阅读说明：本技术 混合动力汽车油门踏板信号处理方法 (Signal processing method for accelerator pedal of hybrid electric vehicle ) 是由 胡振 于 2019-08-07 设计创作，主要内容包括：本发明涉及一种混合动力汽车油门踏板信号处理方法,包括：检测车辆油门踏板信号、车辆工作模式以及车辆驾驶模式；基于所述车辆油门踏板信号和所述车辆工作模式获取第一修正系数、基于所述车辆油门踏板信号和所述车辆驾驶模式获取第二修正系数；基于所述第一修正系数和所述第二修正系数对所述车辆油门踏板信号进行修正。本发明将为在不同工作模式和驾驶模式的混合动力车辆扭矩协调控制提供重要参考,也有助于满足驾驶员对整车的经济性和动力性要求。(The invention relates to a signal processing method for an accelerator pedal of a hybrid electric vehicle, which comprises the following steps: detecting a vehicle accelerator pedal signal, a vehicle working mode and a vehicle driving mode; acquiring a first correction coefficient based on the vehicle accelerator pedal signal and the vehicle working mode, and acquiring a second correction coefficient based on the vehicle accelerator pedal signal and the vehicle driving mode; and correcting the vehicle accelerator pedal signal based on the first correction coefficient and the second correction coefficient. The invention provides an important reference for the hybrid vehicle torque coordination control in different working modes and driving modes, and is also helpful for meeting the requirements of the driver on the economy and the dynamic performance of the whole vehicle.)

1. A method of processing a signal of an accelerator pedal of a hybrid vehicle including an internal combustion engine and a motor and having different operation modes and driving modes, the method comprising:

detecting a vehicle accelerator pedal signal, a vehicle working mode and a vehicle driving mode;

acquiring a first correction coefficient based on the vehicle accelerator pedal signal and the vehicle working mode, and acquiring a second correction coefficient based on the vehicle accelerator pedal signal and the vehicle driving mode;

and correcting the vehicle accelerator pedal signal based on the first correction coefficient and the second correction coefficient.

2. The method for processing the accelerator pedal signal of the hybrid electric vehicle according to claim 1, wherein the correction of the vehicle accelerator pedal signal based on the first correction coefficient and the second correction coefficient is a correction of the accelerator pedal signal according to the following algorithm:

the corrected accelerator pedal signal is the original accelerator pedal signal × the first correction coefficient × the second correction coefficient.

3. The method as claimed in claim 1, wherein when the operating mode or the driving mode is changed to change the corresponding correction coefficient, the correction coefficient is smoothed.

4. The method for processing the accelerator pedal signal of the hybrid electric vehicle as claimed in claim 3, wherein the step of smoothing the correction coefficient comprises the following steps:

1) giving the correction coefficient before switching to the correction coefficient at the current moment as an initial value of the correction coefficient at the current moment;

2) the correction coefficient after switching is differed with the correction coefficient at the current moment, and a weight coefficient is obtained according to the difference;

3) calculating a correction coefficient at the next moment according to the weight coefficient;

4) and repeating the steps 2) and 3) until the switching is completed.

5. The method for processing the accelerator pedal signal of the hybrid electric vehicle as claimed in claim 4, wherein the correction coefficient before switching is obtained according to the operation mode before switching, the correction coefficient after switching is obtained according to the operation mode after switching, and the correction coefficient at the next moment is obtained according to the weight coefficient.

6. The method for processing the accelerator pedal signal of the hybrid electric vehicle according to claim 5, wherein the method for calculating the correction coefficient at the current time based on the weight coefficient comprises:

the correction coefficient at the next time is equal to the weight coefficient × the correction coefficient at the current time + (1-weight coefficient) × the correction coefficient after switching.

7. The hybrid vehicle accelerator pedal signal processing method according to any one of claims 1 to 6, wherein the detection of the vehicle accelerator pedal signal is performed by an angle sensor or a displacement sensor.

8. The signal processing method for the accelerator pedal of the hybrid electric vehicle as claimed in any one of claims 1 to 6, wherein the vehicle operation modes comprise an electric-only mode, a hybrid mode and an internal combustion engine mode.

9. The hybrid vehicle accelerator pedal signal processing method according to any one of claims 1 to 6, wherein the internal combustion engine mode includes an internal combustion engine driving mode and an internal combustion engine charging mode; in the engine drive mode, the engine provides only the power for vehicle travel, while in the engine charge mode, the engine charges the power battery of the vehicle in addition to providing the power for vehicle travel.

10. The signal processing method of an accelerator pedal of a hybrid vehicle according to any one of claims 1 to 6, wherein the vehicle operation mode is obtained by detecting the operation states of the electric motor and the internal combustion engine.

Technical Field

The invention relates to the field of automobiles, in particular to a method for processing an accelerator pedal signal of a hybrid electric vehicle.

Background

New energy automobiles have become the development direction of automobile industry structure adjustment and transformation. New energy vehicles are generally classified into pure electric vehicles, hybrid electric vehicles, and fuel cell electric vehicles. As a transitional product for converting a traditional vehicle into a pure electric vehicle, a hybrid electric vehicle has become an important product type for various large vehicle enterprises to meet increasingly strict fuel consumption and emission regulations and improve product competitiveness.

The hybrid vehicle has a plurality of operation modes, and can be switched between the various operation modes as needed. Generally, a hybrid electric vehicle operates in a pure electric mode at a low speed to utilize the excellent characteristics of a low-speed and high-torque motor; with the gradual provision of the vehicle speed, when the engine can work at the rotation speed with higher fuel economy, the engine starts to work, and the vehicle is in a hybrid power mode; when cruising at high speeds, the vehicle is in engine mode, with only the engine operating. Further, the engine charges the battery according to the SOC of the battery, and the vehicle also charges the battery by recovering braking energy when braking. The electric machine and the internal combustion engine can also work together to provide higher torque when climbing a hill or accelerating sharply.

Furthermore, different driving modes have been provided on conventional vehicles. Such as comfort mode, economy mode, sport mode, snow mode, etc.

Hybrid vehicles employ a torque control based management strategy under which a driver's accelerator pedal signal is converted into a desired torque signal. Therefore, under different working modes and driving modes, the signal of the accelerator pedal needs to be processed so as to meet the requirements of the driver on the economy and the dynamic performance of the whole vehicle.

Compared with the conventional fuel vehicle, the hybrid vehicle needs to consider the operation mode in addition to the driving mode. Therefore, in order to make the response of the vehicle better meet the driver's expectations, a method of processing an accelerator pedal signal of a hybrid vehicle is required.

Disclosure of Invention

The invention discloses a method for processing an accelerator pedal signal of a hybrid electric vehicle, which aims to meet the requirements of a driver on vehicle performance, particularly economy and dynamic performance under different working modes and driving modes.

Specifically, the present invention includes the following technical solutions.

A method of signal processing of an accelerator pedal of a hybrid vehicle including an internal combustion engine and a motor and having different operation modes and driving modes, the method comprising:

detecting a vehicle accelerator pedal signal, a vehicle working mode and a vehicle driving mode;

acquiring a first correction coefficient based on the vehicle accelerator pedal signal and the vehicle working mode, and acquiring a second correction coefficient based on the vehicle accelerator pedal signal and the vehicle driving mode;

and correcting the vehicle accelerator pedal signal based on the first correction coefficient and the second correction coefficient.

As an aspect of the present invention, the correction of the vehicle accelerator pedal signal based on the first correction coefficient and the second correction coefficient is correction of an accelerator pedal signal according to the following algorithm:

the corrected accelerator pedal signal is the original accelerator pedal signal × the first correction coefficient × the second correction coefficient.

As an aspect of the present invention, when the operation mode or the driving mode is changed to change the corresponding correction coefficient, the correction coefficient is smoothed.

Further, the specific steps of smoothing the correction coefficient are as follows:

1) giving the correction coefficient before switching to the correction coefficient at the current moment as an initial value of the correction coefficient at the current moment;

2) the correction coefficient after switching is differed with the correction coefficient at the current moment, and a weight coefficient is obtained according to the difference;

3) calculating a correction coefficient at the next moment according to the weight coefficient;

4) and repeating the steps 2) and 3) until the switching is completed.

The correction coefficient before switching is obtained according to the working mode before switching, the correction coefficient after switching is obtained according to the working mode after switching, and the correction coefficient at the next moment is obtained according to the weight coefficient;

the calculation method for calculating the correction coefficient of the current time according to the weight coefficient comprises the following steps:

the correction coefficient at the next time is the weight coefficient + at the present time (1-weight coefficient).

As one aspect of the present invention, the detecting of the vehicle accelerator pedal signal is performed by an angle sensor or a displacement sensor.

As one aspect of the invention, the vehicle operating modes include an electric-only mode, a hybrid mode, and an internal combustion engine mode.

As an aspect of the present invention, the engine mode includes an engine driving mode and an engine charging mode; in the engine drive mode, the engine provides only the power for vehicle travel, while in the engine charge mode, the engine charges the power battery of the vehicle in addition to providing the power for vehicle travel.

As one aspect of the invention, the vehicle operation mode is obtained by detecting the operation states of the electric motor and the internal combustion engine.

The invention provides an important reference for the hybrid vehicle torque coordination control in different working modes and driving modes, and is also helpful for meeting the requirements of the driver on the economy and the dynamic performance of the whole vehicle.

Drawings

Exemplary embodiments of the invention are described with reference to the accompanying drawings, in which:

FIG. 1 is a flow chart of an accelerator pedal signal processing method of the present invention.

FIG. 2 is a schematic illustration of an accelerator pedal signal modification based on operating mode.

FIG. 3 is a schematic illustration of accelerator pedal signal modification based on driving patterns.

Fig. 4 is a flowchart of smoothing processing for a correction coefficient according to the present invention.

Fig. 5 is a schematic diagram illustrating switching to realize the smoothing processing of the correction coefficient with respect to the driving mode.

Fig. 6 is a schematic diagram showing switching to realize smoothing processing of the correction coefficient for the operation mode.

Detailed Description

The solution according to the invention will be described below by means of specific embodiments with reference to the attached drawings. The exemplary embodiments, however, may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art.

Referring to fig. 1, the main considerations for the accelerator pedal signal processing method of the present invention are the operating mode of the vehicle, the driving mode, and the accelerator pedal signal. Firstly, detecting the working mode of a vehicle; specifically, the operating modes of the vehicle may include an electric-only mode, a hybrid mode, an internal combustion engine mode, and the like. The internal combustion engine mode can be divided into an internal combustion engine driving mode and an internal combustion engine charging mode; in the engine drive mode, the engine provides only the power for vehicle travel, while in the engine charge mode, the engine charges the power battery of the vehicle in addition to providing the power for vehicle travel.

As an example, the detection of the vehicle operation mode may be obtained by detecting parameters of the operating states of the electric motor and the internal combustion engine, such as the rotational speed, in conjunction with the flow of power, such as whether the battery is charged or not.

Subsequently, a vehicle accelerator pedal signal is detected. Generally, the throttle pedal signal may include a throttle depth signal. The signal can be measured by an angle sensor or a displacement sensor.

After the vehicle working mode and the accelerator pedal signal are detected, the first correction coefficient can be obtained. Here, the acquisition of the first correction coefficient will be described with reference to fig. 2.

Referring to FIG. 2, throttle pedal signal modification based on operating mode is shown. In general, the driver's intention is considered by the operation of the accelerator pedal by the driver, and the corresponding vehicle torque is set according to the accelerator pedal depth. In the case of a hybrid vehicle, the torque is composed of the sum of the torque supplied from the internal combustion engine and the torque supplied from the electric motor. Considering that the maximum vehicle torque capacity of the hybrid vehicle is different in different working modes, the depth of the same accelerator pedal of a driver is converted into the expected torque in different working modes; it is further contemplated that the driver's different accelerator pedal depths may be converted to expected torques in the same operating mode. Thus, as shown in FIG. 2, the operating mode and the original accelerator pedal signal are taken as inputs and the accelerator pedal signal first correction factor is taken as an output, the accelerator pedal signal first correction factor being a function of the operating mode and the original accelerator pedal signal.

Concretely, the first correction coefficient of the accelerator pedal signal is k_iWhen the working mode is represented by W, the accelerator pedal depth is represented by alpha, k_iF (W, α). Specifically, i may be represented by a specific operation mode, i ═ E (Electric only mode), i ═ H (Hybrid), i ═ IC (Internal Combustion engine mode).

As a specific implementation mode, the functional relation can be set in a calibration table form, so that the correction of the accelerator pedal signal based on the working mode is realized.

Referring to fig. 1, after the first correction coefficient is acquired, the next step starts to be performed to detect the driving mode of the vehicle. The acquisition of the driving mode may be performed by detection of a driving mode switch on the vehicle.

Further, the acquisition of the second correction coefficient is explained with reference to fig. 3. For providing different driving modes of the vehicle, considering that the output torque capacity of the hybrid vehicle is required to be different under the different driving modes, the depth of the same accelerator pedal of a driver is converted into expected torque under the different driving modes is different; it is further contemplated that the driver's different accelerator pedal depths may be converted to expected torques in the same driving mode. Thus, as shown in FIG. 3, the driving mode and the original accelerator pedal signal are taken as inputs, the accelerator pedal signal second correction factor is taken as an output,

concretely, the second correction coefficient of the accelerator pedal signal is k_jWhen the driving mode is represented by D and the accelerator pedal depth is represented by alpha, k is_jF (D, α). Specifically, j may be represented by a specific operation mode, i.e., j ═ E (economy mode), j ═ S (sport mode), and the like.

As a specific embodiment, the functional relationship may be set in the form of a calibration table, so as to implement driving mode-based correction of the accelerator pedal signal.

Referring to fig. 1, after the first correction coefficient and the second correction coefficient are acquired, a corrected accelerator pedal signal is calculated. Specifically, the accelerator pedal signal is modified according to the following algorithm:

the corrected accelerator pedal signal is the original accelerator pedal signal multiplied by the first correction coefficient multiplied by the second correction coefficient.

Through the method, an important basis can be provided for hybrid vehicle torque coordination control in different working modes and driving modes.

Of course, fig. 1 is merely an exemplary illustration of the method of the present invention, and is not a strict step limitation of the present invention. For example, the vehicle accelerator pedal signal may be detected first, and then the vehicle operating mode may be detected, or both may be detected. Similarly, the driving mode of the vehicle may be detected first and then the operating mode of the vehicle may be detected, or both may be detected.

Considering that when the working mode or the driving mode is changed, the corresponding correction coefficient is changed, and the difference between the correction coefficient before the change and the correction coefficient after the change is possibly large, the sudden change of the correction coefficient is caused, and the smooth running of the vehicle is not facilitated. Therefore, as another important improvement of the present invention, a smoothing process for the correction coefficient is also proposed.

Referring to fig. 4, a flow chart of the smoothing process for the correction coefficient of the present invention is shown. When the driving mode or the working mode is not switched, the switching mark is not activated, the correction coefficient is not changed at the moment, and the smoothing processing is not needed. If the mode switching occurs, the switching mark is activated, and at the moment, the correction coefficient is recalculated according to the weight coefficient; if the switching is not finished, namely the correction coefficient still does not reach the correction coefficient corresponding to the driving mode or the working mode after the switching, the switching is continued, and if the switching is finished, the whole process is finished.

Fig. 5 and 6 specifically show switching diagrams for implementing the smoothing process of the correction coefficient for the driving mode and the operating mode. Taking FIG. 5 as an example, if the driving mode and the accelerator pedal depth are not changed, at t₀When the pure electric mode is switched to the hybrid mode, the correction coefficient should be changed from the correction coefficient corresponding to the pure electric mode to the correction coefficient corresponding to the hybrid mode, and if the pure electric mode is switched directly, the mutation of the correction coefficient occurs. To avoid this sudden change, it is smoothed. The method comprises the following specific steps:

1) the correction coefficient before switching (K in FIG. 5)_E[0]) Giving the correction coefficient of the current time as an initial value of the correction coefficient of the current time;

2) the correction coefficient after switching (K in FIG. 5)_H[2]) Making a difference with the correction coefficient of the current moment, and acquiring a weight coefficient according to the difference;

3) calculating a correction coefficient at the next moment according to the weight coefficient;

4) repeating steps 2) and 3) until the switching is completed, i.e. the correction factor at the next moment is equal to the correction factor after the switching (K in fig. 5)_r[2]＝K_H[2])。

The correction coefficient before switching is obtained according to the working mode before switching, the correction coefficient after switching is obtained according to the working mode after switching, and the correction coefficient at the next moment is obtained according to the weight coefficient. The calculation method for calculating the correction coefficient of the current time according to the weight coefficient comprises the following steps:

the correction coefficient at the next time is equal to the weight coefficient × the correction coefficient at the current time + (1-weight coefficient) × the correction coefficient after switching.

The switching process shown in fig. 6 is the same as the principle of fig. 5, except that fig. 6 shows the switching of the driving mode, and fig. 5 shows the switching of the operating mode.

The foregoing description is only exemplary of the principles and spirit of the invention. It will be appreciated by those skilled in the art that changes may be made in the described examples without departing from the principles and spirit thereof, and that such changes are contemplated by the inventors and are within the scope of the invention as defined in the appended claims.