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.
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.
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