CN115923765B - Hybrid electric vehicle and control method, device and medium for parking crankshaft position of hybrid electric vehicle - Google Patents
Hybrid electric vehicle and control method, device and medium for parking crankshaft position of hybrid electric vehicle Download PDFInfo
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- CN115923765B CN115923765B CN202211213244.9A CN202211213244A CN115923765B CN 115923765 B CN115923765 B CN 115923765B CN 202211213244 A CN202211213244 A CN 202211213244A CN 115923765 B CN115923765 B CN 115923765B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention discloses a control method, a device and a medium for a hybrid electric vehicle and a parking crank shaft position thereof, wherein when a parking instruction is acquired, the output torque of an engine is controlled to be reduced, a generator is controlled to drive the engine to rotate until the engine is cut off, the rotating speed of the generator which drives the engine to rotate is controlled to be maintained at a target rotating speed, and the pressure value of an air inlet manifold is regulated to be a target pressure value; when the pressure value of the air inlet manifold is a target pressure value, the output torque of the generator and the rotating speed of the engine are controlled to be in a descending trend, the current output torque of the generator and the current rotating speed of the engine are obtained in real time, and the crankshaft position is adjusted to the target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine. By adopting the scheme, the position of the crankshaft of the engine can be quickly adjusted to the target position in the stopping process.
Description
Technical Field
The invention relates to the technical field of automobile power, in particular to a hybrid electric vehicle and a control method, a device and a medium for the parking crankshaft position of the hybrid electric vehicle.
Background
Under the condition of a congested vehicle, the vehicle is often in an idle stop state, and the possibility of starting at any time exists, so that the position of a crankshaft of the engine needs to be adjusted to a target position as quickly as possible in the stop process in order to improve the starting smoothness in the starting process.
In the prior art, a certain torque is applied to a generator after the rotation speed of the engine is 0, so that the generator drives the engine to rotate, and finally the crankshaft position of the engine is adjusted to a target position, however, the method starts to adjust the crankshaft position after the rotation speed of the engine is 0, because the static friction force of the crankshaft rotating assembly is far greater than the sliding friction force, the initial adjustment torque of the generator is larger, and the excessive adjustment torque can cause the fluctuation of the crankshaft position, so that the time required for final stabilization is prolonged.
Disclosure of Invention
The invention provides a control method for the position of a parking crankshaft of a hybrid electric vehicle, which realizes the adjustment of the position of the crankshaft in the stopping process, and can greatly reduce the torque required by the adjustment of the position of the crankshaft, thereby being capable of rapidly and stably adjusting the position of the crankshaft to a target position of the crankshaft.
According to an aspect of the present invention, there is provided a control method of a parking crank position of a hybrid vehicle, including:
When a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate;
When the output torque of the engine is reduced to the fuel cut-off torque, controlling the engine to cut off fuel, and controlling the generator to drive the engine to rotate at a target rotating speed;
when the rotating speed of the engine is the target rotating speed, adjusting the pressure value of an intake manifold of the engine to be a target pressure value;
When the pressure value of the air inlet manifold is the target pressure value, controlling the output torque of the generator and the rotating speed of the engine to be in a descending trend;
acquiring the current output torque of the generator and the current rotating speed of the engine in real time in the process of reducing the output torque of the generator and the rotating speed of the engine;
and adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
Optionally, when the rotation speed of the engine is the target rotation speed, adjusting the pressure value of the intake manifold of the engine to a target pressure value includes:
when the rotating speed of the engine is the target rotating speed, acquiring a current pressure value of an air inlet manifold of the engine in real time;
And adjusting the opening value of a throttle valve in the intake manifold according to the difference value between the current pressure value and the target pressure value until the current pressure value of the intake manifold reaches the target pressure value.
Optionally, adjusting the opening value of the throttle valve in the intake manifold according to the difference between the current pressure value and the target pressure value until the current pressure value of the intake manifold reaches the target pressure value, including:
Acquiring the target pressure value of the intake manifold and an environmental pressure value of the environment;
determining a target opening value of a throttle valve in the intake manifold according to the ambient pressure value and the target pressure value;
controlling the opening value of a throttle valve in the intake manifold to be adjusted to the target opening value;
And adjusting the opening value of a throttle valve in the intake manifold based on a PI control algorithm according to the difference between the current pressure value and the target pressure value until the current pressure value is the target pressure value.
Optionally, obtaining the target pressure value of the intake manifold includes:
when the engine is in a stop test, controlling the motor to drive the engine to rotate at a rotating speed which maintains the target rotating speed;
Adjusting the opening degree of a throttle valve in the air inlet manifold until the pressure of the air inlet manifold is a preset pressure;
controlling the output torque of the generator to be reduced to 0, and acquiring the current rotating speed of the engine and the crankshaft position of the engine in real time;
Judging whether the crankshaft position of the engine is a preset crankshaft position or not when the current rotation speed of the engine is reduced to 0;
if yes, the preset pressure is determined to be the target pressure value.
Optionally, obtaining the target pressure value of the intake manifold further includes:
and if the crankshaft position of the engine does not reach the preset crankshaft position, adjusting the preset pressure by a preset adjustment amount, and returning to execute the steps of adjusting the opening of a throttle valve in the intake manifold until the pressure of the intake manifold is the preset pressure to judge whether the crankshaft position of the engine is the preset crankshaft position when the current rotating speed of the engine is reduced to 0.
Optionally, adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotational speed of the engine includes:
judging whether the current rotating speed of the engine is smaller than or equal to a first preset rotating speed or not;
if yes, acquiring the current crankshaft position and the current crankshaft acceleration of the engine in real time;
determining a predicted crankshaft position of the engine based on the current crankshaft position and the current crankshaft acceleration;
And adjusting the output torque of the generator based on a P control algorithm according to the difference between the predicted crankshaft position and the target crankshaft position until the current rotating speed of the engine is 0 and the crankshaft position of the engine is the target crankshaft position.
Optionally, the engine is a four-stroke four-cylinder engine, and the target crankshaft position is a normalized position of a target crankshaft position corresponding to each compression cylinder of the engine;
acquiring a current crankshaft position of the engine, comprising:
acquiring actual crankshaft positions corresponding to compression cylinders of the engine;
Normalizing each of the actual crankshaft positions and determining the normalized crankshaft position as a current crankshaft position of the engine.
According to another aspect of the present invention, there is provided a hybrid vehicle including an engine, a generator, and a vehicle controller;
the whole vehicle controller is used for executing the control method of the parking crankshaft position of the hybrid electric vehicle.
According to another aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to execute the control method for the parking crankshaft position of a hybrid vehicle described above.
According to the technical scheme, when a stopping instruction is acquired, the output torque of an engine is controlled to be reduced, a generator is controlled to drive the engine to rotate until the engine is cut off, the rotating speed of the engine driven by the generator is controlled to be maintained at a target rotating speed, the pressure value of an air inlet manifold is regulated to be a target pressure value, when the pressure value of the air inlet manifold is the target pressure value, the output torque of the generator and the rotating speed of the engine are controlled to be in a descending trend, the current output torque of the generator and the current rotating speed of the engine are acquired in real time, the crankshaft position is regulated to be at the target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine, so that the static friction force of a crankshaft rotating assembly caused by regulating the crankshaft position when the engine is stopped after the rotating speed of the engine is 0 is far greater than the sliding friction force, and the time for regulating the crankshaft position to be at the target position is prolonged.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a dual-motor hybrid system according to an embodiment of the present invention;
fig. 2 is a flowchart of a method for controlling a parking crank position of a hybrid electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of an engine control system according to a first embodiment of the present disclosure;
Fig. 4 is a flowchart of a method for controlling a parking crank position of a hybrid electric vehicle according to a second embodiment of the present invention;
fig. 5 is a flowchart of a method for controlling a parking crank position of a hybrid electric vehicle according to a third embodiment of the present invention;
fig. 6 is a flowchart of a method for controlling a parking crank position of a hybrid electric vehicle according to a fourth embodiment of the present invention;
fig. 7 is a schematic structural diagram of a control device for a parking crank position of a hybrid electric vehicle according to a fifth embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
A hybrid vehicle is specifically understood to be a vehicle including a two-motor hybrid system, and as shown in fig. 1, a two-motor hybrid system 100 of the hybrid vehicle includes at least an engine 101 and a generator 102, and further, the hybrid vehicle may include a torsional damper 103, a clutch 104, and the like. When the clutch 104 is separated, the hybrid electric vehicle is in a series driving mode, the rotating speed of the engine 101 is decoupled from the vehicle speed so that the engine 101 works in an economic zone, when the clutch 104 is combined, the hybrid electric vehicle is in a parallel driving mode, the rotating speed of the engine 101 and the vehicle speed are in a fixed speed ratio relation, the torsional damper 103 between the engine 101 and the generator 102 can reduce the influence of torque fluctuation of the engine 101 on a transmission system, in the process that the generator 102 drives the engine 101 to rotate, the dragging torque output by the generator 10 is transmitted to the engine 101 through the torsional damper 103, in the dragging process, both the dragging torque of the generator 102 and the dragging counter-force of the engine 101 can act on the torsional damper 103 to cause the torsional damper 103 to resonate, and if the dragging counter-force of the engine 101 can be reduced in the dragging process, the torsional damper 103 resonance in the starting process can be helped to be lightened. If the crank position of the engine is the target crank position before the engine starts, the drag reaction force of the engine 101 during the drag can be effectively reduced, and smooth and stable starting can be ensured.
Example 1
Fig. 2 is a flowchart of a method for controlling a parking crank position of a hybrid vehicle according to an embodiment of the present invention, where the method may be performed by a device for controlling a parking crank position of a hybrid vehicle, and the device may be implemented in hardware and/or software, and the device may be configured in a vehicle controller of the hybrid vehicle. As shown in fig. 2, the method includes:
and S110, when a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate.
The parking instruction of the hybrid electric vehicle may include, but is not limited to, displacement information of a brake pedal, flameout information, and the like, and at this time, the engine should be changed from a normal operation state to an idle state or a shutdown state, so as to achieve the purposes of energy saving and emission reduction. When the stopping command of the hybrid electric vehicle is received, the output torque of the engine can be controlled to be reduced to the fuel cut torque, so that the engine does not output power any more, and in the process of reducing the output torque of the engine, the engine is continuously rotated at a certain rotating speed so as to ensure that the engine is not stopped, and the engine can be dragged to operate by the generator, and at the moment, the engine is driven to rotate by the generator as a load.
And S120, when the output torque of the engine is reduced to the fuel cut-off torque, controlling the fuel cut-off of the engine, and controlling the rotation speed of the generator to drive the engine to rotate to be maintained at the target rotation speed.
Specifically, in the process of outputting torque by normal operation of the engine, compressed air entering the engine cylinder controls the fuel injector of each cylinder to inject fuel, and the fuel injector is mixed with the air in the cylinder to burn, so that the piston in the cylinder can reciprocate, and the crankshaft of the engine is controlled to rotate, so that the engine has corresponding output torque. When the engine is stopped, the output torque of the engine is required to be gradually reduced, and the fuel injector in the engine can be controlled to stop fuel injection until the output torque of the engine is reduced to the fuel cut-off torque, so that the engine is in a fuel cut-off state, at the moment, the power of the engine rotation is derived from the generator, the engine is used as a load, and the generator can drive the engine to rotate, so that the rotating speed of the engine is maintained at a corresponding target rotating speed. The target rotation speed may be greater than the minimum idle speed n0 of the engine, for example, n0+Δn may be 300rpm, and n0+Δn may be 100rpm.
And S130, when the rotation speed of the engine is the target rotation speed, adjusting the pressure value of the intake manifold of the engine to be the target pressure value.
The intake manifold is understood to mean, in particular, a gas line between a throttle valve and an engine intake valve of the engine, which is capable of distributing an air/fuel mixture to the intake openings of the individual cylinders. The pressure in the intake manifold may be controlled by an engine control system.
Specifically, fig. 3 is a schematic structural diagram of an engine control system according to an embodiment of the present invention, as shown in fig. 3, the engine control system 200 includes a vehicle controller 202, an engine controller 109, a pressure detection sensor 106, a throttle valve 105, an exhaust turbocharger 108, and a position detection sensor 107, where the vehicle controller 202 and the engine controller 109 CAN communicate through a CAN bus 201, the throttle valve 105 is disposed in an intake manifold to control a flow rate of gas entering the intake manifold, the intake manifold is further provided with the pressure detection sensor 106 for detecting pressure information in the intake manifold, and in addition, the position detection sensor 107 is disposed on a flywheel housing to determine a crankshaft position of the engine by acquiring rotational information of the flywheel, and the exhaust turbocharger 108 is disposed in an exhaust pipe to control an intake density entering the intake manifold. The pressure value of the intake manifold is controlled by the opening degree of the throttle valve 105, and the smaller the opening degree of the throttle valve 105, the larger the vacuum degree of the intake manifold, and the smaller the pressure value of the intake manifold, whereas the larger the opening degree of the throttle valve, the smaller the vacuum degree of the intake manifold, and the larger the pressure of the intake manifold. The opening degree of the throttle valve may be controlled by the vehicle controller 202 through the engine controller 109. In this way, by controlling the opening of the throttle valve while the engine is maintained at the target rotational speed, the pressure value in the intake manifold can be adjusted so that the pressure value in the intake manifold can reach the target pressure value
And S140, controlling the output torque of the generator and the rotating speed of the engine to be in a descending trend when the pressure value of the intake manifold is the target pressure value.
Specifically, after the engine is cut off, if the rotation speed of the engine is at the target rotation speed and the pressure value of the intake manifold is the target pressure, the throttle opening at the moment can be fixed, if the output torque of the generator is cleared, the rotation speed of the engine is reduced to 0 on the basis of the compression counter force of the piston at the moment, and when the rotation speed reaches 0, the position of the engine crankshaft can be just the position of +/-1 crank tooth of the target crankshaft position after the piston is kept stationary. Therefore, a target pressure value can be determined through experiments, namely when the engine keeps the target rotating speed, through setting different test conditions, the throttle opening corresponding to the intake manifold pressure value under the different test conditions is different, the engine is stopped under the different test conditions, the stop crankshaft positions of the engine under the different test conditions are respectively determined, and finally the intake manifold pressure value when the stop crankshaft position of the engine is the target crankshaft position +/-1 crankshaft tooth is used as the target pressure value. In this way, when the engine is cut off and the rotation speed at which the engine is dragged by the generator is kept at the target rotation speed, after the pressure value in the intake manifold is adjusted to the target pressure value, the rotation speed of the engine can be reduced when the output torque of the generator is reduced, so that the crankshaft position at the time of engine stop can be close to the target crankshaft position.
S150, in the process of reducing the output torque of the generator and the rotating speed of the engine, acquiring the current output torque of the generator and the current rotating speed of the engine in real time.
S160, adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
When the crankshaft is at the target crankshaft position during engine stop, the engine can be started smoothly and stably during the next engine start, and the NVH level of the engine can be improved.
Specifically, since the engine is in the fuel cut state, the rotation speed of the engine is reduced in the process of reducing the output torque of the generator, during which the rotation speed of the engine and the output torque of the generator can be obtained in real time to determine the engine crankshaft position when the output torque of the generator is 0 and the rotation speed of the generator is 0, and the rotation speed of the engine and the output torque of the generator are modulated according to the rotation speed of the engine and the rotation speed of the generator, so that the crankshaft position of the engine can be the target crankshaft position when the output torque of the generator is 0 and the rotation speed of the generator is 0, and smooth and stable starting of the engine at the next starting of the engine can be ensured.
According to the embodiment, the crankshaft position can be accurately, quickly and stably adjusted to the target crankshaft position through adjusting the crankshaft position in the stopping process, so that preparation is made for the next starting of the engine, smoothness and stability of the starting of the engine can be improved when the engine is started next time, and then the NVH level of the engine is improved.
Example two
Fig. 4 is a flowchart of a method for controlling a parking crank position of a hybrid vehicle according to a second embodiment of the present invention, where, based on the above embodiment, the embodiment provides a specific method for controlling a pressure value in an intake manifold. As shown in fig. 4, the method includes:
And S210, when a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate.
And S220, controlling the engine to cut off fuel when the output torque of the engine is reduced to the fuel cut-off torque, and controlling the generator to drive the engine to rotate at the target rotating speed.
And S230, when the rotating speed of the engine is the target rotating speed, acquiring the current pressure value of the air inlet manifold of the engine in real time.
S240, adjusting the opening value of a throttle valve in the air inlet manifold according to the difference value between the current pressure value and the target pressure value until the current pressure value of the air inlet manifold reaches the target pressure value.
Specifically, when the rotation speed of the engine reaches the target rotation speed, the engine can be dragged by the generator to rotate, so that the rotation speed of the engine is kept at the target rotation speed, at the moment, the current pressure value of the air inlet manifold can be obtained in real time through the pressure detection sensor, if the deviation exists between the current pressure value of the air inlet manifold and the target pressure value, namely, the pressure value in the air inlet manifold can be larger than the target pressure value or smaller than the target pressure value, the opening value of the air inlet manifold can be adjusted to adjust the air flow entering the air inlet manifold, so that the aim of adjusting the air pressure in the air inlet manifold is fulfilled, after the air pressure in the air inlet manifold is adjusted, the current pressure value in the air inlet manifold can be obtained again, if the current pressure value still deviates from the target pressure value, the opening value of the air inlet manifold can be adjusted again, and the current pressure value in the air inlet manifold can be obtained again until the current pressure value in the air inlet manifold is considered to reach the target pressure value when the current pressure value in the air inlet manifold is kept consistent with the target pressure value, and the adjustment of the opening value of the air inlet manifold can be stopped.
S250, when the pressure value of the air inlet manifold is the target pressure value, the output torque of the generator and the rotating speed of the engine are controlled to be in a descending trend.
And S260, in the process of reducing the output torque of the generator and the rotating speed of the engine, acquiring the current output torque of the generator and the current rotating speed of the engine in real time.
And S270, adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
According to the method and the device for adjusting the throttle valve in the air inlet manifold, the opening value of the throttle valve in the air inlet manifold is adjusted according to the pressure value in the air inlet manifold, so that when the rotating speed of the engine is the target rotating speed, the pressure value in the air inlet manifold can be accurately adjusted to the target pressure value, preparation is made for accurately and rapidly adjusting the crankshaft position of the engine to the target crankshaft position, and therefore higher smoothness and stability can be achieved in the next engine starting process, and the NVH level of the engine can be improved.
Example III
Fig. 5 is a flowchart of a method for controlling a parking crank position of a hybrid vehicle according to a third embodiment of the present invention, where the third embodiment provides a method for controlling an opening value of a throttle valve in an intake manifold until a current pressure value of the intake manifold reaches a target pressure value according to a difference between the current pressure value and the target pressure value. As shown in fig. 5, the method includes:
And S310, when a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate.
And S320, controlling the engine to cut off fuel when the output torque of the engine is reduced to the fuel cut-off torque, and controlling the generator to drive the engine to rotate at the target rotating speed.
S330, when the rotating speed of the engine is the target rotating speed, the current pressure value of the air inlet manifold of the engine is obtained in real time.
S340, acquiring a target pressure value of the intake manifold and an ambient pressure value of the environment.
The ambient pressure value of the environment where the intake manifold is located may be equal to the atmospheric pressure, or may be a pressure value of the throttle valve, which is obtained by a corresponding gas pressure sensor and is located far from the air inlet of the engine, may be designed according to actual needs, which is not specifically limited in the embodiment of the present invention. The target pressure value in the air intake manifold can be obtained through a test, and in an alternative embodiment, the specific method for obtaining the target pressure value in the air intake manifold can be that when the engine is in a stop test, the rotating speed of the motor for driving the engine to rotate is controlled to maintain the target rotating speed, the opening degree of a throttle valve in the air intake manifold is adjusted until the pressure of the air intake manifold is a preset pressure, the output torque of a generator is controlled to be reduced to 0, the current rotating speed of the engine and the crankshaft position of the engine are obtained in real time, when the current rotating speed of the engine is reduced to 0, whether the crankshaft position of the engine is the preset crankshaft position is judged, and if yes, the preset pressure is determined to be the target pressure value.
The method comprises the steps of enabling an engine to be in an idle state when an engine stop test is conducted, enabling a generator to output torque to drive the engine to rotate, enabling the rotating speed of the engine to be kept at a target rotating speed, controlling the pressure in an air inlet manifold through adjusting the opening of a throttle valve in the air inlet manifold, enabling the opening of the throttle valve to be kept unchanged when the pressure of the air inlet manifold is the preset pressure, controlling the torque of the throttle valve in the air inlet manifold to be cleared, enabling the rotating speed of the engine to be reduced to be 0 under the action of a piston reaction force, obtaining the crankshaft position of the engine at the moment, judging whether the crankshaft position is the preset crankshaft position, for example, the target crankshaft position is a target crankshaft position-1 crankshaft tooth or not, enabling the preset pressure to be determined to be a target pressure value if the crankshaft position is not the preset crankshaft position, enabling the preset pressure to be increased or decreased by preset increment or preset decrement, enabling the preset pressure to be increased or decreased, enabling the preset pressure to be returned to be controlled to be in the idle state again, enabling the opening of the throttle valve in the air inlet manifold to be cleared, enabling the pressure in the air inlet manifold to be reduced to be 0, obtaining the preset pressure of the engine after the preset pressure is reset, enabling the preset position to be the preset crankshaft position to be the target, enabling the preset pressure to be the engine to be reduced again, enabling the preset value to be the preset to be the target, and enabling to be the target to be the idle, and not reached, and enabling the preset position to be adjusted to be the target to be reset.
S350, determining a target opening value of a throttle valve in the intake manifold according to the ambient pressure value and the target pressure value.
In an exemplary embodiment, after the ambient pressure value and the target pressure value are determined, the unique target opening value of the throttle valve can be determined by a table look-up method.
S360, controlling the opening value of a throttle valve in an intake manifold to be adjusted to a target opening value.
And S370, adjusting the opening value of a throttle valve in the intake manifold based on a PI control algorithm according to the difference between the current pressure value and the target pressure value until the current pressure value is the target pressure value.
Specifically, after a target opening value of a throttle valve is determined according to an ambient pressure value and a target pressure value, the opening of the throttle valve can be adjusted to the target opening value to adjust the gas pressure in an intake manifold, so that the current pressure value in the intake manifold can be close to the target pressure value, although the current pressure value in the intake manifold can be close to the target pressure value, the current pressure value is not equal to the target pressure value, namely, a certain deviation exists between the current pressure value in the intake manifold and the target pressure value, at the moment, a difference value between the current pressure value and the target pressure value is used as an input quantity of a PI control algorithm, the opening adjustment quantity of the throttle valve is determined, the opening of the throttle valve is adjusted according to the opening adjustment quantity, the opening of the throttle valve in the intake manifold is adjusted to be the sum of the target opening value and the opening adjustment quantity on the basis of the target opening value, at the moment, the current pressure value in the intake manifold can be acquired again, if the current pressure in the intake manifold is the target pressure value, the deviation between the current pressure value and the target pressure value in the intake manifold is close to 0, the opening adjustment quantity of the throttle valve is not maintained, at the moment, the opening of the throttle valve is not kept, and the opening of the throttle valve can still reaches the target opening value is adjusted again, and the opening can not be adjusted again according to the current opening value, if the current adjustment value is still can reach the target opening value, and is not reached, and can be adjusted again.
And S380, controlling the output torque of the generator and the rotating speed of the engine to be in a descending trend when the pressure value of the intake manifold is the target pressure value.
S390, in the process of reducing the output torque of the generator and the rotating speed of the engine, the current output torque of the generator and the current rotating speed of the engine are obtained in real time.
S3100, adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
According to the method, after the opening of the throttle valve is adjusted to the target opening value, the current pressure value in the air inlet manifold can be close to the target pressure value, coarse adjustment of the air pressure in the air inlet manifold is achieved, the opening of the throttle valve is adjusted based on the difference value between the current pressure value in the air inlet manifold and the target pressure value, the purpose of accurately adjusting the air pressure in the air inlet manifold is achieved, the air pressure in the air inlet manifold can be accurately adjusted to the target pressure value, preparation is made for accurately and rapidly adjusting the crankshaft position of the engine to the target crankshaft position, and therefore higher smoothness and stability can be achieved in the next engine starting process, and then the NVH level of the engine can be improved.
Example IV
Fig. 6 is a flowchart of a method for controlling a parking crank position of a hybrid vehicle according to a fourth embodiment of the present invention, which embodies a method for adjusting a crank position of an engine to a target crank position based on the above-described embodiments. As shown in fig. 6, the method specifically includes:
And S410, when a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate.
And S420, controlling the engine to cut off fuel when the output torque of the engine is reduced to the fuel cut-off torque, and controlling the generator to drive the engine to rotate at the target rotating speed.
S430, when the rotation speed of the engine is the target rotation speed, the pressure value of the intake manifold of the engine is adjusted to be the target pressure value.
S440, when the pressure value of the intake manifold is the target pressure value, controlling the output torque of the generator and the rotating speed of the engine to be in a descending trend.
S450, in the process of reducing the output torque of the generator and the rotating speed of the engine, acquiring the current output torque of the generator and the current rotating speed of the engine in real time.
S460, judging whether the current rotation speed of the engine is smaller than or equal to a first preset rotation speed, and if yes, executing S470.
The first preset rotational speed may be a rotational speed value close to 0 rotational speed, and exemplary, the first preset rotational speed is 50rpm.
Specifically, when the output torque of the generator is reduced, the rotation speed of the engine is reduced, at this time, the current output torque of the generator and the current rotation speed of the engine can be obtained in real time, and whether the current rotation speed of the engine is smaller than or equal to the first preset rotation speed is judged.
S470, acquiring the current crankshaft position and the current crankshaft acceleration of the engine in real time.
The crankshaft position can be acquired at a certain interval time, namely the acquisition period of the crankshaft position, and the crankshaft acceleration can be calculated through the acquired two adjacent or three adjacent crankshaft positions and the acquisition period. For example, taking the acquisition period T as 10ms as an example, the first crankshaft position S1 is acquired at the beginning of the first 10ms, and the third crankshaft position S1 is acquired at the beginning of the third 10ms, where the crankshaft acceleration may be determined by dividing the difference between S1 and S2 by two acquisition periods, that is, the crankshaft acceleration a= (S2-S1)/(10 ms×2).
In an alternative embodiment, the engine is a four-stroke four-cylinder engine, the target crankshaft position may be a normalized position of the target crankshaft position corresponding to each compression cylinder of the engine, the current crankshaft position of the engine is obtained, specifically, the actual crankshaft position corresponding to each compression cylinder of the engine is obtained, each actual crankshaft position is normalized, and the normalized crankshaft position is determined as the current crankshaft position of the engine.
Specifically, for a four-stroke four-cylinder engine, because of the symmetry of each compression cylinder of the engine, there should be four current crankshaft positions, which correspond to different angles within 720 degrees of the crankshaft, but all correspond to the same angle for each compression cylinder, so that it is necessary to normalize the current crankshaft positions of each compression cylinder of the engine, normalize the current crankshaft positions of different compression cylinders to the current crankshaft position of the same compression cylinder, divide the actual current crankshaft position of each compression cylinder by 180 degrees, and remove an integer part of the result, and multiply the remaining fraction by 180 degrees to obtain the normalized current crankshaft position.
Correspondingly, after the obtained current crankshaft position is normalized, the normalization method is also adopted for the target crankshaft positions, and finally, the four target crankshaft positions are normalized into one target crankshaft position. And controlling the rotating speed of the engine and the output torque of the generator by using the normalized current crankshaft position and the target crankshaft position.
S480, determining a predicted crankshaft position of the engine according to the current crankshaft position and the current crankshaft acceleration.
And S490, adjusting the output torque of the generator based on a P control algorithm according to the difference between the predicted crankshaft position and the target crankshaft position until the current rotating speed of the engine is 0 and the crankshaft position of the engine is the target crankshaft position.
Specifically, when the current rotation speed of the engine is less than or equal to a first preset rotation speed, the rotation speed of the engine is about to be 0, at this time, the current crankshaft position and the current crankshaft acceleration of the engine can be obtained in real time, the crankshaft position when the rotation speed of the engine is 0 can be calculated according to the current crankshaft position and the crankshaft acceleration as the predicted crankshaft position, if the predicted crankshaft position is the target crankshaft position, the rotation speed of the engine can be considered to be reduced in the current state, the crankshaft position of the engine can be enabled to reach the target crankshaft position when the rotation speed of the engine is 0, if deviation exists between the predicted crankshaft position and the target crankshaft position, the rotation speed of the engine can be determined to be reduced in the current state, the crankshaft position of the engine can not be enabled to reach the target crankshaft position when the rotation speed of the engine is 0, at this moment, the output torque of the generator can be adjusted according to the difference between the predicted crankshaft position and the target crankshaft position, namely, the difference between the predicted crankshaft position and the target crankshaft position is used as the input quantity of a P control algorithm, the output torque of the generator can be determined, the output torque of the generator can be adjusted based on the output torque of the generator, the running state of the generator can be adjusted according to the running state of the engine, the current state of the engine can be reached, the current position of the engine can be adjusted, the engine can reach the target crankshaft position when the current position is reached again, and the current crankshaft position can reach the target crankshaft position when the current position is reached, can be adjusted, and the target crankshaft position is reached, and is reached to the target crankshaft position is reached when the current crankshaft position is reached.
According to the method, the shutdown crankshaft position of the engine is predicted to be the predicted crankshaft position through the current crankshaft position and the current crankshaft acceleration of the engine, and based on the difference value between the predicted crankshaft position and the target crankshaft position, the output torque of the generator is regulated based on the P control algorithm, so that the engine can be quickly and stably stopped at the target crankshaft position, higher smoothness and stability can be achieved in the next engine starting process, and the NVH level of the engine can be improved.
Example five
Fig. 7 is a schematic structural diagram of a control device 700 for stopping a crankshaft position of a hybrid vehicle according to a fifth embodiment of the present invention, where the embodiment is applicable to a case of controlling a crankshaft position of an engine when the hybrid vehicle is running and stopped, the device may be implemented in hardware and/or software, the device may execute the control method for stopping a crankshaft position of a hybrid vehicle according to any embodiment of the present invention, and the device may be configured in a vehicle controller of a hybrid vehicle, as shown in fig. 7, where the control device 700 for stopping a crankshaft position of a hybrid vehicle includes:
The engine torque control module 701 is configured to control, when a stopping instruction of the hybrid electric vehicle is obtained, the output torque of an engine of the hybrid electric vehicle to be reduced, and control a generator of the hybrid electric vehicle to drive the engine to rotate;
The engine speed control module 702 is configured to control the engine to cut off fuel when the output torque of the engine decreases to the cut-off fuel torque, and control the generator to drive the engine to rotate at a target speed;
A pressure adjustment module 703 for adjusting a pressure value of an intake manifold of the engine to a target pressure value when a rotational speed of the engine is a target rotational speed;
The torque and rotation speed control module 704 is configured to control the output torque of the generator and the rotation speed of the engine to be in a decreasing trend when the pressure value of the intake manifold is the target pressure value;
The rotating speed obtaining module 705 is configured to obtain, in real time, a current output torque of the generator and a current rotating speed of the engine during a process of reducing the output torque of the generator and the rotating speed of the engine;
the crankshaft position adjustment module 706 is configured to adjust a crankshaft position of the engine to a target crankshaft position based on a current output torque of the generator and a current rotational speed of the engine.
According to the technical scheme, through the cooperation among the modules, the position of the engine crankshaft can be accurately and rapidly controlled at the set position in the parking process, and the problems of low starting smoothness and low control stability in the starting process of the traditional scheme are solved.
The control device for the parking crank position of the hybrid electric vehicle provided by the embodiment of the invention can execute the control method for the parking crank position of the hybrid electric vehicle provided by any embodiment of the invention, has corresponding functional modules and beneficial effects of the execution method, and the same points can be described by referring to the above, and are not repeated herein.
Example six
The application also provides a hybrid electric vehicle, which comprises an engine, a generator and a whole vehicle controller, wherein the whole vehicle controller is used for executing the control method of the stop crankshaft position of the hybrid electric vehicle in any embodiment of the application.
The hybrid electric vehicle provided by the embodiment of the invention can execute the control method of the parking crankshaft position of the hybrid electric vehicle provided by any embodiment of the invention, has corresponding functional modules and beneficial effects of the execution method, and the same points can be described by referring to the above, and are not repeated here.
Example seven
The application also provides a computer readable storage medium, wherein the computer readable storage medium stores computer instructions for causing a processor to execute the method for controlling the parking crankshaft position of the hybrid electric vehicle provided by any embodiment of the application.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user, for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback), and input from the user may be received in any form, including acoustic input, speech input, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a Local Area Network (LAN), a Wide Area Network (WAN), a blockchain network, and the Internet.
The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.
Claims (8)
1. A method for controlling a position of a parking crankshaft of a hybrid vehicle, comprising:
When a parking instruction of the hybrid electric vehicle is acquired, controlling the output torque of an engine of the hybrid electric vehicle to be reduced, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate;
When the output torque of the engine is reduced to the fuel cut-off torque, controlling the engine to cut off fuel, and controlling the generator to drive the engine to rotate at a target rotating speed;
when the rotating speed of the engine is the target rotating speed, acquiring a current pressure value of an air inlet manifold of the engine in real time;
Acquiring the target pressure value of the intake manifold and an environmental pressure value of the environment;
determining a target opening value of a throttle valve in the intake manifold according to the ambient pressure value and the target pressure value;
controlling the opening value of a throttle valve in the intake manifold to be adjusted to the target opening value;
According to the difference between the current pressure value and the target pressure value, adjusting the opening value of a throttle valve in the intake manifold based on a PI control algorithm until the current pressure value is the target pressure value;
When the pressure value of the air inlet manifold is the target pressure value, controlling the output torque of the generator and the rotating speed of the engine to be in a descending trend;
acquiring the current output torque of the generator and the current rotating speed of the engine in real time in the process of reducing the output torque of the generator and the rotating speed of the engine;
and adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
2. The method for controlling a parking crank position of a hybrid vehicle according to claim 1, wherein obtaining a target pressure value of the intake manifold includes:
when the engine is in a stop test, controlling the motor to drive the engine to rotate at a rotating speed which maintains the target rotating speed;
Adjusting the opening degree of a throttle valve in the air inlet manifold until the pressure of the air inlet manifold is a preset pressure;
controlling the output torque of the generator to be reduced to 0, and acquiring the current rotating speed of the engine and the crankshaft position of the engine in real time;
Judging whether the crankshaft position of the engine is a preset crankshaft position or not when the current rotation speed of the engine is reduced to 0;
if yes, the preset pressure is determined to be the target pressure value.
3. The method for controlling a parking crank position of a hybrid vehicle according to claim 2, wherein obtaining a target pressure value of the intake manifold further comprises:
and if the crankshaft position of the engine does not reach the preset crankshaft position, adjusting the preset pressure by a preset adjustment amount, and returning to execute the steps of adjusting the opening of a throttle valve in the intake manifold until the pressure of the intake manifold is the preset pressure to judge whether the crankshaft position of the engine is the preset crankshaft position when the current rotating speed of the engine is reduced to 0.
4. The control method of a parking crank position of a hybrid vehicle according to claim 1, wherein adjusting the crank position of the engine to a target crank position based on a current output torque of the generator and a current rotational speed of the engine, comprises:
judging whether the current rotating speed of the engine is smaller than or equal to a first preset rotating speed or not;
if yes, acquiring the current crankshaft position and the current crankshaft acceleration of the engine in real time;
determining a predicted crankshaft position of the engine based on the current crankshaft position and the current crankshaft acceleration;
And adjusting the output torque of the generator based on a P control algorithm according to the difference between the predicted crankshaft position and the target crankshaft position until the current rotating speed of the engine is 0 and the crankshaft position of the engine is the target crankshaft position.
5. The method for controlling the position of a parking crankshaft of a hybrid vehicle according to claim 4, wherein the engine is a four-stroke four-cylinder engine, and the target crankshaft position is a normalized position of a target crankshaft position corresponding to each compression cylinder of the engine;
acquiring a current crankshaft position of the engine, comprising:
acquiring actual crankshaft positions corresponding to compression cylinders of the engine;
Normalizing each of the actual crankshaft positions and determining the normalized crankshaft position as a current crankshaft position of the engine.
6. A control device for a parking crank position of a hybrid vehicle, comprising:
The engine torque control module is used for controlling the output torque of an engine of the hybrid electric vehicle to be reduced when a parking instruction of the hybrid electric vehicle is acquired, and controlling a generator of the hybrid electric vehicle to drive the engine to rotate;
the engine rotating speed control module is used for controlling the engine to cut off oil when the output torque of the engine is reduced to the oil cut-off torque, and controlling the generator to drive the rotating speed of the engine to maintain at a target rotating speed;
The system comprises a pressure adjusting module, a target opening value determining module, a control module and a PI control algorithm, wherein the pressure adjusting module is used for acquiring a current pressure value of an air inlet manifold of an engine in real time when the rotating speed of the engine is the target rotating speed, acquiring the target pressure value of the air inlet manifold and an environmental pressure value of the environment where the air inlet manifold is located, determining the target opening value of a throttle valve in the air inlet manifold according to the environmental pressure value and the target pressure value, controlling the opening value of the throttle valve in the air inlet manifold to be adjusted to the target opening value, and adjusting the opening value of the throttle valve in the air inlet manifold based on the PI control algorithm according to a difference value between the current pressure value and the target pressure value until the current pressure value is the target pressure value;
the torque and rotation speed control module is used for controlling the output torque of the generator and the rotation speed of the engine to be in a descending trend when the pressure value of the intake manifold is the target pressure value;
the rotating speed acquisition module is used for acquiring the current output torque of the generator and the current rotating speed of the engine in real time in the process of reducing the output torque of the generator and the rotating speed of the engine;
and the crankshaft position adjusting module is used for adjusting the crankshaft position of the engine to a target crankshaft position according to the current output torque of the generator and the current rotating speed of the engine.
7. A hybrid electric vehicle is characterized by comprising an engine, a generator and a whole vehicle controller;
the whole vehicle controller is used for executing the control method of the parking crankshaft position of the hybrid electric vehicle according to any one of claims 1-5.
8. A computer readable storage medium storing computer instructions for causing a processor to execute the method for controlling the position of a parking crankshaft of a hybrid vehicle according to any one of claims 1-5.
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| CN116572925A (en) * | 2023-06-26 | 2023-08-11 | 中国第一汽车股份有限公司 | Engine crankshaft position adjusting method and device and hybrid vehicle |
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| JP2018154276A (en) * | 2017-03-21 | 2018-10-04 | 株式会社Ｓｕｂａｒｕ | Engine control device |
| CN114228697A (en) * | 2021-12-31 | 2022-03-25 | 中国第一汽车股份有限公司 | Engine stop control method and device, hybrid power vehicle and medium |
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| JP4529190B2 (en) * | 2008-08-08 | 2010-08-25 | 株式会社デンソー | Engine stop control device |
| CN104284821B (en) * | 2012-05-15 | 2017-03-08 | 丰田自动车株式会社 | The control device of motor vehicle driven by mixed power |
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| JP2018154276A (en) * | 2017-03-21 | 2018-10-04 | 株式会社Ｓｕｂａｒｕ | Engine control device |
| CN114228697A (en) * | 2021-12-31 | 2022-03-25 | 中国第一汽车股份有限公司 | Engine stop control method and device, hybrid power vehicle and medium |
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