CN117325842A

CN117325842A - Vehicle shutdown control method, device, equipment and storage medium

Info

Publication number: CN117325842A
Application number: CN202311434914.4A
Authority: CN
Inventors: 伍庆龙; 刘元治; 王燕
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-10-31
Filing date: 2023-10-31
Publication date: 2024-01-02

Abstract

The embodiment of the invention discloses a vehicle shutdown control method, a device, equipment and a storage medium, wherein the method comprises the following steps: under the condition that the vehicle stop identification signal is a stop control signal, determining a target stop stage according to the state information of the power component of the target hybrid vehicle; determining target power control information of each power control device of the target hybrid vehicle according to the target stop stage; wherein, the power control device includes: a clutch controller, an engine controller, and a motor controller; and adjusting control parameters of the power control device according to the target power control information to execute the vehicle stopping control operation corresponding to the target stopping stage. The technical scheme of the embodiment of the invention solves the problem of insufficient vehicle drivability easily occurring in the stopping process in the prior art, can accurately control corresponding power devices in different stopping stages, and provides better vehicle drivability.

Description

Vehicle shutdown control method, device, equipment and storage medium

Technical Field

The embodiment of the invention relates to the technical field of hybrid electric vehicles, in particular to a vehicle shutdown control method, a vehicle shutdown control device, a vehicle shutdown control equipment and a storage medium.

Background

Hybrid vehicles, in contrast to conventional vehicles, involve control of different powertrain components during engine shutdown at different operating phases due to the addition of a drive motor and power battery. In the prior art, in the process of engine shutdown control, parameters of each power component are adjusted correspondingly mainly according to a fixed control strategy, and the shutdown control method is easy to cause insufficient vehicle drivability.

Disclosure of Invention

The embodiment of the invention provides a vehicle stop control method, a device, equipment and a storage medium, which can accurately control corresponding power devices in different stop stages and provide better vehicle drivability.

In a first aspect, an embodiment of the present invention provides a vehicle stop control method, including:

under the condition that the vehicle stop identification signal is a stop control signal, determining a target stop stage according to the state information of the power component of the target hybrid vehicle; wherein the target shutdown phase comprises: a torque reduction control stage, a clutch disconnection stage and an engine stop control stage;

determining target power control information of each power control device of the target hybrid vehicle according to the target stop stage; wherein the power control device includes: a clutch controller, an engine controller, and a motor controller;

And adjusting control parameters of the power control device according to the target power control information so as to execute vehicle stopping control operation corresponding to the target stopping stage.

In a second aspect, an embodiment of the present invention provides a vehicle stop control apparatus including:

the target stopping stage determining module is used for determining a target stopping stage according to the state information of the power assembly of the target hybrid vehicle under the condition that the vehicle stopping identification signal is a stopping control signal; wherein the target shutdown phase comprises: a torque reduction control stage, a clutch disconnection stage and an engine stop control stage;

a target power control information determining module configured to determine target power control information of each power control device of the target hybrid vehicle according to the target stop stage; wherein the power control device includes: a clutch controller, an engine controller, and a motor controller;

and the control parameter adjustment module is used for adjusting the control parameters of the power control device according to the target power control information so as to execute the vehicle stopping control operation corresponding to the target stopping stage.

In a third aspect, an embodiment of the present invention provides a computer apparatus, including:

one or more processors;

a memory for storing one or more programs;

the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the vehicle shutdown control method of any of the embodiments.

In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle stop control method according to any of the embodiments.

According to the technical scheme provided by the embodiment of the invention, the target stopping stage is determined according to the state information of the power component of the target hybrid vehicle under the condition that the vehicle stopping identification signal is a stopping control signal; wherein the target shutdown phase comprises: a torque reduction control stage, a clutch disconnection stage and an engine stop control stage; determining target power control information of each power control device of the target hybrid vehicle according to the target stop stage; wherein, the power control device includes: a clutch controller, an engine controller, and a motor controller; and adjusting control parameters of the power control device according to the target power control information to execute the vehicle stopping control operation corresponding to the target stopping stage. The technical scheme of the embodiment of the invention solves the problem of insufficient vehicle drivability easily occurring in the stopping process in the prior art, can accurately control corresponding power devices in different stopping stages, and provides better vehicle drivability.

Drawings

FIG. 1 is a flow chart of a vehicle shutdown control method provided by an embodiment of the present invention;

fig. 2 is a schematic diagram of a power system of a hybrid vehicle according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a shutdown control architecture according to an embodiment of the present disclosure;

FIG. 4 is a flow chart of yet another vehicle shutdown control method provided by an embodiment of the present disclosure;

FIG. 5 is a schematic diagram of yet another shutdown process framework provided by an embodiment of the present invention;

FIG. 6 is a flowchart of a method for determining completion of a torque reduction stage according to an embodiment of the present invention;

FIG. 7 is a clutch control flow diagram provided by an embodiment of the present invention;

FIG. 8 is a flow chart of an engine control provided by an embodiment of the present invention;

FIG. 9 is a flow chart of a determination of engine shutdown completion provided by an embodiment of the present invention;

FIG. 10 is a motor control flow diagram provided by an embodiment of the present invention;

fig. 11 is a schematic structural view of a vehicle stop control device according to an embodiment of the present invention;

fig. 12 is a schematic structural diagram of a computer device according to an embodiment of the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

Fig. 1 is a flowchart of a vehicle stop control method provided by an embodiment of the present invention, where the embodiment of the present invention is applicable to a scenario in which a hybrid vehicle is stopped, the method may be performed by a vehicle stop control device, and the device may be implemented by software and/or hardware.

As shown in fig. 1, the vehicle stop control method includes the steps of:

s110, determining a target stopping stage according to the power component state information of the target hybrid vehicle under the condition that the vehicle stopping identification signal is a stopping control signal.

The vehicle stop identification signal may be an identification signal that determines whether the vehicle requires stop control. When the vehicle needs to be parked, the vehicle controller sets the vehicle parking standard signal as a parking control signal. Further, in the case that the vehicle stop identification number is a stop control signal, the corresponding controller performs stop control to complete the stop process of the vehicle.

Further, the target hybrid vehicle may be a vehicle for which parking control is required. Specifically, the power system of the target hybrid vehicle mainly comprises an engine, a driving motor, a power battery, a gearbox, a clutch, a transmission mechanism and other components. The power components of the target hybrid vehicle include engine-related components, motor-related components, gearbox-related components, clutch-related components, and the like. The power component status information may be current status information of a power component of the target hybrid vehicle. For example, the power assembly status information may include a current value of the controller shutdown control parameter.

Fig. 2 is a schematic diagram of a power system of a hybrid vehicle according to an embodiment of the present invention. As shown in fig. 2, the power system mainly comprises an engine, a driving motor, a power battery, a gearbox, a clutch, a transmission mechanism and other assembly components, and a controller corresponding to each power assembly component. Each controller includes an engine controller (EMS, engine Management System), a whole vehicle controller (HCU, hybrid Control Unit), a motor controller (MCU, motor Control Unit), a battery management system (BMS, battery Management System), a transmission controller (TCU, transmission Control Unit), a clutch controller (CCU, clutch Control Unit), and the like, and each controller communicates with each other through a CAN network. The HCU is a core controller of the whole vehicle and is used for coordinately controlling other subsystems to realize the stop control of the engine. The EMS is used for controlling the engine, the MCU is used for controlling the motor, the BMS is used for controlling the power battery, the TCU is used for controlling the gearbox, and the CCU is used for controlling the clutch.

The target shutdown phase may be a current shutdown phase of the target hybrid vehicle. In an embodiment of the invention, the target shutdown phase includes a torque reduction control phase, a clutch release phase, and an engine control phase. Specifically, the current shutdown phase, i.e., the target shutdown phase, may be determined based on the power assembly status information of the target hybrid vehicle.

And S120, determining target power control information of each power control device of the target hybrid vehicle according to the target stopping stage.

The power control device may be a device that controls each power device of the target hybrid vehicle. Specifically, the power control device includes: clutch controller, engine controller and motor controller. The target power control information may be information that controls a power component of the target hybrid vehicle. Specifically, the target power control information includes control information for the clutch, the engine, and the motor.

Further, parameters corresponding to the clutch controller, the engine controller and the motor controller of the target hybrid vehicle can be sequentially determined according to the target stop stage. According to the embodiment of the invention, the stopping process of the hybrid vehicle is divided into three stages, and the power components participating in the stopping of the vehicle are correspondingly controlled in different stages, so that the drivability of the hybrid vehicle in the stopping process is improved.

In an alternative embodiment, the vehicle abnormality detection information may also be acquired, and the vehicle running state information may be determined according to the vehicle abnormality detection information; and generating a target gear shifting instruction according to the vehicle running state information, and sending the target gear shifting instruction to a gearbox controller.

The vehicle abnormality detection information may be information for abnormality detection of each device of the target hybrid vehicle. The vehicle running state information may be information of a current running state of the target hybrid vehicle. Specifically, the vehicle running state information includes a normal running state and an abnormal running state. Further, the vehicle running state information may be determined based on the vehicle abnormality detection information. For example, when the vehicle abnormality detection information indicates that a power device of the target hybrid vehicle has failed, it may be determined that the vehicle running state is an abnormal running state; otherwise, the vehicle is in a normal running state.

Further, the target shift command may be a command to determine whether the target hybrid vehicle can perform a shift operation. The target shift command may be determined based on vehicle travel state information. For example, when the vehicle running state is an abnormal running state, it may be determined that the target shift instruction is an non-shiftable instruction; otherwise, a shiftable command is provided. The corresponding gear shifting instruction is generated through analysis of the abnormal detection information of the vehicle, the abnormal condition of the vehicle can be detected in the stopping process of the vehicle, and when the abnormal condition occurs, the gear shifting operation of the gearbox is stopped, so that the safety in the stopping control of the vehicle is ensured.

Exemplary, fig. 3 is a schematic diagram of an architecture of shutdown control according to an embodiment of the present invention. As shown in FIG. 3, the engine shutdown control of the present invention mainly comprises two parts of shutdown process control and shutdown process control. The shutdown procedure control section calculates a corresponding procedure completion flag according to the state of each powertrain component, and judges the engine shutdown procedure that should be entered or exited next. The shutdown process control part completes the control of the clutch, the engine, the motor and the gearbox assembly component according to the current shutdown process calculated by the shutdown process control module.

And S130, adjusting control parameters of the power control device according to the target power control information so as to execute vehicle stopping control operation corresponding to the target stopping stage.

After the target power control information is obtained, the control parameters among the power controllers can be adjusted to the control parameters in the target power control information so as to execute the vehicle stop control operation corresponding to the target stop stage.

FIG. 4 is a flowchart of a vehicle stop control method according to an embodiment of the present invention, where the embodiment of the present invention is applicable to a scenario in which a hybrid vehicle is stopped, and how the present embodiment further describes how to determine a target stop stage according to power component status information of the target hybrid vehicle based on the above embodiment; and how to determine target power control information for each power control device of the target hybrid vehicle based on the target stop phase. The apparatus may be implemented in software and/or hardware, and integrated into a computer device having application development functionality.

As shown in fig. 4, the vehicle stop control method includes the steps of:

s210, acquiring a component zone bit signal of a power component of the target hybrid vehicle under the condition that the vehicle stop identification signal is a stop control signal, and determining a target stop stage according to the component zone bit signal.

Further, the target hybrid vehicle may be a vehicle for which parking control is required. Specifically, the power system of the target hybrid vehicle mainly comprises an engine driving motor, a power battery, a gearbox, a clutch, a transmission mechanism and other components. The power components of the target hybrid vehicle include engine-related components, motor-related components, gearbox-related components, clutch-related components, and the like. The component flag signal may be an identification signal for indicating whether a power component corresponding to a certain shutdown phase has completed a shutdown operation. The target shutdown phase may be a current shutdown phase of the target hybrid vehicle. In an embodiment of the invention, the target shutdown phase includes a torque reduction control phase, a clutch release phase, and an engine control phase. Specifically, corresponding component flag signals can be set for the three control phases respectively, and then the target shutdown phase can be determined through the identification information of the main key identification signals.

According to the embodiment of the invention, the stopping process of the hybrid vehicle is divided into three stages, and the power components participating in the stopping of the vehicle are correspondingly controlled in different stages, so that the drivability of the hybrid vehicle in the stopping process is improved.

In the control process, related signals are as follows: the HCU control instruction triggers (sends an engine stop request instruction), the torque reduction entering module calculates an engine torque reduction entering flag bit signal and a clutch torque reduction entering flag bit signal, the torque reduction completion judging module calculates a torque reduction completion flag bit signal, and the clutch disconnection judging module calculates a clutch disconnection completion flag bit signal and then controls the entering and exiting of engine stop. If abnormal faults of the power system occur in the control process, the direct stop is needed, and at the moment, the HCU control command directly triggers the torque reducing control and enters the clutch disconnection control.

Fig. 5 is a schematic diagram of another shutdown process framework according to an embodiment of the present disclosure, and as shown in fig. 5, an engine shutdown process control method includes: (1) When the signal of the engine torque reduction entering flag bit is=1, and the signal of the clutch torque reduction entering flag bit is=1, the torque reduction control of the power system is entered, and the step 1 is the engine stop step; (2) When the torque reduction completion flag bit signal=1, clutch off control is entered, which is the engine stop step 2; (3) When the "clutch off completion flag" signal=1, engine stop control is entered, which is the engine stop step 3.

Further, the following describes a manner of determining completion of each shutdown phase. For example, fig. 6 is a flowchart of a method for determining completion of a torque reduction stage according to an embodiment of the present invention, as shown in fig. 6, when any one of the following three cases (1) to (3) is satisfied, it is determined that torque reduction is completed, and at this time, a flag bit is set, that is, a "torque reduction completion flag bit" signal=1.

(1) The clutch request torque is less than the clutch off request identification torque signal, and the "engine stop flag" signal = 1.

The clutch release request identifying torque signal may typically take a value of 5Nm (calibratable).

(2) The torque reduction of the engine is completed and the speed regulation of the TCU is completed

For judging that the torque reduction of the engine is completed, the required engine torque and the engine static torque signal values are smaller than a specified threshold value, and the calculation method is as follows:

1) Engine request torque signal-torque offset signal < torque down completion torque difference threshold signal;

torque offset signal = 3Nm (calibratable), indicating the engine torque request offset during normal shutdown;

torque difference threshold signal=5nm (calibratable) for torque difference of the engine for torque difference completion in normal shutdown process;

Wherein the engine torque request signal is sent by the HCU to the EMS.

2) Engine static torque signal-engine request torque signal < torque down completion torque difference threshold signal;

wherein, the engine static torque signal is sent by EMS to HCU.

When 1) and 2) are satisfied at the same time, the engine torque reduction is completed.

And after the torque reduction of the engine is completed, further judging the speed regulation state of the TCU.

Whether the TCU speed regulation is completed or not is judged according to a 'TCU speed regulation completion zone bit' signal.

The TCU speed adjustment completion flag signal is sent to the HCU by the TCU, i.e. the "TCU speed adjustment completion flag" signal = 1.

The signal of the TCU speed regulation completion zone bit=0 indicates that the speed regulation is completed and the speed regulation is not completed;

the signal of the TCU speed regulation completion flag bit=1 indicates that speed regulation is completed;

a "TCU speed regulation complete flag bit" signal=2, indicating no speed regulation;

(3) The torque reduction of the engine is completed and the TCU has no speed regulation

When the rotational speed difference between the engine and the motor is within a prescribed range, the TCU need not trigger the governor function. At this time, the "TCU speed regulation completion flag bit" signal=2 indicates no speed regulation.

The engine speed signal is sent to the HCU by the EMS; the motor rotating speed signal is sent to the HCU by the MCU.

Further, when judging whether the clutch is disconnected or not, the HCU selects a clutch request torque feedback value or a clutch actual value as a clutch disconnection judgment torque according to a "clutch torque selection flag" signal transmitted from the clutch controller CCU.

When the "clutch torque selection flag" signal=0, the judgment calculation uses the "clutch request torque feedback value", which is issued to the HCU by the CCU. I.e., at this time "clutch torque" signal= "clutch request torque feedback value";

when the "clutch torque selection flag" signal=0, the judgment calculation uses the "clutch actual value", which is also issued by the CCU to the HCU. I.e. at this point the "clutch torque" signal= "clutch actual value";

when the "clutch torque" is smaller than the "clutch off request recognition torque" 5Nm, the HCU sets the clutch off completion flag signal, i.e., at this time, the "clutch off completion flag" signal=1, regarding the clutch off completion.

S220, determining a target clutch oil filling command and a target clutch request torque of the clutch controller according to the target shutdown stage.

The target clutch oil filling command may be a control command for whether the clutch of the target hybrid vehicle needs oil filling. The target clutch request torque may be a torque that the clutch of the target hybrid vehicle needs to achieve. The target clutch fill command and the target clutch request torque may be determined based on a target off-state.

Specifically, when the target shutdown phase is the torque reduction control phase, the target clutch oil filling command is a clutch oil filling command, and the value of the target clutch request torque is zero; under the condition that the target stopping stage is a clutch disconnecting stage, the target clutch oil filling instruction is a clutch oil non-filling instruction, and the value of the target clutch request torque is zero; when the target stop phase is the engine stop control phase, the target clutch oil filling command is a clutch oil non-filling command, and the value of the target clutch request torque is zero.

Illustratively, during the de-skew phase: the HCU sends a "clutch fill command" signal to the CCU = 1,1 indicating oil fill, and 0 indicating no oil fill. The HCU sends a "clutch request torque" signal to the ccu=0nm, i.e., the clutch request torque should be gradually reduced to 0Nm during the powertrain torque reduction control phase.

During the clutch off phase: the HCU sends a "clutch fill command" signal to the ccu=0, 1 indicates oil filled, and 0 indicates no oil filled, i.e., clutch oil is discharged.

The HCU sends a "clutch request torque" signal to the ccu=0nm, i.e., the clutch request torque should be gradually reduced to 0Nm during the powertrain torque reduction control phase.

During the engine shutdown phase: the HCU sends a "clutch fill command" signal to the ccu=0, 1 indicates oil filled, and 0 indicates no oil filled, i.e., clutch oil is discharged. The HCU sends a "clutch request torque" signal to the ccu=0nm, i.e., the clutch request torque should gradually go to 0Nm during the engine shutdown control phase.

Exemplary, FIG. 7 is a clutch control flow diagram provided by an embodiment of the present invention. As shown in fig. 7, the clutch oil charge control and the transmission torque control may be performed based on the "clutch torque" signal and the "stop process flag" signal. According to the three stages of stopping, the control method comprises a torque reduction control stage, a clutch disconnection control stage and an engine stopping control stage, and realizes the control of the clutch. The control results are output as a clutch fill command and a clutch request torque command.

S230, determining a target engine oil supply command and a target engine request torque of the engine controller according to the target stop stage.

The target engine fueling command may be a control command for whether or not the engine of the target hybrid vehicle requires fueling. The target engine requested torque may be a torque that the engine of the target hybrid vehicle needs to achieve. The target engine fueling command and the target engine requested torque may be determined based on a target stop phase.

Specifically, when the target shutdown stage is the torque reduction control stage, the target engine oil supply instruction is an engine oil supply instruction, and the target engine request torque is a preset engine reference torque; when the target stopping stage is a clutch disconnecting stage, the target engine oil supply command is an engine oil supply command, and the value of the target engine request torque is zero; and when the target stopping stage is the engine stopping control stage, determining a target clutch oil filling instruction according to the clutch torque of the target hybrid vehicle, wherein the value of the target engine request torque is zero. The preset engine reference torque may be a preset reference torque. The preset engine reference torque may be calibrated in advance.

Illustratively, during the de-skew phase: the EMS sends an "engine torque" signal to the HCU, which is the actual engine torque signal monitored on the CAN network. The HCU sends an "engine fueling command" signal to the EMS = 1,1 indicates fueling, and 0 indicates no fueling. The HCU sends an "engine request torque" signal = -10Nm (calibratable) to the EMS, i.e. during the torque reduction control phase, the engine request torque should be gradually reduced, and in addition, during the reduction process, the engine request torque should be smoothly controlled with a certain slope, so as to avoid a large jump in numerical control. The engine torque request signal is negative in order for the engine to drop torque as quickly as possible. The HCU sends an "engine stop request" signal to the EMS = 1,1 indicates a stop, and 0 indicates no stop.

During the clutch off phase: the HCU sends an "engine fueling command" signal to the EMS = 1,1 indicates fueling, and 0 indicates no fueling. The HCU sends an "engine torque request" signal=0 Nm to the EMS. The HCU sends an "engine stop request" signal to the EMS = 1,1 indicates a stop, and 0 indicates no stop.

During the engine shutdown phase: at this stage, it is first necessary to determine the value of the transmitted torque of the clutch, when the "clutch torque" signal sent by the CCU to the HCU is <5Nm (calibratable), the "engine oil supply command" signal sent by the HCU to the ems=0, 1 indicates oil supply, and 0 indicates no oil supply. The HCU sends an "engine torque request" signal=0 Nm to the EMS. The HCU sends an "engine stop request" signal to the EMS = 1,1 indicates a stop, and 0 indicates no stop.

Exemplary, FIG. 8 is a flow chart of engine control provided by an embodiment of the present invention. As shown in fig. 8, the engine oil supply control, the engine requested torque control, and the engine stop request control may be performed based on the "clutch torque" signal, the "stop process flag" signal, and the "engine torque" signal. According to the three stages of stopping, the control method comprises a torque reduction control stage, a clutch disconnection control stage and an engine stopping control stage, and realizes the control of the engine. The control result is output as an engine fueling command, an engine requested torque command, and an engine stop request command.

Further, fig. 9 is a flowchart for determining that an engine stop is completed according to an embodiment of the present invention. As shown in fig. 9, the engine stop completion determination is to determine whether or not the engine stop is completed based on the power system component state, the assembly related signal, and the like, thereby outputting an "engine stop completion flag" signal. The engine stop completion flag is set when the following condition is satisfied, i.e., the "engine stop completion flag" signal=1.

(1) The power system works normally, and the vehicle has no fault;

(2) The torque reduction of the power system is completed, and the signal of the torque reduction completion flag bit is set to be 1;

(3) The clutch is disconnected, and a signal of a 'clutch disconnection completion flag bit' is set to be 1;

(4) The engine stop control is completed, and the engine rotation speed value is smaller than a specified threshold value, such as 30rpm, and can be calibrated;

(5) The whole engine stopping process is overtime, namely the duration time of the stopping process is larger than a specified threshold value, for example, 5s, and the calibration can be realized;

(6) A power system failure occurs during shutdown;

the relationships of the above (1) to (4) are "and"; the relation of (5) and (6) is "OR".

When the above conditions, i.e., (1) and (2) and (3) and (4), "or (5) or (6), are satisfied, the engine shutdown is completed, and the flag signal is set, i.e., the" engine shutdown completion flag "signal=1. Where 1 indicates that the engine stop is completed, and 0 indicates that the engine stop is not completed.

In addition, if the phenomenon of (5) or (6) occurs during the normal engine stop, the cause can be checked through the diagnostic module inside the HCU, thereby further troubleshooting the abnormal problem.

S240, determining a target motor mode command, a target motor request rotating speed command and a target motor request torque command of the motor controller according to the target shutdown stage.

The target motor mode command may be a mode into which the motor of the target hybrid vehicle needs to be converted. Specifically, the motor modes include a torque control mode and a rotational speed control mode. The target motor request speed command may be a speed that needs to be reached for the motor of the target hybrid vehicle. The target motor request torque may be a torque that the motor of the target hybrid vehicle needs to achieve. The target motor requested speed command and the target motor requested torque may be determined based on a target shutdown phase.

Specifically, a target motor mode instruction may be determined according to a target stop stage and a current vehicle mode of a target hybrid vehicle; determining a target motor request rotating speed instruction according to the target stopping stage and the current vehicle gear of the target hybrid vehicle; a target motor request torque command is determined based on the target stop phase and the transmission input shaft torque of the target hybrid vehicle.

The current vehicle mode may be a current driving mode of the target hybrid vehicle. Specifically, the current vehicle mode includes: a driving running mode and a non-driving running mode. Further, the target motor mode command may be determined based on the target stop phase and the current vehicle mode of the target hybrid vehicle.

Illustratively, during the de-skew phase: when the vehicle mode is the driving running mode, the HCU sends a "motor mode command" signal=1 to the MCU; when the vehicle mode is the non-driving running mode, the HCU transmits a "motor mode command" signal=0 to the MCU. Where 1 represents torque control and 0 represents rotational speed control. During the clutch off phase: when the vehicle mode is driving running, the HCU sends a motor mode command signal=1 to the MCU; when the vehicle mode is non-driving running, the HCU transmits a "motor mode command" signal=0 to the MCU. Where 1 represents torque control and 0 represents rotational speed control. During the engine shutdown phase: when the vehicle mode is driving running, the HCU sends a motor mode command signal=1 to the MCU; when the vehicle mode is non-driving running, the HCU transmits a "motor mode command" signal=0 to the MCU. Where 1 represents torque control and 0 represents rotational speed control.

Further, the current vehicle gear may be a current gear of the target hybrid vehicle. Specifically, the current vehicle gear includes: p (park), N (neutral), D (forward), R (reverse), etc. Further, the target motor request speed command may be determined based on the target stop phase and the current vehicle gear of the target hybrid vehicle.

Illustratively, during the de-skew phase: (1) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is P or N gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N1, engine idle target speed), which is a known value, N1 may be calibrated according to the real vehicle condition (or query motor known speed MAP), typically n1=800 rpm. (2) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is D or R gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N2, engine idle target speed), which is a known value, N2 may be calibrated according to the real vehicle condition (or query the motor known speed MAP), typically N2> N1, for example, 820rpm.

During the clutch off phase: (1) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is P or N gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N3, engine idle target speed), which is a known value, N3 may be calibrated according to the real vehicle condition (or query motor known speed MAP), typically n3=770 rpm. (2) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is D or R gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N4, engine idle target speed), which is a known value, N4 may be calibrated according to the actual vehicle condition (or query motor known speed MAP), typically N4> N3, such as 790rpm.

During the engine shutdown phase: (1) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is P or N gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N5, engine idle target speed), which is a known value, N5 may be calibrated (or query motor known speed MAP) according to the real vehicle condition, typically n5=730 rpm. (2) The TCU sends a vehicle gear signal to the HCU, and when the vehicle gear signal is D or R gear, the motor rotation speed value is calculated as follows: motor requested speed=max (N6, engine idle target speed), which is a known value, N6 may be calibrated according to the real vehicle condition (or query the motor known speed MAP), typically N6> N5, for example 750rpm. Wherein, the size relation of N1 to N6 is as follows: n3 is more than N4 and less than N5 and less than N6 and less than N1 and less than N2.

Further, the transmission input shaft torque may be the torque of the input shaft of the transmission of the target hybrid vehicle. The transmission input shaft torque may be sent by the transmission controller to the vehicle controller. Further, a target motor request torque command may be determined based on the target stop phase and the target hybrid vehicle transmission input shaft torque.

Illustratively, during the de-skew phase: motor request torque = transmission input shaft torque-engine request torque; the transmission input shaft torque signal is sent by the TCU to the HCU, and the engine request torque signal is sent by the EMS to the HCU.

During the clutch off phase: (1) When the "torque selection flag bit" signal=0 sent by the MCU, the "motor request torque command" signal calculation method is as follows: motor request torque = transmission input shaft torque + clutch torque loss; the input shaft torque signal of the gearbox is sent to the HCU by the TCU, and the clutch torque loss signal is sent to the HCU by the CCU. (2) When the "torque selection flag bit" signal=1 sent by the MCU, the "motor request torque command" signal calculation method is as follows: motor request torque = transmission input shaft torque + min (engine torque loss + clutch torque); the engine torque loss signal is sent to the HCU by the EMS, and the clutch torque signal is sent to the HCU by the CCU.

During the engine shutdown phase: (1) When the "torque selection flag bit" signal=0 sent by the MCU, the "motor request torque command" signal calculation method is as follows: motor request torque = transmission input shaft torque + clutch torque loss; the input shaft torque signal of the gearbox is sent to the HCU by the TCU, and the clutch torque loss signal is sent to the HCU by the CCU. (2) When the "torque selection flag bit" signal=1 sent by the MCU, the "motor request torque command" signal calculation method is as follows: motor request torque = transmission input shaft torque + min (engine torque loss + clutch torque); the engine torque loss signal is sent to the HCU by the EMS, and the clutch torque signal is sent to the HCU by the CCU.

Fig. 10 is a flowchart illustrating a motor control according to an embodiment of the present invention. As shown in fig. 10, motor mode control, motor requested rotational speed control, and motor requested torque control may be performed based on signals such as "transmission input shaft torque", "vehicle gear" signal, "vehicle mode" signal, and "stop process flag". According to the three stages of stopping, the motor control method comprises a torque reduction control stage, a clutch disconnection control stage and an engine stopping control stage, and realizes motor control. The control result is output as a motor mode command, a motor requested speed command, and a motor requested torque command.

S250, adjusting control parameters of the power control device according to the target power control information so as to execute vehicle stopping control operation corresponding to the target stopping stage.

The target power control information may be information for controlling a power component of the target hybrid vehicle. Specifically, the target power control information includes control information for the clutch, the engine, and the motor. Namely, a target clutch oil charge command and a target clutch request torque corresponding to the clutch; a target engine fueling command for the engine and a target engine requested torque; and a motor requested speed command and a target motor requested torque command for the motor.

Further, after the target power control information is obtained, the control parameters between the power controllers may be adjusted to the control parameters in the target power control information to perform the vehicle stop control operation corresponding to the target stop stage.

According to the technical scheme provided by the embodiment of the invention, under the condition that the vehicle stop identification signal is a stop control signal, a component zone bit signal of a power component of a target hybrid vehicle is obtained, and a target stop stage is determined according to the component zone bit signal; determining a target clutch oil charge command and a target clutch request torque of a clutch controller according to a target stop stage; determining a target engine fueling command and a target engine requested torque for the engine controller according to the target shutdown phase; determining a target motor mode command, a target motor request speed command and a target motor request torque command of the motor controller according to the target shutdown stage; and adjusting control parameters of the power control device according to the target power control information to execute the vehicle stopping control operation corresponding to the target stopping stage. The technical scheme of the embodiment of the invention solves the problem of insufficient vehicle drivability easily occurring in the stopping process in the prior art, can accurately control corresponding power devices in different stopping stages, and provides better vehicle drivability.

Fig. 11 is a schematic structural diagram of a vehicle stop control device provided by the embodiment of the present invention, where the embodiment of the present invention is applicable to a scenario in which a hybrid vehicle is stopped, and the device may be implemented by software and/or hardware, and integrated into a computer device with an application development function.

As shown in fig. 11, the vehicle stop control device includes: a target shutdown phase determination module 310, a target power control information determination module 320, and a control parameter adjustment module 330.

The target parking stage determining module 310 is configured to determine a target parking stage according to the power component state information of the target hybrid vehicle when the vehicle parking identification signal is a parking control signal; wherein the target shutdown phase comprises: a torque reduction control stage, a clutch disconnection stage and an engine stop control stage; a target power control information determining module 320, configured to determine target power control information of each power control device of the target hybrid vehicle according to the target stop phase; wherein the power control device includes: a clutch controller, an engine controller, and a motor controller; and a control parameter adjustment module 330, configured to adjust a control parameter of the power control device according to the target power control information, so as to perform a vehicle shutdown control operation corresponding to the target shutdown stage.

In an alternative embodiment, the target power control information determining module 320 is specifically configured to: determining a target clutch oil charge command and a target clutch request torque of the clutch controller according to the target stop stage; determining a target engine fueling command and a target engine requested torque for the engine controller according to the target shutdown phase; and determining a target motor mode instruction, a target motor request rotating speed instruction and a target motor request torque instruction of the motor controller according to the target shutdown stage.

In an alternative embodiment, the target power control information determination module 320 includes: a clutch control unit for: when the target stopping stage is a torque reduction control stage, the target clutch oil filling instruction is a clutch oil filling instruction, and the value of the target clutch request torque is zero; when the target stopping stage is a clutch disconnecting stage, the target clutch oil filling instruction is a clutch oil-out instruction, and the value of the target clutch request torque is zero; and under the condition that the target stopping stage is an engine stopping control stage, the target clutch oil filling command is a clutch oil non-filling command, and the value of the target clutch request torque is zero.

In an alternative embodiment, the target power control information determination module 320 includes: an engine control unit for: when the target stopping stage is a torque reduction control stage, the target engine oil supply instruction is an engine oil supply instruction, and the target engine request torque is a preset engine reference torque; when the target stopping stage is a clutch disconnecting stage, the target engine oil supply command is an engine oil supply command, and the value of the target engine request torque is zero; and under the condition that the target stopping stage is an engine stopping control stage, determining the target clutch oil filling instruction according to the clutch torque of the target hybrid vehicle, wherein the value of the target engine request torque is zero.

In an alternative embodiment, the target power control information determination module 320 includes: a motor control unit for: determining the target motor mode instruction according to the target stopping stage and the current vehicle mode of the target hybrid vehicle; determining a target motor request rotating speed instruction according to the target stopping stage and the current vehicle gear of the target hybrid vehicle; the target motor request torque command is determined based on the target stop phase and a transmission input shaft torque of the target hybrid vehicle.

In an alternative embodiment, the target shutdown phase determination module 310 is specifically configured to: and acquiring a component zone bit signal of a power component of the target hybrid vehicle, and determining the target stopping stage according to the component zone bit signal.

In an alternative embodiment, the vehicle stop control device further includes: the gearbox control module is used for: acquiring vehicle abnormality detection information, and determining vehicle running state information according to the vehicle abnormality detection information; and generating a target gear shifting instruction according to the vehicle running state information, and sending the target gear shifting instruction to the gearbox controller.

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

Fig. 12 is a schematic structural diagram of a computer device according to an embodiment of the present invention. FIG. 12 illustrates a block diagram of an exemplary computer device 12 suitable for use in implementing embodiments of the present invention. The computer device 12 shown in fig. 12 is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present invention. The computer device 12 may be any terminal device having computing power and may be configured in a vehicle shutdown control device.

As shown in FIG. 12, the computer device 12 is in the form of a general purpose computing device. Components of computer device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, a bus 18 that connects the various system components, including the system memory 28 and the processing units 16.

Bus 18 may be one or more of several types of bus structures including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include Industry Standard Architecture (ISA) bus, micro channel architecture (MAC) bus, enhanced ISA bus, video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.

Computer device 12 typically includes a variety of computer system readable media. Such media can be any available media that is accessible by computer device 12 and includes both volatile and nonvolatile media, removable and non-removable media.

The system memory 28 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM) 30 and/or cache memory 32. The computer device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from or write to non-removable, nonvolatile magnetic media (not shown in FIG. 12, commonly referred to as a "hard disk drive"). Although not shown in fig. 12, a magnetic disk drive for reading from and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading from or writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In such cases, each drive may be coupled to bus 18 through one or more data medium interfaces. The system memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to carry out the functions of the embodiments of the invention.

A program/utility 40 having a set (at least one) of program modules 42 may be stored in, for example, system memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules 42 generally perform the functions and/or methods of the embodiments described herein.

The computer device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), one or more devices that enable a user to interact with the computer device 12, and/or any devices (e.g., network card, modem, etc.) that enable the computer device 12 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 22. Moreover, computer device 12 may also communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN) and/or a public network, such as the Internet, through network adapter 20. As shown in fig. 12, the network adapter 20 communicates with other modules of the computer device 12 via the bus 18. It should be appreciated that although not shown in fig. 12, other hardware and/or software modules may be used in connection with computer device 12, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.

The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28, for example, implementing a vehicle stop control method provided by the present embodiment, the method including:

The present embodiment provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle stop control method as provided by any embodiment of the present invention, including:

The computer storage media of embodiments of the invention may take the form of any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may be, for example, but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having 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 portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, either in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.

Computer program code for carrying out operations of the present invention may be written in one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).

It will be appreciated by those of ordinary skill in the art that the modules or steps of the invention described above may be implemented in a general purpose computing device, they may be centralized on a single computing device, or distributed over a network of computing devices, or they may alternatively be implemented in program code executable by a computer device, such that they are stored in a memory device and executed by the computing device, or they may be separately fabricated as individual integrated circuit modules, or multiple modules or steps within them may be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.

Note that the above is only a preferred embodiment of the present invention and the technical principle applied. 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, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.

Claims

1. A vehicle stop control method, characterized by comprising:

and adjusting control parameters of the power control device according to the standard power control information so as to execute vehicle stopping control operation corresponding to the target stopping stage.

2. The method of claim 1, wherein said determining target power control information for each power control device of the target hybrid vehicle based on the target stop phase comprises:

determining a target clutch oil charge command and a target clutch request torque of the clutch controller according to the target stop stage;

Determining a target engine fueling command and a target engine requested torque for the engine controller according to the target shutdown phase;

and determining a target motor mode instruction, a target motor request rotating speed instruction and a target motor request torque instruction of the motor controller according to the target shutdown stage.

3. The method of claim 2, wherein determining a target clutch fill command and a target clutch request torque for the clutch controller based on the target shutdown phase comprises:

when the target stopping stage is a torque reduction control stage, the target clutch oil filling instruction is a clutch oil filling instruction, and the value of the target clutch request torque is zero;

when the target stopping stage is a clutch disconnecting stage, the target clutch oil filling instruction is a clutch oil-out instruction, and the value of the target clutch request torque is zero;

and under the condition that the target stopping stage is an engine stopping control stage, the target clutch oil filling command is a clutch oil non-filling command, and the value of the target clutch request torque is zero.

4. The method of claim 2, wherein determining a target engine fueling command and a target engine requested torque for the engine controller based on the target shutdown phase comprises:

when the target stopping stage is a torque reduction control stage, the target engine oil supply instruction is an engine oil supply instruction, and the target engine request torque is a preset engine reference torque;

when the target stopping stage is a clutch disconnecting stage, the target engine oil supply command is an engine oil supply command, and the value of the target engine request torque is zero;

and under the condition that the target stopping stage is an engine stopping control stage, determining the target clutch oil filling instruction according to the clutch torque of the target hybrid vehicle, wherein the value of the target engine request torque is zero.

5. The method of claim 2, wherein determining a target motor mode command, a target motor requested speed command, and a target motor requested torque command for the motor controller based on the target shutdown phase comprises:

determining the target motor mode instruction according to the target stopping stage and the current vehicle mode of the target hybrid vehicle;

Determining a target motor request rotating speed instruction according to the target stopping stage and the current vehicle gear of the target hybrid vehicle;

the target motor request torque command is determined based on the target stop phase and a transmission input shaft torque of the target hybrid vehicle.

6. The method of claim 1, wherein the determining a target shutdown phase from the power assembly status information of the target hybrid vehicle comprises:

and acquiring a component zone bit signal of a power component of the target hybrid vehicle, and determining the target stopping stage according to the component zone bit signal.

7. The method of claim 2, wherein the power control device further comprises: a transmission controller, the method further comprising:

acquiring vehicle abnormality detection information, and determining vehicle running state information according to the vehicle abnormality detection information;

and generating a target gear shifting instruction according to the vehicle running state information, and sending the target gear shifting instruction to the gearbox controller.

8. A vehicle stop control device, characterized by comprising:

9. A computer device, the computer device comprising:

one or more processors;

a memory for storing one or more programs;

the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the vehicle shutdown control method of any of claims 1-7.

10. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements the vehicle stop control method according to any one of claims 1 to 7.