Aiming to address the issue of traction torque arbitration in hybrid transmission vehicles during rapid acceleration and deceleration, a comprehensive analysis is conducted on the impact of different conditions on cruise condition. This paper analyzes the criteria for activating cruise mode, as well as introduces the state machine for cruise control. The calculation of torque requirements for cruise control is then presented, along with the introduction of traction torque coordination modules to mitigate drivability issues during cruise condition. This is followed by optimized calibration and comparative real-world vehicle testing. The test results demonstrate that this calibration method effectively resolves the challenge of excessive drivability performance in acceleration and deceleration, with real-world testing showing actual vehicle speed can rapidly catch up to the set cruise speed, significantly enhancing drivability. The optimization process can increase the time it takes for the actual speed to reach the set speed by 14.2%, and reduce acceleration oscillation to within 4m/s2 by 20%.
To address the issue of complex launch processes in hybrid transmission vehicles during race launches, a design was developed to evaluate the conditions for launch control. The design also includes the control flow design for launch control, which consists of five phases: C0 clutch control, motor control, and drivetrain mode control in the VCU and PCM during specific phases. Ultimately, real vehicle testing has demonstrated that the designed control flow can ensure torque demand from the driver, thereby enhancing driving performance and reliability of the vehicle.
Aiming to address the issue of elevated torque distribution in hybrid transmission vehicles during rapid acceleration and deceleration, a comprehensive analysis is conducted on the impact of different conditions on torque distribution. This paper analyzes the estimation of front axle torque and engine torque in the process of acceleration, as well as the primary factors influencing their distribution. Various calibration strategies are introduced to mitigate drivability issues during high-torque acceleration, followed by optimized calibration and comparative real-world vehicle testing. The test results demonstrate that this calibration method effectively resolves the challenge of excessive drivability performance in acceleration and deceleration, with real-world testing showing vehicle acceleration during the process to be less than 5 m/s², significantly enhancing drivability.
Taking into account the structural characteristics of the dual-motor hybrid powertrain, in the city low-speed operating condition, the vehicle's drive mode during the creeping operation, in order to ensure a smooth and fast vehicle creeping, a highly efficient creeping control method needs to be developed to achieve fast vehicle creeping control. The method was proposed for achieving creep control in a dual-motor hybrid vehicle configuration through power source coordination, following an analysis of the vehicle's configuration. The creep process was segmented into several parts: primary creep force, brake adjustment, and creep force rate control. Real-vehicle testing validated the effectiveness of the control method, with results indicating that during the 6-second creep process, acceleration remained below 1 m/s2 and no power fluctuation occurred throughout the entire switching process.
The research significance of this paper lies in the design of a guiding current for entering the ASC, aiming to prevent overcurrent phenomena during entry. This paper introduces a technique for implementing the active short-circuit function of the electric drive system's software request guidance current control, based on the functional safety considerations of new energy vehicle electric drive systems. The research methodology employs a comparative testing approach, conducting separate experiments to examine the effects of diverting current away from the ASC and directing it into the ASC. Through algorithmic optimization, the amplitude of the id current has been gracefully diminished from 600A to 440A, while the iq current's amplitude has been elegantly reduced from 200A to 100A upon entering ASC mode. The practicality of the proposed control algorithm was confirmed through in-vehicle testing.
In recent years, with the implementation of sustainable development policies and the rapid advancement of science and technology in China, new energy vehicles have garnered widespread attention, leading to a continuous expansion of the market size. At present, there could be shortcomings in the motor and battery control technology of new energy vehicles when being used, which has a significant impact on the effectiveness of motor drive control and is harmful to the safe and stable operation of the vehicle. This paper delves into discussing various types of faults in hybrid control technology for new energy vehicles and proposes fault handling strategies for motor drive control technology in order to facilitate effective motor drive control for new energy vehicles.
In order to tackle the issue of increased clutch surface temperature in hybrid transmission vehicles during heavy load acceleration, a thorough analysis was carried out to examine the impact of acceleration stages on temperature rise. This study investigates the reasons behind excessive heat generation in the clutch during high torque acceleration, as well as the primary factors influencing slip work production. Several calibration strategies are proposed to address overheating problems during high torque acceleration, and optimized calibration along with real-world vehicle testing are also performed for comparison. The results of the tests show that this calibration approach effectively demonstrate a 78.3% improvement in max C0 clutch temperature during transition, ultimately leading to enhanced drivability.
In order to address the issue of motor temperature in hybrid transmission vehicles during uphill acceleration with a heavy load, we conducted a comprehensive analysis on the impact of acceleration on motor temperature rise. Firstly, this study investigates the causes of excessive heat generation in the motor under high torque load, as well as the primary factors contributing to heat production. Secondly, we implemented various calibration strategies to mitigate overheating issues during high torque acceleration. Finally, optimized calibration and real-world vehicle testing were performed for comparison. The test results demonstrate that this calibration method effectively resolves the problem of excessive thermal load during heavy load uphill conditions while also enhancing drivability.
KEYWORDS: Batteries, Control systems, Vehicle control, Switches, Hybrid vehicles, Field effect transistors, Switching, Detection and tracking algorithms, Transformers, Sun
The boost voltage strategy of the hybrid system is based on the boost mode management, the boost target voltage decision, and the boost PI control. The specific contents are as below: boost mode control. The boost mode includes the initial mode, normal mode, shutdown mode, and fault mode. The boost converter is controlled by a variable voltage depending on the operating state of the motor and generator. The main loss of the motor system has the following four categories: motor loss, inverter loss, booster IGBT loss, and boost inductor loss. All of the above losses are voltage-dependent. The system loss can be reduced by the optimized voltage. To improve the overall performance of the voltage control strategy, the voltage control strategy of the boost converter is dynamically adjusted. The busbar voltage is optimized by feeding back the motor running state and transmitting it to the converter in real time. The vehicle results are conducted, and the power at 6500 rpm is increased by approximately 117% (from 71 kW to 155 kW) when the voltage is boosted from 250 V to 450 V. The acceleration performance of the high-speed is enhanced, and the dynamic performance of the vehicle is improved.
The anti-slip strategy of the P2.5 hybrid system is based on the anti-slip condition determination, the anti-slip torque limit control and anti-slip torque filter control and the clutch coordination. The specific contents are as below: The anti-slip condition determination. The maximum allowable requested torque limit is calculated in advance according to the current ambient temperature, slope, steering angle, speed and other conditions for anti-slip feedforward control, so as to avoid the vehicle slip on the low adhesion road surface. The anti-slip torque limit control. When the body stability system works normally, the anti-slip control is handed over to the body stability system for control. When the body stability system is not working properly, the vehicle controller performs closed-loop control according to the slip error. According to the speed difference between the front wheel and the rear wheel, the acceleration of the left front wheel and the right front wheel, the anti-slip grades are judged and the anti-slip torque is limited based on the difference between the target speed of the output shaft and the actual speed of the actual output shaft and the change rate. The anti-slip torque filter control. In order to rapidly reduce the wheel end driving force to suppress the slip, the torque filtering speed is fast enough to meet the requirements, and the torque filtering at this time needs to be distinguished from the torque filtering at normal times. In order to avoid the frequent jump of the torque filter coefficient caused by anti-slip, the torque filter coefficient calculated by anti-slip is used only when the requested torque and anti-slip torque limit are greater than the threshold. The vehicle results are conducted and show that the anti-slip control strategy can meet the request of the driver and the good drivability performance can be achieved.
Due to the high economy and drivability performance objectives, the dual-drive hybrid system which has two motors is developed. In the diverse conditions, the drive modes which are on account of the engine status, the requested driver torque and power, C0 status are presented. The unique challenge of the dual-drive hybrid system is drive modes transition. Specifically, the path transition from the electric mode control to parallel mode control in the acceleration and from parallel mode to electric mode in the brake acceleration. The drive mode control process is divided into five control phases. Finally, tests are successfully performed in the real vehicles to prove that the drivability performance are greatly improved and the innovative control strategy is also demonstrated.
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