WO2022156508A1 - Braking control method and apparatus for hybrid power assembly, and device and storage medium - Google Patents

Braking control method and apparatus for hybrid power assembly, and device and storage medium Download PDF

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Publication number
WO2022156508A1
WO2022156508A1 PCT/CN2021/143010 CN2021143010W WO2022156508A1 WO 2022156508 A1 WO2022156508 A1 WO 2022156508A1 CN 2021143010 W CN2021143010 W CN 2021143010W WO 2022156508 A1 WO2022156508 A1 WO 2022156508A1
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Prior art keywords
target
preset
braking
torque
deceleration
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PCT/CN2021/143010
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French (fr)
Chinese (zh)
Inventor
刘加明
张天强
刘元治
尹建坤
宋浩源
梁赫奇
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中国第一汽车股份有限公司
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Publication of WO2022156508A1 publication Critical patent/WO2022156508A1/en

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • Embodiments of the present application relate to hybrid powertrain technologies, for example, to a hybrid powertrain braking control method, device, device, and storage medium.
  • the hybrid powertrain has an engine and a drive motor, and the drive motor can not only drive the vehicle in pure electric mode and hybrid mode, but also recover the vehicle's kinetic energy to charge the battery during vehicle braking and coasting.
  • the drive motor has a braking effect on the vehicle in the process of energy recovery, so in addition to the braking torque brought by the vehicle braking system, the drive motor will also have a corresponding braking torque during energy recovery.
  • the hybrid vehicle calculates the braking force of the braking system through ESP (Electronic Stability Program, body electronic stability system), and the HCU (Hybrid Control Unit, hybrid vehicle controller) then calculates the braking force according to the brake pedal stroke and deceleration The corresponding relationship between the two determines the total braking force required by the vehicle, and the two are subtracted to obtain the torque when the drive motor recovers energy.
  • ESP Electronic Stability Program, body electronic stability system
  • HCU Hybrid Control Unit, hybrid vehicle controller
  • an embodiment of the present application provides a hybrid powertrain braking control method, including:
  • the first deceleration obtained by the bench is used as the measurement value
  • the second deceleration determined according to the output vehicle speed of the assembly is used as the control value
  • the vehicle speed accuracy is compared with that of the vehicle speed.
  • the preset sensor accuracy is used as noise, and the target deceleration of the current system is determined through the first preset filter;
  • the preset braking torque is used as the control quantity, the negative torque output by the dynamometer motor of the bench is used as the measurement quantity, and the torque accuracy of the dynamometer motor is used as the noise, and the target braking torque of the current system is determined through the second preset filter ;
  • Braking and energy recovery of the hybrid powertrain are controlled based on the target drive motor recovery force and the target braking torque.
  • the embodiments of the present application also provide a hybrid powertrain braking control device, including:
  • the target deceleration determination module is configured to use the first deceleration obtained by the bench as a measurement when the hybrid powertrain bench needs to be braked, and use the second deceleration determined according to the output speed of the assembly As the control amount, the vehicle speed accuracy and the preset sensor accuracy are used as noise, and the target deceleration of the current system is determined through the first preset filter;
  • a preset braking torque determination module configured to determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
  • the target braking torque determination module is set to use the preset braking torque as a control quantity, use the negative torque output by the dynamometer motor of the bench as a measurement quantity, and use the torque accuracy of the dynamometer motor as noise, through the second preset filter
  • the controller determines the target braking torque of the current system
  • the target drive motor recovery force determination module is set to be based on the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process, Determine the target drive motor recovery force;
  • a braking energy recovery control module is configured to control braking and energy recovery of the hybrid powertrain according to the target drive motor recovery force and the target braking torque.
  • an embodiment of the present application further provides a hybrid powertrain control device, the hybrid powertrain control device comprising:
  • processors one or more processors
  • memory arranged to store one or more programs
  • the one or more processors When the one or more programs are executed by the one or more processors, the one or more processors implement the hybrid powertrain braking control method provided by any embodiment of the present application.
  • the embodiments of the present application further provide a storage medium containing computer-executable instructions, the computer-executable instructions, when executed by a computer processor, are used to execute the hybrid powertrain as provided in any of the embodiments of the present application. into the braking control method.
  • FIG. 1 is a flowchart of a hybrid powertrain braking control method in Embodiment 1 of the present application
  • FIG. 2 is a flowchart of a hybrid powertrain braking control method in Embodiment 2 of the present application
  • FIG. 3 is a schematic structural diagram of a hybrid powertrain braking control device in Embodiment 3 of the present application.
  • FIG. 4 is a schematic structural diagram of a hybrid powertrain control device in Embodiment 4 of the present application.
  • the hybrid powertrain structure is a dual-motor series-parallel hybrid system, in which the drive motor is directly coupled with the reduction mechanism through gears, the generator and the engine are meshed and connected through gears, and the flywheel end of the engine is connected. The power is connected and interrupted through the clutch and the rear-end reduction mechanism.
  • This dual-motor hybrid system has three main operating modes, namely pure electric mode, series mode, and parallel mode.
  • Embodiment 1 is a flowchart of a hybrid powertrain braking control method provided in Embodiment 1 of the present application.
  • the hybrid powertrain needs to be braked on a bench, and when energy recovery is performed, the system can be distributed Dynamic torque, the method can be performed by a hybrid powertrain brake control device, the device can be implemented by hardware and/or software, and the method includes the following steps:
  • Step 110 In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement quantity, the second deceleration determined according to the output speed of the assembly is used as the control quantity, and the vehicle speed accuracy With the preset sensor accuracy as noise, the target deceleration of the current system is determined through the first preset filter;
  • the gantry sends a braking signal. After the HCU receives the braking flag, it first predicts the target deceleration.
  • the gantry is generally equipped with an acceleration sensor.
  • the acceleration sensor configured on the gantry is the preset sensor.
  • the obtained deceleration is used as the first deceleration, and the first deceleration is input into the first preset filter as the measured quantity.
  • the deceleration calculated according to the vehicle speed signal is used as the second deceleration, and the second deceleration is input into the first preset filter as a control amount.
  • the vehicle speed accuracy of the vehicle speed signal and the accuracy of the acceleration sensor are input into the first preset filter as noise, and the target deceleration of the current system is obtained through the first preset filter calculation.
  • the first preset filter may be the first Kalman filter. In order to ensure the accuracy of the output braking force of the braking system, the Kalman filter can be applied in the HCU application layer to obtain the target hydraulic braking force.
  • Step 120 Determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
  • the HCU can determine the preset braking torque corresponding to the target deceleration according to the preset relationship between the deceleration and the hydraulic braking torque in the ESP.
  • Step 130 Use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, use the torque accuracy of the dynamometer motor as the noise, and determine the target braking of the current system through the second preset filter. moment;
  • the above-mentioned preset braking torque is input into the second preset filter as a control amount
  • the negative torque output by the dynamometer motor of the bench is input as a measurement amount into the second preset filter
  • the torque accuracy of the dynamometer motor is input as noise
  • the second preset filter is used to obtain the target hydraulic braking torque of the current system through the calculation of the second preset filter.
  • the second preset filter may be the second Kalman filter.
  • the first preset filter and the second preset filter can select other filters than the Kalman filter, and the types of the first preset filter and the second preset filter can be the same or different.
  • the Kalman filter is selected as the type of the first preset filter and the second preset filter
  • the control amount of the first Kalman filter is the vehicle speed
  • the control amount of the second Kalman filter is target deceleration.
  • Step 140 Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship in the system braking process;
  • the comprehensive resistance of the simulated vehicle on the bench can be comprehensive resistance including wind resistance, rolling resistance, etc., and the braking force corresponding to the target braking torque can be calculated from the torque and the wheel radius.
  • Vehicle weight is the mass of the entire vehicle simulated by the bench.
  • Step 150 Control the braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
  • the target driving motor recovery force and target braking torque are determined in the above steps, and the HCU can control to perform energy recovery according to the driving motor, so that the driving motor torque is the torque corresponding to the target driving motor recovery force.
  • the HCU can control the braking system to perform braking, so that the hydraulic braking mechanism of the braking system outputs the target braking torque.
  • the target braking torque is reasonably predicted for the vehicle speed, deceleration and the torque of the dynamometer motor of the system through the filter, which solves the problem that the braking and energy recovery cannot be reasonably performed on the hybrid powertrain bench. It solves the problem of dynamic torque distribution, and realizes the effect of reasonably distributing braking torque when braking and recovering energy in the bench test of the hybrid powertrain.
  • Embodiment 2 is a flowchart of a hybrid powertrain braking control method provided in Embodiment 2 of the present application.
  • the technical solution of this embodiment is further refined on the basis of the above-mentioned technical solution.
  • the method includes:
  • Step 210 In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement quantity, the second deceleration determined according to the output speed of the assembly is used as the control quantity, and the vehicle speed accuracy With the preset sensor accuracy as noise, the target deceleration of the current system is determined through the first preset filter;
  • Step 220 Determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
  • Step 230 Use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, use the torque accuracy of the dynamometer motor as the noise, and determine the target braking of the current system through the second preset filter. moment;
  • Step 240 Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship in the system braking process;
  • Step 250 Determine the target driving motor recovery torque according to the target driving motor recovery force and the wheel radius of the vehicle model
  • the target drive motor recovery force multiplied by the wheel radius of the vehicle model is the target drive motor recovery torque of the drive motor.
  • Step 260 comparing the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
  • the recovery torque of the drive motor is limited by the current charging capability of the battery and the recovery capability of the motor. Therefore, after determining the target drive motor recovery torque, it is also necessary to compare the target drive motor recovery torque with the preset battery charging capacity, and compare the target drive motor recovery torque with the motor preset recovery capacity.
  • the preset charging capacity of the battery may be the maximum charging capacity of the battery
  • the preset recycling capacity of the motor may be the maximum recycling capacity of the motor.
  • the comparison between the recovery torque of the target drive motor and the maximum charging capacity of the battery is to compare whether the charging capacity of the driving motor corresponding to the recovery torque of the target driving motor to the battery is greater than the maximum charging capacity of the battery, and to compare the recovery torque of the target driving motor and the maximum recovery capacity of the motor.
  • the size of is to compare the energy recovery capacity corresponding to the target drive motor's recovery torque with the maximum recovery capacity of the drive motor's motor.
  • the maximum charging capacity of the battery can be checked according to the three-dimensional map of temperature-battery power-charging capacity, and the maximum recovery capacity of the motor is determined according to the characteristics of the motor.
  • Step 270 in response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, correct the target drive motor recovery torque according to the smaller of the battery preset charging capability and the motor preset recovery capability;
  • the target drive motor recovery torque is greater than one of the battery preset charging capacity and the motor preset recovery capacity, or the target drive motor recovery torque is both greater than the battery preset charging capacity and the motor preset recovery capacity, then the target drive motor is recovered.
  • the torque correction is to match the smaller one of the preset charging capacity of the battery and the preset recovery capacity of the motor. This ensures that the drive motor recovers energy not beyond what the system can handle.
  • Step 280 Correct the target braking torque according to the target drive motor recovery torque before correction and the corrected target drive motor recovery torque.
  • the final braking force that the braking system needs to execute is the original target braking torque plus the difference between the target drive motor recovery torque before correction and the corrected target drive motor recovery torque.
  • Step 290 Control the braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
  • the preset braking torque corresponding to the target deceleration is determined according to the target deceleration and the preset relationship between the deceleration and the braking torque, including:
  • the HCU uses the deceleration-braking torque relationship diagram in ESP to obtain the preset braking torque corresponding to the target deceleration through interpolation.
  • the deceleration-braking torque relationship diagram can take the deceleration as the abscissa and the braking torque is a graph of the ordinate.
  • the target drive motor recovery force is determined according to the comprehensive resistance of the simulated vehicle on the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship during the system braking process, including:
  • m is the mass of the vehicle simulated by the bench (ie, the preset vehicle weight)
  • g b is the target deceleration
  • Fr is the comprehensive resistance of the vehicle
  • Fb is the braking force corresponding to the target braking torque
  • F cycle is the target drive motor recovery force.
  • the target deceleration is multiplied by the vehicle weight, the braking force corresponding to the target braking torque is subtracted, and the comprehensive resistance of the vehicle is subtracted to obtain the target drive motor recovery force.
  • the comprehensive resistance of the vehicle is fitted by the bench system according to the wind resistance and rolling resistance of different vehicle speeds.
  • FIG. 3 is a schematic structural diagram of a hybrid powertrain braking control device provided in Embodiment 3 of the application.
  • the device can generally be integrated in a hybrid powertrain control device, such as an HCU.
  • the device includes:
  • the target deceleration determination module 310 is configured to use the first deceleration obtained by the gantry as the measurement value and the second deceleration determined according to the output vehicle speed of the assembly as the A control amount, taking the vehicle speed accuracy and the preset sensor accuracy as noise, and determining the target deceleration of the current system through the first preset filter;
  • the preset braking torque determination module 320 is configured to determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
  • the target braking torque determination module 330 is configured to use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, and use the torque accuracy of the dynamometer motor as the noise, and pass the second preset filter Determine the target braking torque of the current system;
  • the target drive motor recovery force determination module 340 is configured to determine the target drive according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process Motor recovery force;
  • the braking energy recovery control module 350 is configured to control braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
  • the target braking torque is reasonably predicted for the vehicle speed, deceleration and the torque of the dynamometer motor of the system through the filter, which solves the problem that the hybrid powertrain cannot reasonably perform braking on the bench and recover energy.
  • the problem of braking torque distribution can realize the effect of reasonably distributing braking torque when braking and recovering energy in the bench test of the hybrid powertrain.
  • the hybrid powertrain brake control device further includes:
  • the target drive motor regenerative torque determination module is configured to determine the target according to the target drive motor regenerative force and the wheel radius of the vehicle model before controlling the braking and energy recovery of the hybrid powertrain according to the target drive motor regenerative force and the target braking torque Drive motor recovery torque;
  • the target drive motor recovery torque comparison module is set to compare the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
  • the target drive motor recovery torque correction module is configured to, in response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, according to the smaller of the battery preset charging capability and the motor preset recovery capability Correct the target drive motor recovery torque;
  • the target braking torque correction module is set to correct the target braking torque according to the target driving motor recovery torque before correction and the target driving motor recovery torque after correction.
  • the preset braking torque determination module 320 is configured as:
  • the preset braking torque corresponding to the target deceleration is obtained by interpolation.
  • the target drive motor recovery force determination module 340 is configured to:
  • m is the vehicle mass simulated by the bench
  • g b is the target deceleration
  • Fr is the comprehensive resistance of the vehicle
  • Fb is the braking force corresponding to the target braking torque
  • F cycle is the target drive motor recovery force.
  • the first preset filter is a first Kalman filter; the second preset filter is a second Kalman filter.
  • the hybrid powertrain braking control device provided by the embodiment of the present application can execute the hybrid powertrain braking control method provided by any embodiment of the present application, and has functional modules and beneficial effects corresponding to the execution method.
  • FIG. 4 is a schematic structural diagram of a hybrid powertrain control device according to Embodiment 4 of the present application.
  • the hybrid powertrain control device includes a processor 410 , a memory 420 , an input device 430 and an output device 440 ;
  • the number of processors 410 in the hybrid powertrain control device may be one or more, and one processor 410 is taken as an example in FIG. 4; the processor 410, memory 420, input device 430 and
  • the output device 440 may be connected through a bus or other means, and the connection through a bus is taken as an example in FIG. 4 .
  • the memory 420 can be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the hybrid powertrain braking control method in the embodiments of the present application (for example, a hybrid powertrain Target deceleration determination module 310, preset braking torque determination module 320, target braking torque determination module 330, target drive motor recovery force determination module 340 and braking energy recovery control module 350) in the assembly braking control device.
  • the processor 410 executes various functional applications and data processing of the hybrid powertrain control device by running the software programs, instructions and modules stored in the memory 420, ie, implements the above-mentioned hybrid powertrain braking control method.
  • the memory 420 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Additionally, memory 420 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, memory 420 may further include memory located remotely from processor 410 , which may be connected to the hybrid powertrain control device through a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
  • the input device 430 may be used to receive input numerical or character information, and generate key signal input related to user settings and function control of the hybrid powertrain control device.
  • the output device 440 may include a display device such as a display screen.
  • Embodiment 5 of the present application further provides a storage medium containing computer-executable instructions, where the computer-executable instructions are used to execute a hybrid powertrain braking control method when executed by a computer processor, including:
  • the first deceleration obtained by the bench is used as the measurement quantity
  • the second deceleration determined according to the vehicle speed of the vehicle is used as the control quantity
  • the accuracy of the vehicle speed is compared with the prediction value.
  • the preset braking torque is used as the control quantity, the negative torque output by the dynamometer motor of the bench is used as the measurement quantity, and the torque accuracy of the dynamometer motor is used as the noise, and the target braking torque of the current system is determined through the second preset filter ;
  • Braking and energy recovery of the hybrid powertrain are controlled based on the target drive motor recovery force and the target braking torque.
  • the storage medium may be a non-transitory storage medium.
  • the units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be realized, that is, Yes; in addition, the specific names of the functional units are only for the convenience of distinguishing from each other, and are not used to limit the protection scope of the embodiments of the present application.
  • Embodiments of the present application provide a hybrid powertrain braking control method, device, device, and storage medium, so as to realize a reasonable distribution of braking torque when braking and recovering energy in a hybrid powertrain bench test.

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  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
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Abstract

Disclosed in embodiments of the present application are a braking control method and apparatus for a hybrid power assembly, and a device and a storage medium. The method comprises: determining a target deceleration by means of a first preset filter; determining a preset braking torque according to the target deceleration and a preset relationship; determining a target braking torque by means of a second preset filter; determining a target driving electric motor recovery force according to a comprehensive resistance simulated on a bench, a braking force corresponding to the target braking torque, a preset vehicle weight, the target deceleration and a mechanical relationship; and controlling braking and energy recovery according to the target driving electric motor recovery force and the target braking torque.

Description

混合动力总成制动控制方法、装置、设备及储存介质Hybrid powertrain braking control method, device, device and storage medium
本申请要求在2021年01月25日提交中国专利局、申请号为202110097516.2的中国专利申请的优先权，以上申请的全部内容通过引用结合在本申请中。This application claims the priority of the Chinese patent application with application number 202110097516.2 filed with the China Patent Office on January 25, 2021, the entire contents of the above application are incorporated into this application by reference.
技术领域technical field
本申请实施例涉及混合动力总成技术，例如涉及一种混合动力总成制动控制方法、装置、设备及储存介质。Embodiments of the present application relate to hybrid powertrain technologies, for example, to a hybrid powertrain braking control method, device, device, and storage medium.
背景技术Background technique
混合动力总成具备发动机和驱动电机，而驱动电机除了在纯电模式和混动模式下驱动车辆，还可以在车辆制动和滑行等情况下将车辆动能进行回收向电池充电。The hybrid powertrain has an engine and a drive motor, and the drive motor can not only drive the vehicle in pure electric mode and hybrid mode, but also recover the vehicle's kinetic energy to charge the battery during vehicle braking and coasting.
驱动电机在进行能量回收的过程中对车辆有制动作用，所以除车辆制动***带来的制动扭矩外，驱动电机进行能量回收时也会有相应的制动扭矩。在相关技术中，混合动力汽车通过ESP(Electronic Stability Program，车身电子稳定***)计算制动***的制动力，HCU(Hybrid Control Unit，混合动力整车控制器)再根据制动踏板行程和减速度的对应关系确定车辆所需总制动力，两者相减得到驱动电机回收能量时的力矩。但混合动力总成在台架上进行制动回收时，由于台架不具备ESP，那么，总成在台架上进行制动并回收能量时就需要合理的进行制动扭矩分配。The drive motor has a braking effect on the vehicle in the process of energy recovery, so in addition to the braking torque brought by the vehicle braking system, the drive motor will also have a corresponding braking torque during energy recovery. In the related art, the hybrid vehicle calculates the braking force of the braking system through ESP (Electronic Stability Program, body electronic stability system), and the HCU (Hybrid Control Unit, hybrid vehicle controller) then calculates the braking force according to the brake pedal stroke and deceleration The corresponding relationship between the two determines the total braking force required by the vehicle, and the two are subtracted to obtain the torque when the drive motor recovers energy. However, when the hybrid powertrain performs braking recovery on the bench, since the bench does not have ESP, the brake torque distribution needs to be reasonably performed when the assembly brakes on the bench and recovers energy.
发明内容SUMMARY OF THE INVENTION
第一方面，本申请实施例提供了一种混合动力总成制动控制方法，包括：In a first aspect, an embodiment of the present application provides a hybrid powertrain braking control method, including:
在混合动力总成台架需要制动的情况下，将所述台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement value, the second deceleration determined according to the output vehicle speed of the assembly is used as the control value, and the vehicle speed accuracy is compared with that of the vehicle speed. The preset sensor accuracy is used as noise, and the target deceleration of the current system is determined through the first preset filter;
根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩；determining a preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and braking torque;
将所述预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The preset braking torque is used as the control quantity, the negative torque output by the dynamometer motor of the bench is used as the measurement quantity, and the torque accuracy of the dynamometer motor is used as the noise, and the target braking torque of the current system is determined through the second preset filter ;
根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车 重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process;
根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收。Braking and energy recovery of the hybrid powertrain are controlled based on the target drive motor recovery force and the target braking torque.
第二方面，本申请实施例还提供了一种混合动力总成制动控制装置，包括：In a second aspect, the embodiments of the present application also provide a hybrid powertrain braking control device, including:
目标减速度确定模块，设置为在混合动力总成台架需要制动的情况下，将所述台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；The target deceleration determination module is configured to use the first deceleration obtained by the bench as a measurement when the hybrid powertrain bench needs to be braked, and use the second deceleration determined according to the output speed of the assembly As the control amount, the vehicle speed accuracy and the preset sensor accuracy are used as noise, and the target deceleration of the current system is determined through the first preset filter;
预设制动力矩确定模块，设置为根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩；a preset braking torque determination module, configured to determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
目标制动力矩确定模块，设置为将所述预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The target braking torque determination module is set to use the preset braking torque as a control quantity, use the negative torque output by the dynamometer motor of the bench as a measurement quantity, and use the torque accuracy of the dynamometer motor as noise, through the second preset filter The controller determines the target braking torque of the current system;
目标驱动电机回收力确定模块，设置为根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；The target drive motor recovery force determination module is set to be based on the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process, Determine the target drive motor recovery force;
制动能量回收控制模块，设置为根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收。A braking energy recovery control module is configured to control braking and energy recovery of the hybrid powertrain according to the target drive motor recovery force and the target braking torque.
第三方面，本申请实施例还提供了一种混合动力总成控制设备，所述混合动力总成控制设备包括：In a third aspect, an embodiment of the present application further provides a hybrid powertrain control device, the hybrid powertrain control device comprising:
一个或多个处理器；one or more processors;
存储器，设置为存储一个或多个程序；memory, arranged to store one or more programs;
当所述一个或多个程序被所述一个或多个处理器执行，使得所述一个或多个处理器实现如本申请任意实施例所提供的混合动力总成制动控制方法。When the one or more programs are executed by the one or more processors, the one or more processors implement the hybrid powertrain braking control method provided by any embodiment of the present application.
第四方面，本申请实施例还提供了一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行如本申请任意实施例所提供的混合动力总成制动控制方法。In a fourth aspect, the embodiments of the present application further provide a storage medium containing computer-executable instructions, the computer-executable instructions, when executed by a computer processor, are used to execute the hybrid powertrain as provided in any of the embodiments of the present application. into the braking control method.
附图说明Description of drawings
图1是本申请实施例一中的一种混合动力总成制动控制方法的流程图；1 is a flowchart of a hybrid powertrain braking control method in Embodiment 1 of the present application;
图2是本申请实施例二中的一种混合动力总成制动控制方法的流程图；2 is a flowchart of a hybrid powertrain braking control method in Embodiment 2 of the present application;
图3是本申请实施例三中的一种混合动力总成制动控制装置的结构示意图；3 is a schematic structural diagram of a hybrid powertrain braking control device in Embodiment 3 of the present application;
图4是本申请实施例四中的一种混合动力总成控制设备的结构示意图。FIG. 4 is a schematic structural diagram of a hybrid powertrain control device in Embodiment 4 of the present application.
具体实施方式Detailed ways
下面结合附图和实施例对本申请进行说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本申请，而非对本申请的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本申请相关的部分而非全部结构。The present application will be described below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application. In addition, it should be noted that, for the convenience of description, the drawings only show some but not all the structures related to the present application.
本申请实施例中的混合动力总成，其混合动力总成结构为双电机串并联混动***，其中，驱动电机通过齿轮直接与减速机构耦合，发电机与发动机通过齿轮啮合连接，发动机飞轮端通过离合器与后端减速机构进行动力连接与中断。此种双电机混合动力***具有三种主要工作模式，分别为纯电模式、串联模式、并联模式。纯电模式为发动机停机，离合器打开，驱动电机单独驱动；串联模式为发动机运行带动发电机发电，离合器打开，驱动电机单独驱动；并联模式为发动机驱动，离合器结合，发电机发电或随动，驱动电机助力或随动。在***滑行制动时，在允许能量回收的前提下，***通过驱动电机来回收能量。此***在进行台架测试时，在制动工况通过驱动电机进行能量回收，制动力由台架测功电机模拟，其中制动***可以为液压制动***。In the hybrid powertrain in the embodiment of the present application, the hybrid powertrain structure is a dual-motor series-parallel hybrid system, in which the drive motor is directly coupled with the reduction mechanism through gears, the generator and the engine are meshed and connected through gears, and the flywheel end of the engine is connected. The power is connected and interrupted through the clutch and the rear-end reduction mechanism. This dual-motor hybrid system has three main operating modes, namely pure electric mode, series mode, and parallel mode. In pure electric mode, the engine is stopped, the clutch is opened, and the drive motor is driven alone; in series mode, the engine is running to drive the generator to generate electricity, the clutch is opened, and the drive motor is driven alone; in parallel mode, the engine is driven, the clutch is combined, the generator generates power or follows, and Motor assist or follow. When the system coasts and brakes, under the premise of allowing energy recovery, the system recovers energy by driving the motor. When the system is tested on the bench, energy is recovered through the drive motor in the braking condition, and the braking force is simulated by the dynamometer motor of the bench, wherein the braking system can be a hydraulic braking system.
实施例一Example 1
图1为本申请实施例一提供的一种混合动力总成制动控制方法的流程图，本实施例中，混合动力总成在台架上需要制动，并进行能量回收时，可分配制动力矩，该方法可以由混合动力总成制动控制装置来执行，该装置可以有硬件和/或软件来实现，该方法包括如下步骤：1 is a flowchart of a hybrid powertrain braking control method provided in Embodiment 1 of the present application. In this embodiment, the hybrid powertrain needs to be braked on a bench, and when energy recovery is performed, the system can be distributed Dynamic torque, the method can be performed by a hybrid powertrain brake control device, the device can be implemented by hardware and/or software, and the method includes the following steps:
步骤110、在混合动力总成台架需要制动的情况下，将台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；Step 110: In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement quantity, the second deceleration determined according to the output speed of the assembly is used as the control quantity, and the vehicle speed accuracy With the preset sensor accuracy as noise, the target deceleration of the current system is determined through the first preset filter;
其中，台架发出制动信号，HCU接收制动标志位后，首先预测出目标减速度，台架一般配置有加速度传感器，台架配置的加速度传感器即为预设传感器，将台架加速度传感器测得的减速度作为第一减速度，把第一减速度作为测量量输入第一预设滤波器。根据车速信号计算得到的减速度作为第二减速度，将第二减速度作为控制量输入第一预设滤波器。将车速信号的车速精度与加速度传感器的精度作为噪声输入第一预设滤波器，经第一预设滤波器计算得到当前***的目标减速度。例如，第一预设滤波器可以为第一卡尔曼滤波器。为保证制 动***输出制动力的准确性，在HCU应用层中可以应用卡尔曼滤波器求出目标液压制动力。Among them, the gantry sends a braking signal. After the HCU receives the braking flag, it first predicts the target deceleration. The gantry is generally equipped with an acceleration sensor. The acceleration sensor configured on the gantry is the preset sensor. The obtained deceleration is used as the first deceleration, and the first deceleration is input into the first preset filter as the measured quantity. The deceleration calculated according to the vehicle speed signal is used as the second deceleration, and the second deceleration is input into the first preset filter as a control amount. The vehicle speed accuracy of the vehicle speed signal and the accuracy of the acceleration sensor are input into the first preset filter as noise, and the target deceleration of the current system is obtained through the first preset filter calculation. For example, the first preset filter may be the first Kalman filter. In order to ensure the accuracy of the output braking force of the braking system, the Kalman filter can be applied in the HCU application layer to obtain the target hydraulic braking force.
步骤120、根据目标减速度和减速度与制动力矩的预设关系，确定目标减速度对应的预设制动力矩；Step 120: Determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
其中，根据上述的目标减速度，HCU可以根据ESP中的减速度与液压制动力矩的预设关系，确定目标减速度对应的预设制动力矩。Wherein, according to the above target deceleration, the HCU can determine the preset braking torque corresponding to the target deceleration according to the preset relationship between the deceleration and the hydraulic braking torque in the ESP.
步骤130、将预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；Step 130: Use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, use the torque accuracy of the dynamometer motor as the noise, and determine the target braking of the current system through the second preset filter. moment;
其中，将上述的预设制动力矩作为控制量输入第二预设滤波器，台架测功电机输出的负扭矩作为测量量输入第二预设滤波器，将测功电机扭矩精度作为噪声输入第二预设滤波器，经第二预设滤波器计算得到当前***的目标液压制动力矩。例如，第二预设滤波器可以为第二卡尔曼滤波器。可以理解的是，第一预设滤波器和第二预设滤波器可以选择卡尔曼滤波器以外的其他滤波器，并且，第一预设滤波器和第二预设滤波器的类型可以相同或者不同。在一种实现方式中，第一预设滤波器和第二预设滤波器的类型均选择卡尔曼滤波器，第一次卡尔曼滤波的控制量为车速；第二次卡尔曼滤波控制量为目标减速度。Wherein, the above-mentioned preset braking torque is input into the second preset filter as a control amount, the negative torque output by the dynamometer motor of the bench is input as a measurement amount into the second preset filter, and the torque accuracy of the dynamometer motor is input as noise The second preset filter is used to obtain the target hydraulic braking torque of the current system through the calculation of the second preset filter. For example, the second preset filter may be the second Kalman filter. It can be understood that the first preset filter and the second preset filter can select other filters than the Kalman filter, and the types of the first preset filter and the second preset filter can be the same or different. In an implementation manner, the Kalman filter is selected as the type of the first preset filter and the second preset filter, the control amount of the first Kalman filter is the vehicle speed; the control amount of the second Kalman filter is target deceleration.
步骤140、根据台架模拟的车辆综合阻力、目标制动力矩对应的制动力、预设车重、目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；Step 140: Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship in the system braking process;
其中，总成制动过程中相关受力符合牛顿力学关系，由此可以计算出目标驱动电机回收力。台架模拟车辆综合阻力可以是包括风阻、滚阻等在内的综合阻力，目标制动力矩对应的制动力可以通过力矩和轮半径计算得出。车重是台架模拟的整车质量。Among them, the relevant force during the braking process of the assembly conforms to the Newtonian mechanical relationship, so the target drive motor recovery force can be calculated. The comprehensive resistance of the simulated vehicle on the bench can be comprehensive resistance including wind resistance, rolling resistance, etc., and the braking force corresponding to the target braking torque can be calculated from the torque and the wheel radius. Vehicle weight is the mass of the entire vehicle simulated by the bench.
步骤150、根据目标驱动电机回收力和目标制动力矩，控制混合动力总成的制动和能量回收。Step 150: Control the braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
其中，在上述步骤中确定了目标驱动电机回收力和目标制动力矩，HCU可以控制根据驱动电机去执行能量回收，使得驱动电机的力矩为目标驱动电机回收力对应的力矩。HCU可以控制制动***进行制动，使得制动***的液压制动机构输出目标制动力矩。Wherein, the target driving motor recovery force and target braking torque are determined in the above steps, and the HCU can control to perform energy recovery according to the driving motor, so that the driving motor torque is the torque corresponding to the target driving motor recovery force. The HCU can control the braking system to perform braking, so that the hydraulic braking mechanism of the braking system outputs the target braking torque.
本实施例，通过滤波器对***的车速、减速度以及台架测功电机扭矩合理的预测出目标制动力矩，解决混合动力总成台架上进行制动并回收能量时无法合理的进行制动扭矩分配的问题，实现混合动力总成台架测试中，进行制动并 回收能量时合理分配制动扭矩的效果。In this embodiment, the target braking torque is reasonably predicted for the vehicle speed, deceleration and the torque of the dynamometer motor of the system through the filter, which solves the problem that the braking and energy recovery cannot be reasonably performed on the hybrid powertrain bench. It solves the problem of dynamic torque distribution, and realizes the effect of reasonably distributing braking torque when braking and recovering energy in the bench test of the hybrid powertrain.
实施例二Embodiment 2
图2为本申请实施例二提供的一种混合动力总成制动控制方法的流程图，本实施例的技术方案在上述技术方案的基础上进一步细化，该方法具备包括：2 is a flowchart of a hybrid powertrain braking control method provided in Embodiment 2 of the present application. The technical solution of this embodiment is further refined on the basis of the above-mentioned technical solution. The method includes:
步骤210、在混合动力总成台架需要制动的情况下，将台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；Step 210: In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement quantity, the second deceleration determined according to the output speed of the assembly is used as the control quantity, and the vehicle speed accuracy With the preset sensor accuracy as noise, the target deceleration of the current system is determined through the first preset filter;
步骤220、根据目标减速度和减速度与制动力矩的预设关系，确定目标减速度对应的预设制动力矩；Step 220: Determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
步骤230、将预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；Step 230: Use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, use the torque accuracy of the dynamometer motor as the noise, and determine the target braking of the current system through the second preset filter. moment;
步骤240、根据台架模拟的车辆综合阻力、目标制动力矩对应的制动力、预设车重、目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；Step 240: Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship in the system braking process;
步骤250、根据目标驱动电机回收力和车辆模型的车轮半径确定目标驱动电机回收力矩；Step 250: Determine the target driving motor recovery torque according to the target driving motor recovery force and the wheel radius of the vehicle model;
其中，目标驱动电机回收力乘以车辆模型的轮半径即为驱动电机的目标驱动电机回收力矩。Among them, the target drive motor recovery force multiplied by the wheel radius of the vehicle model is the target drive motor recovery torque of the drive motor.
步骤260、将目标驱动电机回收力矩分别与电池预设充电能力和电机预设回收能力进行比较； Step 260, comparing the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
其中，驱动电机回收力矩要受当前电池的充电能力与电机回收能力的限制。所以，在确定了目标驱动电机回收力矩之后，还需要比较目标驱动电机回收力矩与电池预设充电能力的大小，以及比较目标驱动电机回收力矩与电机预设回收能力的大小。电池预设充电能力可以是电池最大充电能力，电机预设回收能力可以是电机最大回收能力。这里比较目标驱动电机回收力矩与电池最大充电能力的大小，是比较目标驱动电机回收力矩对应的驱动电机对电池的充电能力是否大于电池最大充电能力，以及比较目标驱动电机回收力矩与电机最大回收能力的大小，是比较目标驱动电机回收力矩对应的能量回收能力与驱动电机的电机最大回收能力的大小。电池的最大充电能力可以根据温度-电池电量-充电能力三维map查表，电机的最大回收能力根据电机特性确定。Among them, the recovery torque of the drive motor is limited by the current charging capability of the battery and the recovery capability of the motor. Therefore, after determining the target drive motor recovery torque, it is also necessary to compare the target drive motor recovery torque with the preset battery charging capacity, and compare the target drive motor recovery torque with the motor preset recovery capacity. The preset charging capacity of the battery may be the maximum charging capacity of the battery, and the preset recycling capacity of the motor may be the maximum recycling capacity of the motor. Here, the comparison between the recovery torque of the target drive motor and the maximum charging capacity of the battery is to compare whether the charging capacity of the driving motor corresponding to the recovery torque of the target driving motor to the battery is greater than the maximum charging capacity of the battery, and to compare the recovery torque of the target driving motor and the maximum recovery capacity of the motor. The size of , is to compare the energy recovery capacity corresponding to the target drive motor's recovery torque with the maximum recovery capacity of the drive motor's motor. The maximum charging capacity of the battery can be checked according to the three-dimensional map of temperature-battery power-charging capacity, and the maximum recovery capacity of the motor is determined according to the characteristics of the motor.
步骤270、响应于目标驱动电机回收力矩大于电池预设充电能力和电机预设 回收能力中的至少一个，根据电池预设充电能力和电机预设回收能力的较小者修正目标驱动电机回收力矩； Step 270, in response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, correct the target drive motor recovery torque according to the smaller of the battery preset charging capability and the motor preset recovery capability;
其中，若目标驱动电机回收力矩大于电池预设充电能力和电机预设回收能力中的一个，或者目标驱动电机回收力矩都大于电池预设充电能力和电机预设回收能力，那么将目标驱动电机回收力矩修正为匹配电池预设充电能力与电机预设回收能力二者较小的一个。这样可以保证驱动电机回收能量时不会超出***所能承受的范围。Among them, if the target drive motor recovery torque is greater than one of the battery preset charging capacity and the motor preset recovery capacity, or the target drive motor recovery torque is both greater than the battery preset charging capacity and the motor preset recovery capacity, then the target drive motor is recovered. The torque correction is to match the smaller one of the preset charging capacity of the battery and the preset recovery capacity of the motor. This ensures that the drive motor recovers energy not beyond what the system can handle.
步骤280、根据修正前的目标驱动电机回收力矩与修正后的目标驱动电机回收力矩，修正目标制动力矩。Step 280: Correct the target braking torque according to the target drive motor recovery torque before correction and the corrected target drive motor recovery torque.
其中，修正了目标驱动电机回收力矩之后，制动***需要执行的最终制动力为原来的目标制动力矩加上修正前的目标驱动电机回收力矩与修正后的目标驱动电机回收力矩之差。Wherein, after the target drive motor recovery torque is corrected, the final braking force that the braking system needs to execute is the original target braking torque plus the difference between the target drive motor recovery torque before correction and the corrected target drive motor recovery torque.
步骤290、根据目标驱动电机回收力和目标制动力矩，控制混合动力总成的制动和能量回收。Step 290: Control the braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
在一示例中，根据目标减速度和减速度与制动力矩的预设关系，确定目标减速度对应的预设制动力矩，包括：In an example, the preset braking torque corresponding to the target deceleration is determined according to the target deceleration and the preset relationship between the deceleration and the braking torque, including:
基于减速度-制动力矩关系图，根据目标减速度，通过插值得到目标减速度对应的预设制动力矩。其中，HCU借用ESP中的减速度-制动力矩关系图,通过插值得到目标减速度对应的预设制动力矩，减速度-制动力矩关系图可以是以减速度为横坐标，制动力矩为纵坐标的曲线图。Based on the deceleration-braking torque relationship diagram, according to the target deceleration, the preset braking torque corresponding to the target deceleration is obtained by interpolation. Among them, the HCU uses the deceleration-braking torque relationship diagram in ESP to obtain the preset braking torque corresponding to the target deceleration through interpolation. The deceleration-braking torque relationship diagram can take the deceleration as the abscissa and the braking torque is a graph of the ordinate.
在一示例中，根据台架模拟车辆综合阻力、目标制动力矩对应的制动力、预设车重、目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力，包括：In an example, the target drive motor recovery force is determined according to the comprehensive resistance of the simulated vehicle on the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration, and the mechanical relationship during the system braking process, including:
根据如下等式计算目标驱动电机回收力，Calculate the target drive motor recovery force according to the following equation,
mg b＝F r+F b+F cycle mg b =F r +F b +F cycle
其中，m为台架模拟的整车质量(即预设车重)，g b为目标减速度，Fr为车辆综合阻力，Fb为目标制动力矩对应的制动力，F cycle为目标驱动电机回收力。 Among them, m is the mass of the vehicle simulated by the bench (ie, the preset vehicle weight), g b is the target deceleration, Fr is the comprehensive resistance of the vehicle, Fb is the braking force corresponding to the target braking torque, and F cycle is the target drive motor recovery force.
目标减速度乘上车重，再减去目标制动力矩对应的制动力，再减去车辆综合阻力，就会得到目标驱动电机回收力。车辆综合阻力由台架***根据不同车速的风阻，滚阻等进行拟合，拟合方式可以为Fr＝Ax 2+Bx+C(A、B、C均为常数项)。 The target deceleration is multiplied by the vehicle weight, the braking force corresponding to the target braking torque is subtracted, and the comprehensive resistance of the vehicle is subtracted to obtain the target drive motor recovery force. The comprehensive resistance of the vehicle is fitted by the bench system according to the wind resistance and rolling resistance of different vehicle speeds. The fitting method can be Fr=Ax 2 +Bx+C (A, B, and C are all constant terms).
本实施例，对驱动电机的制动回收能力进行必要的限制，可以保护电池和 驱动电机。In this embodiment, necessary restrictions are imposed on the braking recovery capability of the drive motor, which can protect the battery and the drive motor.
实施例三Embodiment 3
图3为本申请实施例三提供的一种混合动力总成制动控制装置的结构示意图，该装置一般可以集成在混合动力总成控制设备中，例如HCU，该装置具备包括：3 is a schematic structural diagram of a hybrid powertrain braking control device provided in Embodiment 3 of the application. The device can generally be integrated in a hybrid powertrain control device, such as an HCU. The device includes:
目标减速度确定模块310，设置为在混合动力总成台架需要制动的情况下，将台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；The target deceleration determination module 310 is configured to use the first deceleration obtained by the gantry as the measurement value and the second deceleration determined according to the output vehicle speed of the assembly as the A control amount, taking the vehicle speed accuracy and the preset sensor accuracy as noise, and determining the target deceleration of the current system through the first preset filter;
预设制动力矩确定模块320，设置为根据目标减速度和减速度与制动力矩的预设关系，确定目标减速度对应的预设制动力矩；The preset braking torque determination module 320 is configured to determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
目标制动力矩确定模块330，设置为将预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The target braking torque determination module 330 is configured to use the preset braking torque as the control quantity, use the negative torque output by the dynamometer motor of the bench as the measurement quantity, and use the torque accuracy of the dynamometer motor as the noise, and pass the second preset filter Determine the target braking torque of the current system;
目标驱动电机回收力确定模块340，设置为根据台架模拟的车辆综合阻力、目标制动力矩对应的制动力、预设车重、目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；The target drive motor recovery force determination module 340 is configured to determine the target drive according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process Motor recovery force;
制动能量回收控制模块350，设置为根据目标驱动电机回收力和目标制动力矩，控制混合动力总成的制动和能量回收。The braking energy recovery control module 350 is configured to control braking and energy recovery of the hybrid powertrain according to the target driving motor recovery force and the target braking torque.
本实施例，通过滤波器对***的车速、减速度以及台架测功电机扭矩合理的预测出目标制动力矩，解决混合动力总成在台架上进行制动并回收能量时无法合理的进行制动扭矩分配的问题，实现混合动力总成台架测试中，进行制动并回收能量时合理分配制动扭矩的效果。In this embodiment, the target braking torque is reasonably predicted for the vehicle speed, deceleration and the torque of the dynamometer motor of the system through the filter, which solves the problem that the hybrid powertrain cannot reasonably perform braking on the bench and recover energy. The problem of braking torque distribution can realize the effect of reasonably distributing braking torque when braking and recovering energy in the bench test of the hybrid powertrain.
在一实施例中，混合动力总成制动控制装置还包括：In one embodiment, the hybrid powertrain brake control device further includes:
目标驱动电机回收力矩确定模块，设置为在根据目标驱动电机回收力和目标制动力矩，控制混合动力总成的制动和能量回收之前，根据目标驱动电机回收力和车辆模型的车轮半径确定目标驱动电机回收力矩；The target drive motor regenerative torque determination module is configured to determine the target according to the target drive motor regenerative force and the wheel radius of the vehicle model before controlling the braking and energy recovery of the hybrid powertrain according to the target drive motor regenerative force and the target braking torque Drive motor recovery torque;
目标驱动电机回收力矩比较模块，设置为将目标驱动电机回收力矩分别与电池预设充电能力和电机预设回收能力进行比较；The target drive motor recovery torque comparison module is set to compare the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
目标驱动电机回收力矩修正模块，设置为响应于目标驱动电机回收力矩大于电池预设充电能力和电机预设回收能力中的至少一个，根据电池预设充电能力和电机预设回收能力的较小者修正目标驱动电机回收力矩；The target drive motor recovery torque correction module is configured to, in response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, according to the smaller of the battery preset charging capability and the motor preset recovery capability Correct the target drive motor recovery torque;
目标制动力矩修正模块，设置为根据修正前的目标驱动电机回收力矩与修正后的目标驱动电机回收力矩，修正目标制动力矩。The target braking torque correction module is set to correct the target braking torque according to the target driving motor recovery torque before correction and the target driving motor recovery torque after correction.
在一实施例中，预设制动力矩确定模块320，设置为：In one embodiment, the preset braking torque determination module 320 is configured as:
基于减速度-制动力矩关系图，根据目标减速度，通过插值得到目标减速度对应的预设制动力矩。Based on the deceleration-braking torque relationship diagram, according to the target deceleration, the preset braking torque corresponding to the target deceleration is obtained by interpolation.
在一实施例中，目标驱动电机回收力确定模块340，设置为：In one embodiment, the target drive motor recovery force determination module 340 is configured to:
根据如下等式计算目标驱动电机回收力，Calculate the target drive motor recovery force according to the following equation,
mg b＝F r+F b+F cycle mg b =F r +F b +F cycle
其中，m为台架模拟的整车质量，g b为目标减速度，Fr为车辆综合阻力，Fb为目标制动力矩对应的制动力，F cycle为目标驱动电机回收力。 Among them, m is the vehicle mass simulated by the bench, g b is the target deceleration, Fr is the comprehensive resistance of the vehicle, Fb is the braking force corresponding to the target braking torque, and F cycle is the target drive motor recovery force.
在一实施例中，第一预设滤波器为第一卡尔曼滤波器；第二预设滤波器为第二卡尔曼滤波器。In one embodiment, the first preset filter is a first Kalman filter; the second preset filter is a second Kalman filter.
本申请实施例所提供的混合动力总成制动控制装置可执行本申请任意实施例所提供的混合动力总成制动控制方法，具备执行方法相应的功能模块和有益效果。The hybrid powertrain braking control device provided by the embodiment of the present application can execute the hybrid powertrain braking control method provided by any embodiment of the present application, and has functional modules and beneficial effects corresponding to the execution method.
实施例四Embodiment 4
图4为本申请实施例四提供的一种混合动力总成控制设备的结构示意图，如图4所示，该混合动力总成控制设备包括处理器410、存储器420、输入装置430和输出装置440；混合动力总成控制设备中处理器410的数量可以是一个或多个，图4中以一个处理器410为例；混合动力总成控制设备中的处理器410、存储器420、输入装置430和输出装置440可以通过总线或其他方式连接，图4中以通过总线连接为例。FIG. 4 is a schematic structural diagram of a hybrid powertrain control device according to Embodiment 4 of the present application. As shown in FIG. 4 , the hybrid powertrain control device includes a processor 410 , a memory 420 , an input device 430 and an output device 440 ; The number of processors 410 in the hybrid powertrain control device may be one or more, and one processor 410 is taken as an example in FIG. 4; the processor 410, memory 420, input device 430 and The output device 440 may be connected through a bus or other means, and the connection through a bus is taken as an example in FIG. 4 .
存储器420作为一种计算机可读存储介质，可用于存储软件程序、计算机可执行程序以及模块，如本申请实施例中的混合动力总成制动控制方法对应的程序指令/模块(例如，混合动力总成制动控制装置中的目标减速度确定模块310、预设制动力矩确定模块320、目标制动力矩确定模块330、目标驱动电机回收力确定模块340和制动能量回收控制模块350)。处理器410通过运行存储在存储器420中的软件程序、指令以及模块，从而执行混合动力总成控制设备的各种功能应用以及数据处理，即实现上述的混合动力总成制动控制方法。As a computer-readable storage medium, the memory 420 can be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the hybrid powertrain braking control method in the embodiments of the present application (for example, a hybrid powertrain Target deceleration determination module 310, preset braking torque determination module 320, target braking torque determination module 330, target drive motor recovery force determination module 340 and braking energy recovery control module 350) in the assembly braking control device. The processor 410 executes various functional applications and data processing of the hybrid powertrain control device by running the software programs, instructions and modules stored in the memory 420, ie, implements the above-mentioned hybrid powertrain braking control method.
存储器420可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作***、至少一个功能所需的应用程序；存储数据区可存储根据终端的使用所创建的数据等。此外，存储器420可以包括高速随机存取存储器，还可以 包括非易失性存储器，例如至少一个磁盘存储器件、闪存器件、或其他非易失性固态存储器件。在一些实例中，存储器420可进一步包括相对于处理器410远程设置的存储器，这些远程存储器可以通过网络连接至混合动力总成控制设备。上述网络的实例包括但不限于互联网、企业内部网、局域网、移动通信网及其组合。The memory 420 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Additionally, memory 420 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, memory 420 may further include memory located remotely from processor 410 , which may be connected to the hybrid powertrain control device through a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
输入装置430可用于接收输入的数字或字符信息，以及产生与混合动力总成控制设备的用户设置以及功能控制有关的键信号输入。输出装置440可包括显示屏等显示设备。The input device 430 may be used to receive input numerical or character information, and generate key signal input related to user settings and function control of the hybrid powertrain control device. The output device 440 may include a display device such as a display screen.
实施例五Embodiment 5
本申请实施例五还提供一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行一种混合动力总成制动控制方法，包括：Embodiment 5 of the present application further provides a storage medium containing computer-executable instructions, where the computer-executable instructions are used to execute a hybrid powertrain braking control method when executed by a computer processor, including:
在混合动力总成台架需要制动的情况下，将所述台架获取到的第一减速度作为测量量，将根据自车车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；In the case that the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement quantity, the second deceleration determined according to the vehicle speed of the vehicle is used as the control quantity, and the accuracy of the vehicle speed is compared with the prediction value. Set the sensor accuracy as noise, and determine the target deceleration of the current system through the first preset filter;
根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩；determining a preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and braking torque;
将所述预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The preset braking torque is used as the control quantity, the negative torque output by the dynamometer motor of the bench is used as the measurement quantity, and the torque accuracy of the dynamometer motor is used as the noise, and the target braking torque of the current system is determined through the second preset filter ;
根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process;
根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收。Braking and energy recovery of the hybrid powertrain are controlled based on the target drive motor recovery force and the target braking torque.
本申请实施例所提供的一种包含计算机可执行指令的存储介质，其计算机可执行指令不限于如上所述的方法操作，还可以执行本申请任意实施例所提供的混合动力总成制动控制方法中的相关操作。A storage medium containing computer-executable instructions provided by the embodiments of the present application, the computer-executable instructions of which are not limited to the above-mentioned method operations, and can also execute the hybrid powertrain braking control provided by any embodiment of the present application. related operations in the method.
存储介质可以是非暂态(non-transitory)存储介质。The storage medium may be a non-transitory storage medium.
通过以上关于实施方式的描述，所属领域的技术人员可以清楚地了解到，本申请可借助软件及必需的通用硬件来实现，当然也可以通过硬件实现，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对相关技术做出贡献的部分可以以软件产品的形式体现出来，该计算机 软件产品可以存储在计算机可读存储介质中，如计算机的软盘、只读存储器(Read-Only Memory,ROM)、随机存取存储器(Random Access Memory,RAM)、闪存(FLASH)、硬盘或光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述的方法。From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and necessary general-purpose hardware, and of course can also be implemented by hardware, but in many cases the former is a better implementation manner . Based on such understanding, the technical solutions of the present application can be embodied in the form of software products in essence or the parts that make contributions to related technologies, and the computer software products can be stored in a computer-readable storage medium, such as a computer floppy disk, Read-Only Memory (ROM), Random Access Memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including several instructions to make a computer device (which can be a personal computer, A server, or a network device, etc.) executes the methods described in the various embodiments of the present application.
值得注意的是，上述混合动力总成制动控制装置的实施例中，所包括的各个单元和模块只是按照功能逻辑进行划分的，但并不局限于上述的划分，只要能够实现相应的功能即可；另外，各功能单元的具体名称也只是为了便于相互区分，并不用于限制本申请实施例的保护范围。It is worth noting that in the above embodiments of the hybrid powertrain brake control device, the units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be realized, that is, Yes; in addition, the specific names of the functional units are only for the convenience of distinguishing from each other, and are not used to limit the protection scope of the embodiments of the present application.
本申请实施例提供一种混合动力总成制动控制方法、装置、设备及储存介质，以实现混合动力总成台架测试中，进行制动并回收能量时合理分配制动扭矩。Embodiments of the present application provide a hybrid powertrain braking control method, device, device, and storage medium, so as to realize a reasonable distribution of braking torque when braking and recovering energy in a hybrid powertrain bench test.
本领域技术人员会理解，本申请不限于这里所述的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本申请的保护范围。因此，虽然通过以上实施例对本申请进行了说明，但是本申请不仅仅限于以上实施例，在不脱离本发明构思的情况下，还可以包括更多其他等效实施例，而本申请的范围由所附的权利要求范围决定。Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present application. Therefore, although the present application has been described by the above embodiments, the present application is not limited to the above embodiments, and can also include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present application is defined by The appended claims determine the scope.

Claims (10)

  1. 一种混合动力总成制动控制方法，包括：A hybrid powertrain braking control method, comprising:
    在混合动力总成台架需要制动的情况下，将所述台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；In the case where the hybrid powertrain bench needs to be braked, the first deceleration obtained by the bench is used as the measurement value, the second deceleration determined according to the output vehicle speed of the assembly is used as the control value, and the vehicle speed accuracy is compared with that of the vehicle speed. The preset sensor accuracy is used as noise, and the target deceleration of the current system is determined through the first preset filter;
    根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩；determining a preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and braking torque;
    将所述预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The preset braking torque is used as the control quantity, the negative torque output by the dynamometer motor of the bench is used as the measurement quantity, and the torque accuracy of the dynamometer motor is used as the noise, and the target braking torque of the current system is determined through the second preset filter ;
    根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；Determine the target drive motor recovery force according to the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process;
    根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收。Braking and energy recovery of the hybrid powertrain are controlled based on the target drive motor recovery force and the target braking torque.
  2. 根据权利要求1所述的方法，在所述根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收之前，还包括：The method according to claim 1, before said controlling braking and energy recovery of said hybrid powertrain according to said target drive motor recovery force and said target braking torque, further comprising:
    根据所述目标驱动电机回收力和车辆模型的车轮半径确定目标驱动电机回收力矩；Determine the target driving motor recovery torque according to the target driving motor recovery force and the wheel radius of the vehicle model;
    将所述目标驱动电机回收力矩分别与电池预设充电能力和电机预设回收能力进行比较；comparing the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
    响应于所述目标驱动电机回收力矩大于所述电池预设充电能力和所述电机预设回收能力中的至少一个，根据所述电池预设充电能力和所述电机预设回收能力的较小者修正所述目标驱动电机回收力矩；In response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, according to the smaller of the battery preset charging capability and the motor preset recovery capability Correcting the target drive motor recovery torque;
    根据修正前的所述目标驱动电机回收力矩与修正后的所述目标驱动电机回收力矩，修正所述目标制动力矩。The target braking torque is corrected according to the target drive motor recovery torque before correction and the target drive motor recovery torque after correction.
  3. 根据权利要求1所述的方法，其中，所述根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩，包括：The method according to claim 1, wherein the determining the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and braking torque comprises:
    基于减速度-制动力矩关系图，根据所述目标减速度，通过插值得到所述目标减速度对应的预设制动力矩。Based on the deceleration-braking torque relationship diagram, and according to the target deceleration, a preset braking torque corresponding to the target deceleration is obtained by interpolation.
  4. 根据权利要求1所述的方法，其中，所述根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力，包括：The method according to claim 1, wherein the comprehensive resistance of the vehicle simulated according to the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the system braking process The mechanical relationship, which determines the target drive motor recovery force, includes:
    根据如下等式计算目标驱动电机回收力，Calculate the target drive motor recovery force according to the following equation,
    mg b＝F r+F b+F cycle mg b =F r +F b +F cycle
    其中，m为台架模拟的整车质量，g b为所述目标减速度，Fr为所述车辆综合阻力，Fb为所述目标制动力矩对应的制动力，F cycle为所述目标驱动电机回收力。 Among them, m is the vehicle mass simulated by the bench, g b is the target deceleration, Fr is the comprehensive resistance of the vehicle, Fb is the braking force corresponding to the target braking torque, and F cycle is the target drive motor Recycling power.
  5. 根据权利要求1-4任一项所述的方法，其中，The method according to any one of claims 1-4, wherein,
    所述第一预设滤波器为第一卡尔曼滤波器；The first preset filter is a first Kalman filter;
    所述第二预设滤波器为第二卡尔曼滤波器。The second preset filter is a second Kalman filter.
  6. 一种混合动力总成制动控制装置，包括：A hybrid powertrain brake control device, comprising:
    目标减速度确定模块，设置为在混合动力总成台架需要制动的情况下，将所述台架获取到的第一减速度作为测量量，将根据总成输出车速确定的第二减速度作为控制量，将车速精度与预设传感器精度作为噪声，通过第一预设滤波器确定当前***的目标减速度；The target deceleration determination module is configured to use the first deceleration obtained by the bench as a measurement when the hybrid powertrain bench needs to be braked, and use the second deceleration determined according to the output speed of the assembly As the control amount, the vehicle speed accuracy and the preset sensor accuracy are used as noise, and the target deceleration of the current system is determined through the first preset filter;
    预设制动力矩确定模块，设置为根据所述目标减速度和减速度与制动力矩的预设关系，确定所述目标减速度对应的预设制动力矩；a preset braking torque determination module, configured to determine the preset braking torque corresponding to the target deceleration according to the target deceleration and the preset relationship between the deceleration and the braking torque;
    目标制动力矩确定模块，设置为将所述预设制动力矩作为控制量，将台架测功电机输出的负扭矩作为测量量，将测功电机扭矩精度作为噪声，通过第二预设滤波器确定当前***的目标制动力矩；The target braking torque determination module is set to use the preset braking torque as a control quantity, use the negative torque output by the dynamometer motor of the bench as a measurement quantity, and use the torque accuracy of the dynamometer motor as noise, through the second preset filter The controller determines the target braking torque of the current system;
    目标驱动电机回收力确定模块，设置为根据台架模拟的车辆综合阻力、所述目标制动力矩对应的制动力、预设车重、所述目标减速度和***制动过程中的力学关系，确定目标驱动电机回收力；The target drive motor recovery force determination module is set to be based on the vehicle comprehensive resistance simulated by the bench, the braking force corresponding to the target braking torque, the preset vehicle weight, the target deceleration and the mechanical relationship in the system braking process, Determine the target drive motor recovery force;
    制动能量回收控制模块，设置为根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收。A braking energy recovery control module is configured to control braking and energy recovery of the hybrid powertrain according to the target drive motor recovery force and the target braking torque.
  7. 根据权利要求6所述的装置，还包括：The apparatus of claim 6, further comprising:
    目标驱动电机回收力矩确定模块，设置为在所述根据所述目标驱动电机回收力和所述目标制动力矩，控制所述混合动力总成的制动和能量回收之前，根据所述目标驱动电机回收力和车辆模型的车轮半径确定目标驱动电机回收力矩；A target drive motor recovery torque determination module, configured to drive the motor according to the target before controlling the braking and energy recovery of the hybrid powertrain according to the target drive motor recovery force and the target braking torque The recovery force and the wheel radius of the vehicle model determine the target drive motor recovery torque;
    目标驱动电机回收力矩比较模块，设置为将所述目标驱动电机回收力矩分别与电池预设充电能力和电机预设回收能力进行比较；a target drive motor recovery torque comparison module, configured to compare the target drive motor recovery torque with the battery preset charging capability and the motor preset recovery capability respectively;
    目标驱动电机回收力矩修正模块，设置为响应于所述目标驱动电机回收力矩大于所述电池预设充电能力和所述电机预设回收能力中的至少一个，根据所述电池预设充电能力和所述电机预设回收能力的较小者修正所述目标驱动电机 回收力矩；A target drive motor recovery torque correction module is configured to, in response to the target drive motor recovery torque being greater than at least one of the battery preset charging capability and the motor preset recovery capability, according to the battery preset charging capability and the predetermined motor recovery capability. Modify the target drive motor recovery torque by the smaller one of the preset recovery capabilities of the motor;
    目标制动力矩修正模块，设置为根据修正前的所述目标驱动电机回收力矩与修正后的所述目标驱动电机回收力矩，修正所述目标制动力矩。The target braking torque correction module is configured to correct the target braking torque according to the target driving motor recovery torque before correction and the target driving motor recovery torque after correction.
  8. 根据权利要求6所述的装置，其中，所述预设制动力矩确定模块，还设置为：The device according to claim 6, wherein the preset braking torque determination module is further configured as:
    基于减速度-制动力矩关系图，根据所述目标减速度，通过插值得到所述目标减速度对应的预设制动力矩。Based on the deceleration-braking torque relationship diagram, and according to the target deceleration, a preset braking torque corresponding to the target deceleration is obtained by interpolation.
  9. 一种混合动力总成控制设备，所述混合动力总成控制设备包括：A hybrid powertrain control device comprising:
    一个或多个处理器；one or more processors;
    存储器，设置为存储一个或多个程序；memory, arranged to store one or more programs;
    当所述一个或多个程序被所述一个或多个处理器执行，使得所述一个或多个处理器实现如权利要求1-5中任一所述的混合动力总成制动控制方法。When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the hybrid powertrain braking control method according to any one of claims 1-5.
  10. 一种包含计算机可执行指令的存储介质，所述计算机可执行指令在由计算机处理器执行时用于执行如权利要求1-5中任一所述的混合动力总成制动控制方法。A storage medium containing computer-executable instructions, when executed by a computer processor, for performing the hybrid powertrain braking control method of any one of claims 1-5.
PCT/CN2021/143010 2021-01-25 2021-12-30 Braking control method and apparatus for hybrid power assembly, and device and storage medium WO2022156508A1 (en)

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