CN103978973A - 一种双电机混合动力***全工况控制方法 - Google Patents

一种双电机混合动力***全工况控制方法 Download PDF

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CN103978973A
CN103978973A CN201410250105.2A CN201410250105A CN103978973A CN 103978973 A CN103978973 A CN 103978973A CN 201410250105 A CN201410250105 A CN 201410250105A CN 103978973 A CN103978973 A CN 103978973A
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double
gear
combustion engine
clutch
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CN103978973B (zh
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刘永刚
解庆波
闫忠良
秦大同
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Dongfeng Huashen Motor Co Ltd
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Chongqing University
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    • B60—VEHICLES IN GENERAL
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    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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Abstract

本发明提供了一种双电机混合动力***的全工况控制方法，可控制实现两个电机的并联驱动，从而降低了发动机的工作频率，可通过调节行星排的运动来调节发动机工作在最佳效率区，同时，可同时控制两个电机回收制动能量，提高了回收制动能量率。

Description

一种双电机混合动力***全工况控制方法
技术领域
本发明涉及属于电动汽车领域。
背景技术
目前，由于人们对环境保护以及能源有效合理利用的日益重视，具有高效、节能、环保车型的油电混合式双电机混合动力汽车因其具有电动车的低排放以及内燃机汽车的高比能量优点，已成为汽车行业的发展趋势。
现有的控制策略中，大多数以内燃机作为主体动力输出，无法保证内燃机一直工作在最佳效率区，整车燃油消耗仍不能达到最佳点。以及在制动回收功率时，尤其是采用单电机制动控制策略，当制动功率大于电机时必须让机械制动参与，浪费了能量，使回收制动能量利用率严重下降。
发明内容
本发明的目的是解决现有混合动力车辆处于被驱动状态时，不能保证内燃机工作在最佳效率区；以及在制动回收功率时，无法回收全部能量而发生能量浪费问题。
为实现本发明目的而采用的技术方案是这样的，一种双电机混合动力***全工况控制方法，其特征在于：包括一个安装在车辆上的双电机混合动力***；所述双电机混合动力***中包括内燃机、第一电机和第二电机；所述第一电机和第二电机发出的电储存于蓄电池中，所述蓄电池的电能又供第一电机和第二电机驱动车辆时使用；所述内燃机能够驱动车辆，也能够带动所述第一电机和第二电机发电；
所述车辆还安装有用于检测驱动功率、制动功率大小的传感器，以及检测所述蓄电池剩余电量的装置；
车辆被驱动时，根据检测到的驱动功率和蓄电池剩余电量决定双电机混合动力***处于以下五种工况之一：单电机驱动工况、双电机并联驱动工况、行车充电工况、内燃机单独驱动工况、内燃机与电机并联驱动工况；
车辆制动时，根据检测到的制动功率和蓄电池剩余电量决定双电机混合动力***处于一下两种工况之一：单电机回收制动能量、双电机联合回收制动能量。
本发明的技术效果是毋庸置疑的。该方法即为一种全工况控制策略，可实现内燃机与两个电机的配合，从而降低了内燃机的工作频率。同时，可同时控制两个电机回收制动能量，提高了回收制动能量率。
附图说明
图1为本发明提供的双电机混合动力***的结构图；
图2为本发明提供的动力控制方法的流程图；
图3为本发明的一个实施例中，双电机混合动力***的结构图。
图中：内燃机1、行星架2、齿圈3、第一电机转子4、二档主动齿轮5、第一传动轴6、一档主动齿轮7、双离合器8、第一离合器9、第二离合器10、第二电机转子11、第二电机定子12、动力输出齿轮13、输出齿轮14、一档从动齿轮15、二档从动齿轮16、第一电机定子17、太阳轮18、第二传动轴19。
具体实施方式
下面结合附图和实施例对本发明作进一步说明，但不应该理解为本发明上述主题范围仅限于下述实施例。在不脱离本发明上述技术思想的情况下，根据本领域普通技术知识和惯用手段，做出各种替换和变更，均应包括在本发明的保护范围内。
实施例1：
本实施例公开一种双电机混合动力***全工况控制方法
参见图1，包括一个安装在车辆上的双电机混合动力***。所述双电机混合动力***中包括内燃机、第一电机和第二电机。所述第一电机和第二电机发出的电储存于蓄电池中，所述蓄电池的电能又供第一电机和第二电机驱动车辆时使用。所述内燃机能够驱动车辆，也能够带动所述第一电机和第二电机发电。
所述车辆还安装有用于检测驱动功率、制动功率大小的传感器，以及检测所述蓄电池剩余电量的装置。
车辆被驱动时，根据检测到的驱动功率和蓄电池剩余电量决定双电机混合动力***处于以下五种工况之一：单电机驱动工况、双电机并联驱动工况、行车充电工况、内燃机单独驱动工况、内燃机与电机并联驱动工况。
车辆制动时，根据检测到的制动功率和蓄电池剩余电量决定双电机混合动力***处于一下两种工况之一：单电机回收制动能量、双电机联合回收制动能量。
更为具体地：参见图2，该图为双电机混合动力控制策略的流程图。
1)判断车辆所处的状态；若车辆处于于被驱动状态，则通过步骤2～4)控制；若车辆处于制动状态，则通过步骤5)控制。
2)车辆所需驱动功率小于第二电机功率，则分为2-1和2-2两种情况：
2-1)若蓄电池SOC＞30％，由第二电机单独驱动车辆。
2-2)若蓄电池SOC＜30％，内燃机点火启动以驱动车辆；此时：如果内燃机处于最佳效率区域，则内燃机还带动第一电机或第二电机发电；如果内燃机不处于最佳效率区域，则不发电。
3)车辆所需驱动功率大于第二电机功率，但小于第一电机和第二电机功率之和，则分为3-1和3-2两种情况：
3-1)若蓄电池SOC＞30％，由第一电机和第二电机联合驱动车辆。
3-2)若蓄电池SOC＜30％，内燃机点火启动以驱动车辆；此时：如果内燃机处于最佳效率区域，则内燃机还带动第一电机或第二电机发电；如果内燃机不处于最佳效率区域，则不发电。
4)车辆所需驱动功率大于第一电机和第二电机功率之和，则分为4-1和4-2两种情况：
4-1)若车辆所需驱动功率小于内燃机最佳效率区域的最大功率，又细分为4-1-1和4-1-2两种情况：
4-1-1)如果蓄电池SOC＝100％，由内燃机点火启动以驱动车辆，不发电；
4-1-2)如果蓄电池SOC＜100％，内燃机点火启动以驱动车辆；此时：如果内燃机处于最佳效率区域，则内燃机还带动第一电机或第二电机发电；如果内燃机不处于最佳效率区域，则不发电。
4-2)若车辆所需驱动功率大于内燃机最佳效率区域的最大功率，又细分为4-2-1和4-2-2两种情况：
4-2-1)若蓄电池SOC＞30％，由内燃机点火启动以驱动车辆；优选地，此时：如果内燃机处于最佳效率区域，则内燃机与第二电机联合驱动车辆；如果内燃机不处于最佳效率区域，通过反馈调节发动机与第二电机的功率分配，以使其工作在最佳效率区。
4-2-2)若蓄电池SOC＜30％，内燃机与第二电机联合驱动车辆，内燃机还带动第一电机发电。
5)若所需要的制动力大于第二电机的最大功率，则第一电机和第二电机联合回收制动能量，
若所需要的制动力小于第二电机的最大功率，则第二电机单独回收制动能量。
实施例2：
参见图3，本实施例公开一种具体的双电机混合动力***。
该***包括内燃机1、行星齿轮***、第一电机、第二电机和双离合器8。
所述行星齿轮***包括行星架2、若干个行星齿轮、齿圈3和太阳轮18。所述内燃机1的输出轴连接行星架2，所述内燃机1工作时可以带动行星架2转动，进而带动车辆运动，也可以带动第一电机和/或第二电机旋转发电，所述第一电机和第二电机发出的电储存于蓄电池中，所述蓄电池的电能又供第一电机和第二电机的转子旋转做功时使用。所述第一电机的转子(即第一电机转子4)连接所述齿圈3。本实施例中，所述齿圈3具有内齿和外齿。所述齿圈3的内齿与行星齿轮啮合。所述齿圈3的外齿与安装在所述第一电机转子4上的齿轮啮合。由于所述齿圈3具有外齿，齿圈3相当于也是一个齿轮。因此，所述第一电机转子4与齿圈3之间是依靠齿轮传动。
所述太阳轮18连接所述传动轴6的一端，所述传动轴6的另一端连接所述双离合器8的输入盘。即所述太阳轮18与双离合器8的输入盘是通过传动轴6来传动的。所述第二电机的转子(即第二电机转子11)连接所述双离合器8的输入盘，即第二电机工作时，第二电机转子11可以带动双离合器8的输入盘旋转，而双离合器8的输入盘也可以带动第二电机转子11旋转，使得第二电机发电。
所述双离合器8的第一离合器9的输出端(与第一离合器9连接的输入轴上)安装一档主动齿轮7，所述双离合器8的第二离合器10的输出端(与第二离合器10连接的输入轴上)安装二档主动齿轮5。
所述一档主动齿轮7与一档从动齿轮15啮合。所述二档主动齿轮5与二档从动齿轮16啮合。所述一档从动齿轮15和二档从动齿轮16安装在同一根动力输出轴上。所述动力输出轴上还安装有动力输出齿轮13。
1)判断车辆所处的状态；若车辆处于于被驱动状态，则通过步骤2～4)控制；若车辆处于制动状态，则通过步骤5)控制。
2)车辆所需驱动功率小于第二电机功率，则分为2-1和2-2两种情况：
2-1)若蓄电池SOC＞30％，由第二电机单独驱动车辆。内燃机1不工作，双离合传动装置第一离合器9和第二离合器10中的一个结合、另一个分离。由第二电机带动双离合器的输入盘旋转，驱动车辆。第一电机处于无扭矩旋转。
2-2)若蓄电池SOC＜30％，内燃机点火启动以驱动车辆；此时：如果内燃机处于最佳效率区域，第一离合器9和第二离合器10中的一个结合、另一个分离，由内燃机1带动第一电机发电，内燃机1驱动车辆行驶。如果内燃机不处于最佳效率区域，内燃机1驱动车辆行驶，不发电。
3)车辆所需驱动功率大于第二电机功率，但小于第一电机和第二电机功率之和，则分为3-1和3-2两种情况：
3-1)若蓄电池SOC＞30％，由第一电机和第二电机联合驱动车辆。即内燃机1不工作，双离合传动装置第一离合器9与第二离合器10中的一个结合、另一个分离。由第一电机和第二电机工作，带动双离合器的输入盘旋转，驱动车辆。
3-2)若蓄电池SOC＜30％，内燃机点火启动以驱动车辆，第一离合器9和第二离合器10中的一个结合、另一个分离。此时：如果内燃机处于最佳效率区域，则内燃机还带动第一电机发电；如果内燃机不处于最佳效率区域，则不发电。
4)车辆所需驱动功率大于第一电机和第二电机功率之和，则分为4-1和4-2两种情况：
4-1)若车辆所需驱动功率小于内燃机最佳效率区域的最大功率，又细分为4-1-1和4-1-2两种情况：
4-1-1)如果蓄电池SOC＝100％，由内燃机点火启动以驱动车辆，不发电；，第一离合器9和第二离合器10中的一个结合、另一个分离(一般情况下，此时挂一挡)。
4-1-2)如果蓄电池SOC＜100％，内燃机点火启动以驱动车辆；此时：如果内燃机处于最佳效率区域，则内燃机还带动第一电机或第二电机发电；如果内燃机不处于最佳效率区域，则不发电。
4-2)若车辆所需驱动功率大于内燃机最佳效率区域的最大功率，又细分为4-2-1和4-2-2两种情况：
4-2-1)若蓄电池SOC＞30％，由内燃机点火启动以驱动车辆；优选地，此时：如果内燃机处于最佳效率区域，则内燃机与第二电机联合驱动车辆；如果内燃机不处于最佳效率区域，通过反馈调节发动机与第二电机的功率分配，以使其工作在最佳效率区。
4-2-2)若蓄电池SOC＜30％，内燃机与第二电机联合驱动车辆，内燃机还带动第一电机发电。
5)若所需要的制动力大于第二电机的最大功率，则第一电机和第二电机联合回收制动能量，即双离合装置第二离合器10结合，第一离合器9分离，内燃机1不动，第二电机和第一电机发电，回收制动能量；
若所需要的制动力小于第二电机的最大功率，则第二电机单独回收制动能量，即双离合装置第二离合器10结合，第一离合器9分离，第一电机处于无扭矩的旋转，内燃机1不动，第二电机发电，回收制动能量。

Claims (2)

1.一种双电机混合动力***全工况控制方法，其特征在于：包括一个安装在车辆上的双电机混合动力***；所述双电机混合动力***中包括内燃机、第一电机和第二电机；所述第一电机和第二电机发出的电储存于蓄电池中，所述蓄电池的电能又供第一电机和第二电机驱动车辆时使用；所述内燃机能够驱动车辆，也能够带动所述第一电机和第二电机发电；
所述车辆还安装有用于检测驱动功率、制动功率大小的传感器，以及检测所述蓄电池剩余电量的装置；
车辆被驱动时，根据检测到的驱动功率和蓄电池剩余电量决定双电机混合动力***处于以下五种工况之一：单电机驱动工况、双电机并联驱动工况、行车充电工况、内燃机单独驱动工况、内燃机与电机并联驱动工况；
车辆制动时，根据检测到的制动功率和蓄电池剩余电量决定双电机混合动力***处于一下两种工况之一：单电机回收制动能量、双电机联合回收制动能量。
2.根据权利要求1所述的一种双电机混合动力***全工况控制方法，其特征在于：
所述双电机混合动力***包括内燃机(1)、行星齿轮***、第一电机、第二电机和双离合器(8)；所述行星齿轮***包括行星架(2)、行星齿轮、齿圈(3)和太阳轮(18)；所述内燃机(1)的输出轴连接行星架(2)；所述第一电机的转子连接所述齿圈(3)；所述太阳轮(18)连接所述传动轴(6)的一端，所述传动轴(6)的另一端连接所述双离合器(8)的输入盘；所述第二电机的转子连接所述双离合器(8)的输入盘；所述双离合器(8)的第一离合器(9)的输出端安装一档主动齿轮(7)，所述双离合器(8)的第二离合器(10)的输出端安装二档主动齿轮(5)；所述一档主动齿轮(7)与一档从动齿轮(15)啮合；所述二档主动齿轮(5)与二档从动齿轮(16)啮合；所述一档从动齿轮(15)和二档从动齿轮(16)安装在动力输出轴上。
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