integrated ISG electric/power generation machine and a power battery pack are added on the basis of a traditional vehicle. Through the assistance and the control of the ISG driving motor, on the basis of ensuring the power performance of the whole vehicle, a smaller engine can be selected, the working area of the engine can be optimized, meanwhile, in the sliding and braking stages, the ISG motor can carry out effective energy recovery, mechanical energy is converted into electric energy to be stored, the oil consumption and emission are reduced through the measures and the newly added functions, and the aims of saving energy and reducing emission of the whole vehicle are fulfilled.
EXAMPLE III
A third embodiment of the present invention further provides a computer-readable storage medium, where computer instructions are stored, and the computer instructions are used to enable a processor to execute a method for controlling a vehicle-mounted display device, where the method includes:
when the vehicle is in a static state and is started for the first time, the vehicle enters an idle starting mode; the idle starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out;
when the vehicle is in a driving gear, if the travel of an accelerator pedal is larger than a first travel threshold value and a power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; if the travel of the accelerator pedal is larger than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is larger than the first travel threshold;
when the vehicle is in a driving gear, if the travel of the accelerator pedal is between the third travel threshold and the first travel threshold, and the travel of the brake pedal is smaller than the brake travel threshold, the hybrid controller HCU controls the power system to enter a driving charging mode, and the ISG driving motor charges the power battery.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A mode switching control method for an ISG hybrid vehicle power system is characterized in that the ISG hybrid vehicle power system comprises the following steps: the system comprises an engine, an ISG driving motor and a power battery, wherein the engine, the ISG driving motor and the power battery are respectively connected with a bus;
the control method comprises the following steps:
when the vehicle is in a static state and the vehicle is started for the first time, the vehicle enters an idle starting mode; the idle starting mode comprises a process that the engine is started from a static stop, or when the vehicle has a power demand, the starter and the ISG drive motor drive the engine to rotate, and then the process of starting is carried out;
when the vehicle is in a running gear, if the travel of the accelerator pedal is greater than a first travel threshold value and the power battery does not need to be charged, the hybrid controller HCU controls the power system to enter an engine independent driving mode, and the engine outputs power independently; if the travel of the accelerator pedal is larger than a second travel threshold, the hybrid controller HCU controls the power system to enter a combined driving mode, the engine and the ISG drive motor output power, and the second travel threshold is larger than the first travel threshold;
when the vehicle is in a driving gear, if the travel of the accelerator pedal is between the third travel threshold and the first travel threshold, and the travel of the brake pedal is smaller than the brake travel threshold, the hybrid controller HCU controls the power system to enter a driving charging mode, and the ISG driving motor charges the power battery.
2. The method of claim 1, wherein in the idle start mode, when the ISG driving motor fails, the hybrid controller HCU controls the power system to enter a starter start sub-mode, the starter drives the engine to rotate, and when the engine speed reaches a preset value, the engine controller EMS controls the engine to start fuel injection; when the ISG driving motor has no fault, the hybrid controller HCU controls the power system to enter an ISG driving motor starting sub-mode, and the ISG driving motor drives the engine to rotate; when the ambient temperature reaches a preset threshold value, the hybrid controller HCU controls the power system to enter a combined starting mode, and the starter and the ISG drive motor sequentially drive the engine to rotate.
3. The method of claim 1, wherein in the combined driving mode, the hybrid controller HCU distributes the engine and ISG driving motor output power based on efficiency of the engine and the ISG driving motor.
4. The method according to claim 1, wherein in the driving charging mode, if the state of charge (SOC) of the power battery sent by the Battery Management System (BMS) is less than a preset threshold, the Hybrid Controller (HCU) controls the output power of the engine and simultaneously controls the ISG driving motor to charge the power battery.
5. The method of claim 1, further comprising: when the vehicle is in a parking gear and the power system does not reach an automatic stop, the hybrid controller HCU controls the power system to enter an idle charging mode, and the ISG drive motor charges the power battery;
in the idle charging mode, if the state of charge (SOC) of the power battery sent by the battery management system BMS is smaller than a preset threshold, the hybrid controller HCU controls the engine to operate according to a preset speed, and simultaneously controls the ISG driving motor to charge the power battery.
6. The method of claim 1, further comprising: when the vehicle is in a driving gear and the travel of the accelerator pedal is zero, the hybrid controller HCU controls the power system to enter an energy recovery mode, and the power battery stores the electric energy.
7. The method of claim 1, further comprising: when the travel of a brake pedal meets an automatic stop mode, the hybrid controller HCU controls the engine to 'not spray oil'; and in an automatic start mode, the hybrid controller HCU controls the engine to start.
8. The method of claim 1, further comprising: upon failure of the vehicle powertrain, the hybrid controller HCU controls the powertrain to enter a safe limp-home mode in which the HCU should respond to the driver's accelerator pedal request but control the powertrain torque output to limit the vehicle speed below a preset vehicle speed if the accelerator pedal signal is normal.
9. A vehicle is characterized by comprising an ISG hybrid vehicle power system, wherein the ISG hybrid vehicle power system comprises a hybrid controller HCU, a battery management system, a motor controller, an ISG driving motor, an engine and a power battery, and the engine, the ISG driving motor and the power battery are respectively connected with a bus;
the HCU is configured to perform the ISG hybrid vehicle powertrain mode switching control method of any one of claims 1-8.
10. A computer readable storage medium storing computer instructions for causing a processor to implement the ISG hybrid vehicle powertrain mode switching control method of any one of claims 1-8 when executed.
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| CN202211471439.3A CN115571111B (en) | 2022-11-23 | 2022-11-23 | Mode switching control method for ISG hybrid vehicle power system, vehicle and storage medium |
| PCT/CN2023/109973 WO2024109143A1 (en) | 2022-11-23 | 2023-07-28 | Method for controlling switching of isg hybrid vehicle power system modes, vehicle, and storage medium |
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| CN117207897A (en) * | 2023-10-18 | 2023-12-12 | 浙江上开汽车电器股份有限公司 | Power mode change-over switch and starting control system thereof |
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| CN115571111A (en) | 2023-01-06 |
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