CN111845318A - Control method of extended-range driving system - Google Patents

Control method of extended-range driving system Download PDF

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Publication number
CN111845318A
CN111845318A CN201910353392.2A CN201910353392A CN111845318A CN 111845318 A CN111845318 A CN 111845318A CN 201910353392 A CN201910353392 A CN 201910353392A CN 111845318 A CN111845318 A CN 111845318A
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driving
vehicle
battery
engine
controller
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CN111845318B (en
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柴旭
郑闽皖
钟辰宇
钱骏
叶佳全
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Shanghai Automobile Gear Works
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Shanghai Automobile Gear Works
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A control method of a range-extended driving system comprises the steps that torque required by a controller is calculated in advance, output parameters of a vehicle controller are determined, the vehicle controller determines the most appropriate working mode of a vehicle through real-time vehicle condition information and vehicle attributes acquired by a vehicle condition sensor, and outputs a driving mode instruction and a driving torque instruction to a driving device and a power generation device, so that the working condition of the range-extended driving system is optimal; the working modes comprise: the system comprises a pure electric drive working mode, a driving charging working mode and a parking charging working mode. The invention conforms to the latest definition of the extended range electric vehicle, adopts two arrangement modes of integrating and separating the driving device and the generating device, effectively solves the problem of insufficient arrangement space of the whole vehicle and also reduces the cost of the whole vehicle. An acceleration mechanism is added between the engine and the generator, and the charging efficiency and the endurance mileage of the whole vehicle are improved through a controller.

Description

Control method of extended-range driving system
Technical Field
The invention relates to the technology in the field of electric automobiles, in particular to a control method of an extended-range driving system.
Background
The new energy automobile is increasingly paid attention from all countries in the world as an important vehicle meeting the requirements of environment and energy. At present, most of domestic new energy extended-range electric automobile driving systems are changed on a traditional automatic transmission, and a driving motor and a generating motor are respectively provided with a corresponding reduction gearbox, so that the problems of high cost, large arrangement size, reduction of efficiency and NVH (noise, vibration and harshness) performance caused by complex mechanical structures and the like exist. In addition, the engine power source of most extended range electric motors is connected with the wheels, and can directly participate in the driving of the whole vehicle, which does not conform to the latest definition of the extended range electric vehicle. Although various factors influencing mode switching can be comprehensively considered in a common extended range electric vehicle driving system and a control strategy thereof at the present stage, most strategies are established aiming at a structure in which an engine participates in driving, and the efficiency of the engine for charging a motor is rarely considered, so that the control strategy is not complete and needs to be further researched and improved.
Disclosure of Invention
Aiming at the defects of large arrangement size and low efficiency and NVH (noise, vibration and harshness) performance caused by complex mechanical structure in the prior art, the invention provides a control method of an extended-range driving system, which improves the charging efficiency of a whole vehicle and increases the endurance mileage of the whole vehicle.
The invention is realized by the following technical scheme:
the invention pre-calculates the torque required by the controller and determines the output parameters of the vehicle controller, the vehicle controller determines the most appropriate working mode of the vehicle through the real-time vehicle condition information and the vehicle attribute acquired by the vehicle condition sensor, and outputs the driving mode command and the driving torque command to the driving device and the power generation device, so that the working condition of the extended range driving system is optimal.
The extended range driving system comprises: controller, vehicle condition sensor, drive arrangement and power generation facility, wherein: the controller is respectively connected with the vehicle condition sensor, the driving device and the power generation device.
The power generation device comprises: engine, speed increasing mechanism and generator, wherein: the engine is connected with the speed increasing mechanism through the clutch, and an output shaft of the speed increasing mechanism is connected with the generator.
The driving device comprises: reduction gears and driving motor, wherein: the input shaft of the speed reducing mechanism is connected with the driving motor.
The torque comprises the following steps: the driving method comprises the following steps of driving a whole vehicle to obtain a required target torque, a driving motor output torque in a driving mode, a driving motor output torque and an engine output torque in a driving charging mode, and an engine output torque in a parking charging mode, wherein: target torque T required by driving of whole vehiclenF (α, v), α being the accelerator opening of the vehicle (0-100%), v being the vehicle speed, f being a two-dimensional difference function with respect to the accelerator opening α and the vehicle speed v; output torque of drive motor in drive mode
Figure BDA0002044664060000011
η1For efficiency of the drive motor, i1The transmission ratio from the input shaft of the speed reducing mechanism to the differential mechanism; driving motor output torque under driving charging mode
Figure BDA0002044664060000021
Engine output torque Te＝g(α，neSOC), generator charging torque T2＝Teηei2，neThe SOC is the residual battery capacity (0-1) for the engine speed, indicates that the battery capacity is completely discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism, etaeFor engine efficiency, g is throttle opening α, neThe engine speed is taken as the SOC, and the SOC is a fitting function of the residual electric quantity of the battery; engine output torque T in parking charging operating modee＝g(α，neSOC), generator charging torque T 2＝Teηei2，neThe SOC is the residual battery capacity (0-1) for the engine speed, indicates that the battery capacity is completely discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism, etaeFor engine efficiency, g is throttle opening α, neThe SOC is a fitting function of the residual capacity of the battery for the rotating speed of the engine.
The vehicle attributes include: a drive motor peak torque, an engine external characteristic torque, a battery SOC target value, and a battery SOC minimum value.
The real-time vehicle condition information comprises: accelerator opening, vehicle speed, vehicle required torque, battery SOC value, driving motor rotating speed and engine rotating speed.
The controller output parameters include: a drive motor switch signal, an engine switch signal, an electric clutch state signal, a drive motor target torque, and an engine target torque.
The most suitable working mode is as follows: based on real-time signals of the vehicle driving demand torque, the battery electric quantity, the accelerator opening and the vehicle speed of the vehicle, determining working intervals in an engine external characteristic curve and a generator peak value characteristic curve so as to determine the most appropriate working mode, wherein: the working modes comprise: the system comprises a pure electric drive working mode, a driving charging working mode and a parking charging working mode.
Technical effects
Compared with the prior art, the invention conforms to the latest definition of the extended range electric vehicle, adopts two arrangement modes of integral type and split type of the driving device and the power generation device, adopts a split type structure to effectively solve the problem of insufficient arrangement space of the whole vehicle, and adopts integral type to reduce the cost of the whole vehicle. In addition, a speed increasing mechanism is additionally arranged between the engine and the generator, the engine and the generator can work in a high-efficiency working range through the controller, and therefore the charging efficiency and the endurance mileage of the whole vehicle are improved.
Drawings
FIG. 1 is a schematic diagram of a power plant;
FIG. 2 is a schematic view of the driving device;
FIG. 3 is a schematic diagram of a power generation device and a driving device in an integrated design;
FIG. 4 is a Map of vehicle drive target torque;
FIG. 5 is a characteristic diagram of engine and dual motor torques;
in the figure: the hybrid power generation device comprises an engine 1, a clutch 2, a first driving gear 3, a first input shaft 4, a first output shaft 5, a first driven gear 6, a generator 7, a driving motor 8, a second input shaft 9, a second driving gear 10, a third driving gear 11, a second driven gear 12, an intermediate shaft 13, a half shaft 14, a differential 15, a speed increasing mechanism 16 and a speed reducing mechanism 17.
Detailed Description
The extended range driver system of the present embodiment includes: controller, vehicle condition sensor, drive arrangement and power generation facility, wherein: the controller is respectively connected with the vehicle condition sensor, the driving device and the power generation device.
As shown in fig. 1, the power generation apparatus includes: engine 1, speed increasing mechanism 16 and generator 7, wherein: the engine 1 is connected with the speed increasing mechanism through the clutch 2, and the first output shaft 5 of the speed increasing mechanism 16 is connected with the generator 7.
The speed increasing mechanism 16 includes: a first input shaft 4 with a first driving gear 3 and a first output shaft 5 with a first driven gear 6, wherein: the first driving gear 3 and the first driven gear 6 are engaged with each other.
As shown in fig. 2, the driving apparatus includes: a speed reduction mechanism 17 and a drive motor 8, wherein: the second input shaft 9 of the reduction mechanism 17 is connected to the drive motor 8.
The speed reduction mechanism 17 includes: a second input shaft 9 with a second driving gear 10, an intermediate shaft 13 with a third driving gear 11 and a second driven gear 12, a half shaft 14 and a differential 15, wherein: a second driving gear 10 on the second input shaft 9 is meshed with a second driven gear 12 on an intermediate shaft 13, a differential 15 is arranged on a half shaft 14, a third driving gear 11 on the intermediate shaft 13 is meshed with the differential 15, and the half shaft 14 is connected with the wheel end of the whole vehicle.
The above device works by the following ways: the driving motor 8 transmits power to a second input shaft 9 of a speed reducing mechanism 17, the speed reducing mechanism 17 transmits power to an intermediate shaft 13 through meshed gears, and the intermediate shaft 13 transmits power to the whole vehicle through a differential 15. The engine 1 is connected with the first input shaft 4 of the speed increasing mechanism 16, the speed increasing mechanism 16 transmits power to the generator 7 through a meshed gear, and the whole vehicle is charged by the generator 7.
When the whole vehicle is in the pure electric driving working mode, the clutch 2 is in a disconnected state, and only the driving motor 8 is used as a power source to drive the whole vehicle to work. At this time, neither the generator 7 nor the engine 1 is operated.
When the whole vehicle is in a driving charging working mode, the clutch 2 is in a combined state. The engine 1 transmits power to the first input shaft 4 of the speed increasing mechanism 16 through the clutch 2, and then transmits the power to the generator 7 through gear engagement, and the generator 7 converts the power into electric energy to charge the whole vehicle. At this time, the drive motor 8 serves as a power source, and the engine 1 and the generator 7 serve as charging devices.
When the whole vehicle is in the parking charging working mode, the clutch 2 is in an engaged state, the engine 1 transmits power to the first input shaft 4 of the speed increasing mechanism 16 through the clutch 2, and then transmits the power to the generator 7 through gear engagement, and the generator 7 converts the power into electric energy to charge the whole vehicle. At this time, the driving motor 8 does not work, the whole vehicle is in a parking state, and the engine 1 and the generator 7 are used as charging devices.
The embodiment relates to a method for controlling the system, which comprises the following specific steps:
1. calculating a controller demand torque comprising: the driving method comprises the steps of target torque required by driving of the whole vehicle, output torque of a driving motor in a driving mode, output torque of the driving motor and output torque of an engine in a driving charging mode, and output torque of the engine in a parking charging mode.
1.1, calculating the target torque T required by the driving of the whole vehiclenF (α, v), α is the throttle opening (0-100%), v is the vehicle speed, and f is the sum of the throttle openings α and vThe two-dimensional difference function of the vehicle speed v is shown in fig. 4. Two input signals of the driver are constructed by using a SignalBuilder module in Matlab: and (3) obtaining the output of the target torque value of the whole automobile by using a 2-DLookup Table module in Matlab, wherein the accelerator opening degree alpha and the automobile speed v are obtained. Firstly, a difference method is adopted to obtain the target torque of the whole vehicle corresponding to the accelerator opening degree from 0 to 100% at each vehicle speed, and the numerical value is made into a Map, so that a driver can conveniently obtain the numerical value of the target torque through the Map.
1.2, calculating a pure electric driving mode: output torque of the drive motor 8
Figure BDA0002044664060000041
η1For the efficiency of the drive motor 8, i1Is the gear ratio of the second input shaft 9 of the reduction mechanism 17 to the differential 15.
1.3, calculating a driving charging mode: output torque of drive motor
Figure BDA0002044664060000042
Output torque T of engine 1e＝g(α，neSOC), the generator 1 charging torque T2＝Teηei2，neThe SOC is the remaining battery capacity (0-1) for the engine 1 speed, indicates that the battery capacity is fully discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism 16, etaeFor engine efficiency, g is the speed n of the engine 1 with respect to the throttle opening αeAnd fitting function of the residual battery SOC.
1.4, calculating a parking charging working mode: the driving motor 8 does not work, and the engine 1 outputs the torque Te＝g(α，neSOC), the charging torque T of the generator 72＝Teηei2，neThe SOC is the residual battery capacity (0-1) for the engine speed, indicates that the battery capacity is completely discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism 16, etaeFor the efficiency of the engine 1, g is the throttle opening a,speed n of engine 1eAnd fitting function of the residual battery SOC.
2. Determining the output parameters of the vehicle controller: switching signal S of driving motor 81And a switching signal S of the engine 1e Electric clutch 2 status signal E1Target torque of the drive motor 8
Figure BDA0002044664060000043
Target torque of generator 7
Figure BDA0002044664060000044
Target torque of engine 1
Figure BDA0002044664060000045
3. The vehicle control unit determines the most appropriate operating mode based on vehicle attributes and real-time vehicle condition information.
The vehicle attribute is a fixed value preset in a VCU of the vehicle controller, and comprises the following steps: peak torque T of driving motor 81maxPeak torque T of generator 72maxAnd the external characteristic torque T of the engine 1emaxAnd a battery SOC target value SOCobjAnd the minimum SOC value SOC of the batterymin。
The real-time vehicle condition information is a signal acquired by a vehicle condition sensor in real time in the running process of the vehicle, and comprises the following steps: accelerator opening alpha, vehicle speed v and torque TnBattery SOC value, and driving motor 8 rotation speed n1Generator 7 speed n 21 speed n of the enginee。
The VCU calculates proper running mode and driving torque according to real-time vehicle condition signals sent by the vehicle condition sensors, the motor working state and the target instruction are sent to the drive motor controller through the CAN bus, the motor controller carries out corresponding operation, the working state and the target instruction of the engine 1 are sent to the engine controller through the CAN bus, the engine controller carries out corresponding operation, the working state and the target instruction of the generator 7 are sent to the generator controller through the CAN bus, the generator controller carries out corresponding operation, meanwhile, an instruction whether mode switching is needed or not is sent to the electric clutch controller through the CAN bus, if the mode switching is needed, and judging the state of the clutch actuating mechanism, and then sending a new working instruction to the driving motor controller, the engine controller, the generator controller and the BMS by the vehicle control unit.
The most suitable working mode is determined based on the driving demand torque T of the whole vehiclenThe battery power SOC, the accelerator opening α and the vehicle speed v of the entire vehicle, and the operating intervals in the engine external characteristic curve and the generator peak characteristic curve, as shown in fig. 5, are determined, thereby determining the most appropriate operating mode.
The working modes comprise: the pure electric drive mode, the driving charging mode and the parking charging mode are as shown in the following table:
mode of operation Clutch device Engine Driving motor Generator
Pure electric drive working mode Separation of Stop working Power take off operation Stop working
Driving charging working mode Bonding of Drive the generator to rotate Power take off operation Operation of the generator
Parking charging mode of operation Bonding of Drive the generator to rotate Stop working Operation of the generator
The switching-in conditions of the pure electric drive working mode are as follows: when a driver steps on an accelerator pedal, the whole vehicle controller acquires the large and small opening degree alpha of the accelerator and calculates the target torque required by the whole vehicle at the moment to be TnAnd a working instruction is sent to the driving motor controller, and after receiving the instruction of the whole vehicle, the driving motor controller starts the driving motor and outputs the torque required by the whole vehicle. At the moment, the whole vehicle controller CAN pass through the CAN bus Collecting the SOC value of the battery of the whole vehicle at the moment, and when the real-time SOC value of the battery is larger than a first lower limit threshold value SOC1The vehicle controller pre-judges that the electric quantity of the vehicle battery is sufficient at the moment and does not need to be charged, collects the position state of the electric clutch at the moment, sends a separation instruction to the electric clutch controller when the electric clutch is in the joint state, and sends an instruction for maintaining the state when the electric clutch is in the separation state.
The conditions for switching in the driving charging working mode are as follows: when a driver steps on an accelerator pedal, the whole vehicle controller acquires the large and small opening degree alpha of the accelerator and calculates the target torque required by the whole vehicle at the moment to be TnAnd a working instruction is sent to the driving motor controller, and after receiving the instruction of the whole vehicle, the driving motor controller starts the driving motor and outputs the torque required by the whole vehicle. At the moment, the vehicle control unit CAN acquire the SOC value of the vehicle battery through the CAN bus, and when the real-time SOC value of the battery is smaller than a first lower limit threshold SOC value1The vehicle controller pre-judges that the battery of the vehicle is insufficient and needs to be charged at the moment, collects the position state of the electric clutch at the moment, and issues an instruction for maintaining the state when the electric clutch is in the engagement state, and issues an instruction for engaging the clutch when the electric clutch is in the disengagement state.
The parking charging working mode switching-in conditions are as follows: when a driver looses an accelerator pedal, the vehicle control unit acquires that the accelerator opening alpha is 0, judges that the target torque required by the vehicle is 0 at the moment, sends a motor stop instruction to the driving motor controller, and stops the driving motor after receiving the vehicle instruction, so that the torque is not output any more. At the moment, the vehicle control unit CAN acquire the SOC value of the vehicle battery through the CAN bus, and when the real-time SOC value of the battery is smaller than a first lower limit threshold SOC value1The vehicle controller pre-judges that the battery of the vehicle is insufficient and needs to be charged at the moment, collects the position state of the electric clutch at the moment, and issues an instruction for maintaining the state when the electric clutch is in the engagement state, and issues an instruction for engaging the clutch when the electric clutch is in the disengagement state.
This example is through separating power generation facility and drive arrangement, can arrange the front and rear axle of whole car respectively in, has reserved sufficient arrangement space for whole car, and in addition, this embodiment has increased this module of acceleration mechanism in power generation facility for power generation facility during operation all is in the high efficiency operating region, and the contrast does not have acceleration mechanism's whole car model, and the continuation of the journey mileage has improved 17.5%.
As shown in fig. 3, the power generation device can be integrated with the drive device to further reduce the cost as compared with embodiment 1.
The foregoing embodiments may be modified in many different ways by those skilled in the art without departing from the spirit and scope of the invention, which is defined by the appended claims and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

Claims (9)

1. A control method of a range-extended driving system is characterized in that torque required by a controller is calculated in advance, output parameters of a vehicle controller are determined, the vehicle controller determines the most appropriate working mode of a vehicle through real-time vehicle condition information and vehicle attributes acquired by a vehicle condition sensor, and outputs a driving mode instruction and a driving torque instruction to a driving device and a power generation device, so that the working condition of the range-extended driving system is optimal; the working modes comprise: the system comprises a pure electric drive working mode, a driving charging working mode and a parking charging working mode.
2. The method of claim 1, wherein the extended range driver system comprises: controller, vehicle condition sensor, drive arrangement and power generation facility, wherein: the controller is respectively connected with the vehicle condition sensor, the driving device and the power generation device;
The power generation device comprises: engine, speed increasing mechanism and generator, wherein: the engine is connected with the speed increasing mechanism through the clutch, and an output shaft of the speed increasing mechanism is connected with the generator; the speed increasing mechanism comprises: an input shaft with a drive gear and an output shaft with a driven gear, wherein: the driving gear is meshed with the driven gear;
the driving device comprises: reduction gears and driving motor, wherein: the input shaft of the speed reducing mechanism is connected with the driving motor; the speed reducing mechanism comprises: input shaft with driving gear, jackshaft with driving gear and driven gear to and half axle and differential mechanism, wherein: the driving gear on the input shaft is meshed with the driven gear on the intermediate shaft, the differential mechanism is arranged on the half shaft, the driving gear on the intermediate shaft is meshed with the differential mechanism, and the half shaft is connected with the wheel end of the whole vehicle.
3. The method of claim 2, wherein said torque comprises: the driving method comprises the following steps of driving a whole vehicle to obtain a required target torque, a driving motor output torque in a driving mode, a driving motor output torque and an engine output torque in a driving charging mode, and an engine output torque in a parking charging mode, wherein: target torque T required by driving of whole vehicle nF (α, v), α being the accelerator opening of the vehicle, v being the vehicle speed, f being a two-dimensional difference function with respect to the accelerator opening α and the vehicle speed v; output torque of drive motor in drive mode
Figure FDA0002044664050000011
η1For efficiency of the drive motor, i1The transmission ratio from the input shaft of the speed reducing mechanism to the differential mechanism; driving motor output torque under driving charging mode
Figure FDA0002044664050000012
Engine output torque Te＝g(α,neSOC), generator charging torque T2＝Teηei2，neThe SOC is the residual capacity of the battery for the engine speed, indicates that the battery capacity is completely discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism, etaeFor engine efficiency, g is throttle opening α, neThe engine speed is taken as the SOC, and the SOC is a fitting function of the residual electric quantity of the battery; engine output torque T in parking charging operating modee＝g(α,neSOC), generator charging rotorMoment T2＝Teηei2，neThe SOC is the residual capacity of the battery for the engine speed, indicates that the battery capacity is completely discharged when the SOC is 0, indicates that the battery is fully charged when the SOC is 1, and i2For the transmission ratio from the input to the output of the speed-increasing mechanism, etaeFor engine efficiency, g is throttle opening α, neThe SOC is a fitting function of the residual capacity of the battery for the rotating speed of the engine.
4. The method of claim 1, wherein said vehicle attributes comprise: a drive motor peak torque, an engine external characteristic torque, a battery SOC target value, and a battery SOC minimum value.
5. The method of claim 1, wherein said real-time vehicle condition information comprises: accelerator opening, vehicle speed, vehicle required torque, battery SOC value, driving motor rotating speed and engine rotating speed.
6. The method of claim 1, wherein the controller output parameters comprise: a drive motor switch signal, an engine switch signal, an electric clutch state signal, a drive motor target torque, and an engine target torque.
7. A method according to claim 3, wherein the most suitable operating mode is: and determining working intervals in an external characteristic curve of the engine and a peak characteristic curve of the generator based on real-time signals of the driving demand torque, the electric quantity of the battery, the opening degree of the accelerator and the speed of the whole vehicle, so as to determine the most appropriate working mode.
8. The method as claimed in claim 1, wherein in the pure electric drive operation mode, the clutch is in a disengaged state, the driving motor is used as a power output component, and the engine and the generator stop operating;
In the driving charging working mode, the clutch is in a combined state, the driving motor is used as a power output part, and the engine drives the generator to work;
in the parking charging working mode, the clutch is in a combined state, the engine drives the generator to work, and the driving motor stops working.
9. The method as claimed in claim 3, wherein the pure electric drive operating mode cut-in condition is: when an accelerator pedal is stepped, the whole vehicle controller collects the opening degree alpha of the accelerator and calculates the target torque T required by the whole vehicle at the momentnAnd issuing a working instruction to the drive motor controller, starting the drive motor after the drive motor controller receives a finished automobile instruction, outputting a torque required by the finished automobile, acquiring the SOC value of the battery of the finished automobile at the moment by the finished automobile controller through a CAN bus, and when the real-time SOC value of the battery is greater than a first lower threshold SOC value1If the electric quantity of the battery of the whole vehicle is sufficient and charging is not needed, the whole vehicle controller prejudges that the battery of the whole vehicle is sufficient at the moment and collects the position state of the electric clutch at the moment, if the electric clutch is in the joint state, a separation instruction is sent to the electric clutch controller, and if the electric clutch is in the separation state, an instruction for maintaining the state is sent;
The conditions for switching in the driving charging working mode are as follows: when an accelerator pedal is stepped, the whole vehicle controller collects the opening degree alpha of the accelerator and calculates the target torque T required by the whole vehicle at the momentnAnd issuing a working instruction to the drive motor controller, starting the drive motor after the drive motor controller receives a finished automobile instruction, outputting a torque required by the finished automobile, acquiring the SOC value of the battery of the finished automobile at the moment by the finished automobile controller through a CAN bus, and when the real-time SOC value of the battery is smaller than a first lower limit threshold SOC value1If the electric quantity of the battery of the whole vehicle is insufficient, the whole vehicle controller judges in advance that the battery of the whole vehicle needs to be charged at the moment, collects the position state of the electric clutch at the moment, and issues an instruction for maintaining the state when the electric clutch is in the engagement state, and issues an instruction for engaging the clutch when the electric clutch is in the disengagement state;
the parking charging working mode switching-in conditions are as follows: when the accelerator pedal is stepped on, the whole vehicle controller acquires the accelerator opening alpha with the size of 0, and the target rotation required by the whole vehicle at the moment is judgedThe moment is 0, an instruction of stopping the motor is sent to the drive motor controller, the drive motor controller stops the drive motor after receiving the finished automobile instruction, the torque is not output any more, the finished automobile controller collects the SOC value of the finished automobile battery at the moment through the CAN bus, and when the real-time SOC value of the battery is smaller than a first lower limit threshold SOC value 1The vehicle controller pre-judges that the battery of the vehicle is insufficient and needs to be charged at the moment, collects the position state of the electric clutch at the moment, and issues an instruction for maintaining the state when the electric clutch is in the engagement state, and issues an instruction for engaging the clutch when the electric clutch is in the disengagement state.
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