CN113459791A - Hybrid electric vehicle and energy management control method applying same - Google Patents
Hybrid electric vehicle and energy management control method applying same Download PDFInfo
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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
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- 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
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- 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
- B60W10/04—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
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- 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
- B60W10/24—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
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- 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
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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- 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
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the field of energy management of hybrid electric vehicles, in particular to a hybrid electric vehicle and an energy management control method using the same. According to the invention, the vehicle control unit analyzes specific input variables and timely adjusts the energy management strategy, lower fuel consumption is achieved under the Fu505 standard cycle working condition, the working efficiency of the gasoline engine is over 31.8% by adopting different energy management control strategies under different driving working conditions, the purpose of high-efficiency fuel utilization is realized, the aim of recovering most braking energy is realized, and the power performance of the vehicle is met while the equivalent fuel consumption rate is reduced.
Description
Technical Field
The invention relates to the field of energy management of hybrid electric vehicles, in particular to a hybrid electric vehicle and an energy management control method using the same.
Background
With the development of social economy and the rapid increase of automobile holding capacity, the petroleum energy crisis is increasingly prominent, the automobile holding capacity is more and more, and the proportion of the energy consumption of the automobile in the total energy consumption proportion is higher and higher. Therefore, the automobile energy-saving problem is paid attention by various countries and is the subject of the development of the current automobile industry. One aspect of solving the energy problem is the development of new or alternative energy sources, such as electric vehicles, fuel cell vehicles or hybrid vehicles, and alcohol fuels or biofuels; another aspect is optimizing energy management strategies for hybrid electric vehicles to achieve efficient use of fuel.
The energy management strategy of the hybrid electric vehicle is mainly divided into a rule-based control strategy and an optimization-based management strategy, and the rule-based control strategy is simple in rule, easy in rule design, convenient in parameter adjustment, excellent in real-time performance and capable of being widely applied to engineering practice. However, the existing rule-based efficient energy management control strategy applied to the internal combustion engine + the electric motor is lacking, for example, the vehicle type targeted by patent CN201811614337.6 and patent CN201910080455.1 is a composite energy electric vehicle in the form of a lithium battery + a super capacitor, but the market share of the composite energy electric vehicle is very low, while the energy management strategy designed by patent CN201910919127.6 does not consider the influence of factors such as vehicle speed, and the strategy efficiency is low.
Disclosure of Invention
The invention provides a hybrid electric vehicle and an energy management control method applying the same, aiming at overcoming the problems that the actual driving condition is not fully considered by the energy management strategy in the prior art and the management efficiency is low.
In order to solve the technical problems, the invention adopts the technical scheme that: a hybrid electric vehicle comprises an internal combustion engine, a clutch, a torque converter, a hydraulic torque converter, a transmission, a differential, a power battery, a DC & DC converter and a motor, wherein the internal combustion engine, the clutch, the hydraulic torque converter, the transmission and the differential are sequentially connected, the torque converter is respectively connected with the clutch and the motor, the DC & DC converter is respectively connected with the power battery and the motor, the hybrid electric vehicle also comprises a vehicle control unit used for controlling and adjusting the operation of the vehicle, and the vehicle control unit is respectively connected with the power battery, the DC & DC converter, the motor, the internal combustion engine, the clutch and the transmission.
In the technical scheme, the automobile sends instructions to the internal combustion engine system and the motor driving system through the vehicle control unit, so that the engine and the motor can carry out real-time adjustment on working power according to the instructions of the vehicle control unit, and the vehicle control unit can adjust the power transmission modes of all devices in the automobile by adjusting different connection coupling modes, so that the automobile optimizes the energy management strategy of the hybrid electric automobile, realizes power recovery during automobile driving and improves the utilization rate of fuel.
Another aspect of the present invention provides an energy management control method: the vehicle control unit analyzes and identifies the driving intention of a vehicle driver by analyzing a specific input variable, judges the driving condition to be executed according to the driving intention, and drives each component of the vehicle to adopt a corresponding energy management control strategy; the input variables comprise an accelerator opening PTD, an actual vehicle speed Veh _ Spd and a power battery state of charge SOC _ B, and the identification and judgment method of the driving condition comprises the following steps:
judging the opening PTD of the accelerator, and if the PTD is less than or equal to 0, indicating that the driving intention of the driver is a non-acceleration working condition;
if the accelerator opening PTD is larger than 0 but smaller than the pure electric drive limit accelerator opening PTD _ EV, the driving intention is a low accelerator opening working condition;
if the PTD reaches the hybrid drive limit throttle opening PTD _ HEV, the driving intention is a large throttle opening condition.
Preferably, when the running condition is the non-acceleration condition, if the state of charge SOC _ B of the power battery is greater than the target value SOC _ BT of the power battery, the energy management control strategy enters a mode 6: a non-acceleration high-charge mode, in which the engine is in an off state or an idle state in mode 6; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 7: in the non-acceleration low-power mode, the engine operates in a high-efficiency area at the moment, and drives the motor to generate electricity to generate electric energy which is transmitted to the power battery. In the technical scheme, in the mode 6, because the driver does not intend to accelerate and the SOC _ B value is high (namely the power battery is high in electric quantity), in order to realize the efficient operation of the system, the engine is in a closed state or an idling state; in the mode 7, the electric quantity of the power battery is low at the moment, although the vehicle does not perform acceleration action, the engine still operates in a high-efficiency area, and the motor is driven to generate electricity to generate electric energy which is transmitted to the power battery.
Preferably, when the running condition is a large throttle opening condition, if the state of charge SOC _ B of the power battery is greater than the target state of charge SOC _ BT of the power battery, the energy management control strategy enters a mode 8: the large throttle opening high-electricity hybrid driving mode is adopted, the power battery is in a discharging mode at the moment, and the torque generated by the driving motor is coupled and output through the torque of the torque coupler and the torque of the engine to drive the automobile to run together; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 9: and in the large throttle opening low-electricity mode, the engine drives the automobile to run independently, and the motor does not work. In the technical scheme, in the mode 8, as the electric quantity of the power battery is higher and the driving intention is a working condition with larger acceleration requirement, the power battery is in a discharging mode at the moment, and the torque generated by the driving motor is coupled and output through the torque of the torque coupler and the torque of the engine to drive the automobile to run together; in the mode 9, the power battery is low due to the large acceleration demand, so that the automobile is driven by the engine alone to run at the moment, and the motor does not work.
Preferably, when the driving condition is a low accelerator opening condition, if the state of charge SOC _ B of the power battery is below the lower limit value SOC _ BL of the power battery and the actual vehicle speed Veh _ Spd is smaller than the lower limit value Spd _ L of the preset vehicle speed, the energy management control strategy enters a mode 4: in the low-throttle opening and low-power low-speed mode, the engine works in a high-efficiency and high-power area, part of torque generated by the engine drives the vehicle to normally run, and the rest part of torque is used for driving the motor to generate power to charge the power battery; if the actual vehicle speed Veh _ Spd is higher than the preset vehicle speed upper limit value Spd _ H, the energy management control strategy enters a mode 5: low throttle opening low battery high speed mode. In the technical scheme, in the mode 4, because the required acceleration is small and the power battery is in a low-electric-quantity state, the energy management strategy enables the engine to work in a high-efficiency and high-power area, a part of torque generated by the engine drives the vehicle to normally run, and the rest part of torque is used for driving the motor to generate electricity to charge the power battery, and in the mode 5, because the required acceleration is small and the power battery is in a low-electric-quantity state.
Preferably, when the energy management control strategy assumes the mode 5: when the low-throttle opening and low-electricity high-speed mode is adopted, the power of the whole vehicle is independently provided by the engine, the energy management system automatically judges whether the engine works in a high-efficiency area, and if the engine works in the high-efficiency area, the motor does not work; and if the motor works in a lower efficiency area, the motor enters a charging state, the engine is regulated to work in a high efficiency area, and the power battery is charged.
Preferably, when the running condition is a low-accelerator opening condition, if the state of charge SOC _ B of the power battery is greater than the target value SOC _ BT of the power battery, the running condition of the vehicle enters a low-accelerator high-power condition, under which the energy management mode needs to be allocated in consideration of the actual vehicle speed and the high state of charge of the power battery, and if the actual vehicle speed Veh _ Spd is less than the lower vehicle speed limit value Spd _ L, the energy management control strategy enters a mode 1: and in the low-accelerator opening high-power low-speed mode, the motor outputs torque alone to drive the automobile to run, and the engine does not work.
Preferably, under the low-accelerator high-power operating condition, if the actual vehicle speed Veh _ Spd is greater than or equal to a preset vehicle speed upper limit value Spd _ H and the SOC _ B is smaller than the power battery state of charge upper limit value SOC _ BH, the energy management control strategy enters a mode 2: in the low-accelerator opening high-power high-speed under-full-power mode, the power of the whole vehicle is independently provided by the engine at the moment, the energy management system automatically judges whether the engine works in a high-efficiency area, and if the engine works in the high-efficiency area, the motor does not work; and if the engine works in a lower efficiency area, the motor enters a charging state, the engine is regulated to work in a high efficiency area, and the power battery is charged until the state of charge of the power battery is greater than SOC _ BH.
Preferably, under the low-throttle high-power operating condition, if the actual vehicle speed Veh _ Spd is greater than or equal to the preset vehicle speed upper limit value Spd _ H and the SOC _ B is greater than the power battery state of charge upper limit value SOC _ BH, and the power battery is already in a full-power state, the energy management control strategy enters a mode 3: and in the low-accelerator-opening high-power high-speed full-power mode, only the engine works, and the power required by the automobile is provided by the engine.
Preferably, the energy management control strategy further comprises a brake management control strategy for adjusting a brake mode of the automobile according to a brake working condition of the automobile, wherein the brake working condition of the automobile comprises a power battery state of charge (SOC _ B), a brake pedal opening brake _ bar _ percent and a maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen;
if the state of charge (SOC _ B) of the power battery is higher than the upper limit value (SOC _ BH) of the state of charge of the power battery, the brake management control strategy enters a full-power protection mode under the brake working condition, namely a brake mode 4: in a full-power protection mode, the braking torque of the vehicle is completely provided by mechanical braking, and the motor does not participate in braking, recovering and generating power;
when the state of charge (SOC _ B) of the power battery is smaller than the upper limit value (SOC _ BH) of the state of charge of the power battery, the braking management control strategy enters a non-full-power working condition under a braking working condition, and the working condition that the brake pedal opening brake _ bar _ percent is distributed is continuously judged under the working condition:
if the brake pedal opening brake _ bar _ percent is less than or equal to 0, the brake pedal is pressed by the driver, and the brake management control strategy enters a brake mode 3: an unbraked mode;
if the brake pedal opening brake _ bar _ percent is greater than 0 but less than the maximum regenerative brake pedal opening limit brake _ bar _ maxengyregen, the brake management control strategy will enter brake mode 2: in the braking energy recovery mode, the braking torque of the vehicle is completely provided by the motor, and the motor participates in braking to recover braking energy and charges the braking energy to the power battery, so that the reduction of equivalent fuel consumption rate is realized;
if the brake pedal opening brake _ bar _ percent is larger than the maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen, the situation shows that the motor cannot provide all brake torque at the moment, and mechanical braking is required to participate in vehicle braking together to provide the brake torque for the vehicle; at this time, the brake management control strategy enters a braking mode 1: a hybrid braking mode in which the electric machine provides the maximum braking torque, i.e. the braking energy recovery system is operated at maximum power, and the remaining braking power is provided by mechanical braking to meet the braking requirements of the vehicle.
Compared with the prior art, the beneficial effects are: the invention comprehensively considers the selection of state variable control energy management strategies such as actual vehicle speed, power battery charge state, accelerator pedal opening degree, brake pedal opening degree and the like, realizes lower fuel consumption with equivalent fuel consumption rate of 2.39L/100km under two times of Fu505 standard cycle working conditions, ensures that the gasoline engine has the working efficiency of more than 31.8 percent by adopting different energy management control strategies under different driving working conditions, realizes the aim of high-efficiency fuel utilization, simultaneously realizes the aim of recovering most brake energy, reduces the equivalent fuel consumption rate and simultaneously meets the power performance of the vehicle.
Drawings
FIG. 1 is a schematic structural view of an electric vehicle according to the present invention;
FIG. 2 is a flow chart of the operation of an energy management control method of the present invention;
FIG. 3 is a flowchart illustrating the operation of the present invention driving a brake management control strategy;
FIG. 4 is a graph comparing the fuel consumption rate of an energy management control method simulation according to the present invention;
FIG. 5 is a comparison graph of driving condition mode switching simulated by an energy management control method according to the present invention;
FIG. 6 is a comparison graph of mode switching under braking conditions simulated by an energy management control method according to the present invention;
FIG. 7 is a graph comparing thermal efficiency of engine operation simulated by an energy management control method of the present invention;
FIG. 8 is a graph comparing accelerator pedal opening to brake pedal opening simulated by an energy management control method of the present invention;
FIG. 9 is a comparison diagram of the SOC _ B of a power battery simulated by an energy management control method according to the present invention;
FIG. 10 is a graph comparing engine torque output simulated by an energy management control method of the present invention;
FIG. 11 is a comparison graph of motor torque command and actual motor output torque simulated by an energy management control method according to the present invention;
FIG. 12 is a simulated power following diagram based on 2 times of Fu-505 standard cycle operating conditions simulated by the energy management control method of the present invention.
Description of reference numerals:
1-internal combustion engine, 2-clutch, 3-torque coupler, 4-hydraulic torque converter, 5-transmission, 6-differential, 7-power battery, 8-DC & DC converter, 9-motor and 10-vehicle controller.
Detailed Description
The drawings are for illustrative purposes only and are not to be construed as limiting the patent; for the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted. The positional relationships depicted in the drawings are for illustrative purposes only and are not to be construed as limiting the present patent.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "long", "short", etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the drawings, it is only for convenience of description and simplicity of description, but does not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationships in the drawings are only used for illustrative purposes and are not to be construed as limitations of the present patent, and specific meanings of the terms may be understood by those skilled in the art according to specific situations.
The technical scheme of the invention is further described in detail by the following specific embodiments in combination with the attached drawings:
example 1
As shown in fig. 1, a hybrid electric vehicle includes an internal combustion engine 1, a clutch 2, a torque coupler 3, a torque converter 4, a transmission 5, a differential mechanism 6, a power battery 7, a DC & DC converter 8, and a motor 9, wherein the internal combustion engine 1, the clutch 2, the torque converter 4, the transmission 5, and the differential mechanism 6 are sequentially connected, the torque coupler 3 is respectively connected with the clutch 2 and the motor 9, the DC & DC converter 8 is respectively connected with the power battery 7 and the motor 9, and the hybrid electric vehicle further includes a vehicle controller 10 for controlling and adjusting the operation of the vehicle, and the vehicle controller 10 is respectively connected with the power battery 7, the DC & DC converter 8, the motor 9, the internal combustion engine 1, the clutch 2, and the transmission 5.
In this embodiment, the vehicle sends an instruction to the internal combustion engine 1 system and the motor driving system through the vehicle controller 10, so that the engine and the motor perform real-time adjustment of working power according to the instruction of the vehicle controller 10, and the vehicle controller 10 can change the power transmission mode of each component in the vehicle by adjusting different connection coupling modes, so that the vehicle optimizes the energy management strategy of the hybrid electric vehicle, thereby realizing power recovery during vehicle driving and improving the utilization rate of fuel.
As shown in fig. 2 and fig. 3, another aspect of the present invention provides an energy management control method: the vehicle control unit 10 analyzes and identifies the driving intention of the vehicle driver by analyzing the specific input variable, judges the driving condition to be executed according to the driving intention, and drives each component of the vehicle to adopt a corresponding energy management control strategy; the input variables comprise an accelerator opening PTD, an actual vehicle speed Veh _ Spd and a power battery state of charge SOC _ B, and the identification and judgment method of the driving condition comprises the following steps:
judging the opening PTD of the accelerator, and if the PTD is less than or equal to 0, indicating that the driving intention of the driver is a non-acceleration working condition;
if the accelerator opening PTD is larger than 0 but smaller than the pure electric drive limit accelerator opening PTD _ EV, the driving intention is a low accelerator opening working condition;
if the accelerator opening PTD reaches the hybrid driving limit accelerator opening PTD _ HEV, the driving intention is a large accelerator opening operating condition.
When the running working condition is a non-acceleration working condition, if the state of charge (SOC _ B) of the power battery is greater than the target value (SOC _ BT) of the state of charge of the power battery, the energy management control strategy enters a mode 6: a non-acceleration high-charge mode, in which the engine is in an off state or an idle state in mode 6; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 7: in the non-acceleration low-power mode, the engine runs in a high-efficiency area at the moment, and drives the motor 9 to generate electricity to generate electric energy which is transmitted to the power battery 7 to charge the power battery. In the present embodiment, in the mode 6, because the driver has no intention of acceleration and the SOC _ B value is high (i.e., the power battery 7 is charged with high power), the engine is in the off state or the idling state to realize the efficient operation of the system; in the mode 7, at this time, the power battery 7 is low in electric quantity, although the vehicle does not perform an acceleration action, the engine still operates in a high-efficiency area, and the motor 9 is driven to generate electricity to generate electric energy which is transmitted to the power battery 7 to charge the power battery.
In addition, when the running condition is a large throttle opening condition, if the state of charge (SOC _ B) of the power battery is larger than the target value (SOC _ BT) of the state of charge of the power battery, the energy management control strategy enters a mode 8: the large throttle opening high electric quantity hybrid driving mode, at the moment, the power battery 7 is in a discharging mode, and the torque generated by the driving motor 9 is coupled and output through the torque of the torque coupler 3 and the torque of the engine to drive the automobile to run together; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 9: and in the large throttle opening low-electricity mode, the engine drives the automobile to run independently, and the motor 9 does not work. In the embodiment, in the mode 8, because the electric quantity of the power battery 7 is high and the driving intention is a working condition with a large acceleration requirement, at the moment, the power battery 7 is in a discharging mode, and the torque generated by the driving motor 9 is coupled and output through the torque of the torque coupler 3 and the torque of the engine to drive the automobile to run together; in the mode 9, the power battery 7 is low in charge due to the large acceleration demand, so that the automobile is driven by the engine alone to run, and the motor 9 is not operated.
When the running working condition is a low-accelerator opening working condition, if the state of charge (SOC _ B) of the power battery is below a lower limit value (SOC _ BL) of the state of charge of the power battery and the actual vehicle speed Veh _ Spd is smaller than a preset lower limit value (Spd _ L) of the vehicle speed, the energy management control strategy enters a mode 4: in the low-throttle opening and low-power low-speed mode, the engine works in a high-efficiency and high-power area, part of torque generated by the engine drives the vehicle to normally run, and the rest part of torque is used for driving the motor 9 to generate electricity to charge the power battery 7; if the actual vehicle speed Veh _ Spd is higher than the preset vehicle speed upper limit value Spd _ H, the energy management control strategy enters a mode 5: low throttle opening low battery high speed mode. In the embodiment, in the mode 4, because the required acceleration is small and the power battery 7 is in a low-power state, the energy management strategy enables the engine to work in a high-efficiency high-power area, part of the torque generated by the engine drives the vehicle to normally run, and the rest part of the torque is used for driving the motor 9 to generate power to charge the power battery 7; if the motor works in the lower efficiency area, the motor 9 enters a charging state, the engine is regulated to work in the high efficiency area, and the power battery 7 is charged.
When the running working condition is a low-accelerator opening working condition, if the state of charge (SOC _ B) of the power battery is greater than a target value (SOC _ BT) of the state of charge of the power battery, the running working condition of the vehicle enters a low-accelerator high-power working condition, under the working condition, the actual vehicle speed and the high state of charge (SOC) of the power battery 7 need to be comprehensively considered, the energy management mode is distributed, and if the actual vehicle speed Veh _ Spd is smaller than a lower limit value (Spd _ L) of the vehicle speed, the energy management control strategy enters a mode 1: and in the low-accelerator opening high-power low-speed mode, the motor outputs torque alone to drive the automobile to run, and the engine does not work.
In addition, under the working condition of low accelerator and high electric quantity, if the actual vehicle speed Veh _ Spd is greater than or equal to the preset vehicle speed upper limit value Spd _ H and the SOC _ B is smaller than the power battery state of charge upper limit value SOC _ BH, the energy management control strategy enters a mode 2: in the low-accelerator opening, high-power and high-speed under-full-power mode, the power of the whole vehicle is independently provided by the engine at the moment, the energy management system automatically judges whether the engine works in a high-efficiency area, and if the engine works in the high-efficiency area, the motor 9 does not work; if the engine works in a lower efficiency area, the motor 9 enters a charging state, the engine is adjusted to work in a high efficiency area, and the power battery 7 is charged until the state of charge of the power battery is larger than SOC _ BH.
Under the working condition of low accelerator and high electric quantity, if the actual vehicle speed Veh _ Spd is greater than or equal to the preset vehicle speed upper limit value Spd _ H, the SOC _ B is greater than the power battery state of charge upper limit value SOC _ BH and the power battery 7 is in a full-power state, the energy management control strategy enters a mode 3: and in the low-accelerator-opening high-power high-speed full-power mode, only the engine works, and the power required by the automobile is provided by the engine.
In addition, the energy management control strategy also comprises a brake management control strategy for adjusting the brake mode of the automobile according to the brake working condition of the automobile, wherein the brake working condition of the automobile comprises a power battery charge state SOC _ B, a brake pedal opening brake _ bar _ percent and a maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen;
if the state of charge (SOC _ B) of the power battery is higher than the upper limit value (SOC _ BH) of the state of charge of the power battery, the brake management control strategy enters a full-power protection mode under the brake working condition, namely a brake mode 4: in the full-power protection mode, the braking torque of the vehicle is completely provided by mechanical braking, and the motor 9 does not participate in braking, recovering and generating power;
when the state of charge (SOC _ B) of the power battery is smaller than the upper limit value (SOC _ BH) of the state of charge of the power battery, the braking management control strategy enters a non-full-power working condition under a braking working condition, and the working condition that the brake pedal opening brake _ bar _ percent is distributed is continuously judged under the working condition:
if the brake pedal opening brake _ bar _ percent is less than or equal to 0, the brake pedal is pressed by the driver, and the brake management control strategy enters a brake mode 3: an unbraked mode;
if the brake pedal opening brake _ bar _ percent is greater than 0 but less than the maximum regenerative brake pedal opening limit brake _ bar _ maxengyregen, the brake management control strategy will enter brake mode 2: in the braking energy recovery mode, the braking torque of the vehicle is completely provided by the motor 9, and the motor 9 participates in braking to recover the braking energy and charges the braking energy to the power battery 7 to realize the reduction of the equivalent fuel consumption rate;
if the brake pedal opening brake _ bar _ percent is greater than the maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen, the motor 9 cannot provide all brake torque at the moment, and mechanical braking is required to participate in vehicle braking together to provide the brake torque for the vehicle; at this time, the brake management control strategy enters a braking mode 1: a hybrid braking mode in which the electric machine 9 provides the maximum braking torque, i.e. the braking energy recovery system is operated at maximum power, and the remaining braking power is provided by mechanical braking to meet the braking requirements of the vehicle.
The simulation based on the energy management control method can be realized by various languages such as C/C + +, Python, MATLAB/Simulink and the like. As shown in fig. 4 to fig. 12, an equivalent fuel consumption comparison graph, a driving condition mode switching comparison graph, a mode switching comparison graph under a braking condition, an engine operation thermal efficiency comparison graph, an accelerator pedal opening degree and brake pedal opening degree comparison graph, a power battery state of charge SOC _ B comparison graph, an engine torque output comparison graph, a motor torque command and motor actual output torque comparison graph, and a simulated power following graph based on 2 times of Fu-505 standard cycle conditions are respectively shown. For the value selection of the described parameters, the state of charge (SOC _ B) of the power battery is calculated by a power battery 7 module, the variable range is 0-100, and the initial value of the simulation experiment is 32; the opening PTD of the accelerator pedal and the opening brake _ bar _ percent of the brake pedal are both input values of the driver, and the ranges of the two are 0-100. The simulation method comprises the following steps of obtaining SOC _ BL, SOC _ BT, SOC _ BH, Spd _ L, Spd _ H, PTD _ EV and PTD _ HEV expert experience values and constants, wherein the simulation experiment is carried out by taking SOC _ BL as 30, SOC _ BT as 32, SOC _ BH as 80, Spd _ L as 40, Spd _ H as 60, PTD _ EV as 57 and PTD _ HEV as 76; the value of the maximum braking energy recovery brake pedal opening limit value brake _ bar _ maxengyregen needs to be calculated and updated in real time according to an electric driving system and gears in the hybrid power system.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A hybrid electric vehicle comprises an internal combustion engine (1), a clutch (2), a torque coupler (3), a hydraulic torque converter (4), a transmission (5), a differential (6), a power battery (7), a DC & DC converter (8) and a motor (9), wherein the internal combustion engine (1), the clutch (2), the hydraulic torque converter (4), the transmission (5) and the differential (6) are sequentially connected, the torque coupler (3) is respectively connected with the clutch (2) and the motor (9), and the DC & DC converter (8) is respectively connected with the power battery (7) and the motor (9), and is characterized in that: the vehicle control system is characterized by further comprising a vehicle control unit (10) used for controlling and adjusting the operation of the vehicle, wherein the vehicle control unit (10) is respectively connected with the power battery (7), the DC & DC converter (8), the motor (9), the internal combustion engine (1), the clutch (2) and the transmission (5).
2. An energy management method of a hybrid electric vehicle according to claim 1, characterized in that: the vehicle control unit (10) analyzes and identifies the driving intention of a vehicle driver by analyzing specific input variables, judges the driving condition to be executed according to the driving intention, and drives each component of the vehicle to adopt a corresponding energy management control strategy; the input variables comprise an accelerator opening PTD, an actual vehicle speed Veh _ Spd and a power battery state of charge SOC _ B, and the identification and judgment method of the driving condition comprises the following steps:
judging the opening PTD of the accelerator, and if the PTD is less than or equal to 0, indicating that the driving intention of the driver is a non-acceleration working condition;
if the accelerator opening PTD is larger than 0 but smaller than the pure electric drive limit accelerator opening PTD _ EV, the driving intention is a low accelerator opening working condition;
if the accelerator opening PTD reaches the hybrid driving limit accelerator opening PTD _ HEV, the driving intention is a large accelerator opening operating condition.
3. The energy management method of a hybrid electric vehicle according to claim 2, characterized in that: when the running working condition is the non-acceleration working condition, if the state of charge (SOC _ B) of the power battery is larger than the target value (SOC _ BT) of the state of charge of the power battery, the energy management control strategy enters a mode 6: a non-acceleration high-charge mode, in which the engine is in an off state or an idle state in mode 6; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 7: in the non-acceleration low-power mode, the engine runs in a high-efficiency area at the moment, and drives the motor (9) to generate electricity to generate electric energy which is transmitted to the power battery (7) to charge the power battery.
4. The energy management method of a hybrid electric vehicle according to claim 2, characterized in that: when the running working condition is a large throttle opening working condition, if the state of charge (SOC _ B) of the power battery is larger than the target value (SOC _ BT) of the state of charge of the power battery, the energy management control strategy enters a mode 8: the large throttle opening high-electricity hybrid driving mode is adopted, the power battery (7) is in a discharging mode at the moment, and the torque generated by the driving motor (9) is coupled and output through the torque of the torque coupler (3) and the torque of the engine to drive the automobile to run together; if the power battery state of charge SOC _ B is below the power battery state of charge lower limit value SOC _ BL, the energy management control strategy enters mode 9: and in the large throttle opening low-electricity mode, the engine drives the automobile to run independently, and the motor (9) does not work.
5. The energy management method of a hybrid electric vehicle according to claim 2, characterized in that: when the running working condition is a low-accelerator opening working condition, if the state of charge (SOC _ B) of the power battery is below a lower limit value (SOC _ BL) of the state of charge of the power battery and the actual vehicle speed (Veh _ Spd) is smaller than a preset lower limit value (Spd _ L) of the vehicle speed, the energy management control strategy enters a mode 4: in the low-speed mode with low throttle opening and low electric quantity, the engine works in a high-efficiency and high-power area at the moment, part of torque generated by the engine drives the vehicle to normally run, and the rest part of torque is used for driving a motor (9) to generate electricity to charge a power battery (7); if the actual vehicle speed Veh _ Spd is higher than the preset vehicle speed upper limit value Spd _ H, the energy management control strategy enters a mode 5: low throttle opening low battery high speed mode.
6. The energy management method of a hybrid electric vehicle according to claim 5, characterized in that: when the energy management control strategy assumes the mode 5: when the high-speed mode is in a low-throttle opening low-electricity-quantity mode, the power of the whole vehicle is independently provided by the engine, the energy management system automatically judges whether the engine works in a high-efficiency area, and if the engine works in the high-efficiency area, the motor (9) does not work; if the motor works in a lower efficiency area, the motor (9) enters a charging state, the engine is regulated to work in a high efficiency area, and the power battery (7) is charged.
7. The energy management method of a hybrid electric vehicle according to claim 2, characterized in that: when the running condition is a low-accelerator opening condition, if the state of charge (SOC _ B) of the power battery is greater than a target state of charge (SOC _ BT) of the power battery, the running condition of the vehicle enters a low-accelerator high-power condition, under the condition, the actual vehicle speed and the high state of charge (SOC) of the power battery (7) need to be considered comprehensively to distribute an energy management mode, and if the actual vehicle speed Veh _ Spd is less than a lower limit value Spd _ L of the vehicle speed, the energy management control strategy enters a mode 1: and in the low-accelerator opening high-power low-speed mode, the motor outputs torque alone to drive the automobile to run, and the engine does not work.
8. The energy management method of a hybrid electric vehicle according to claim 7, characterized in that: under the working condition of low accelerator and high electric quantity, if the actual vehicle speed Veh _ Spd is greater than or equal to the preset vehicle speed upper limit value Spd _ H and the SOC _ B is smaller than the power battery state of charge upper limit value SOC _ BH, the energy management control strategy enters a mode 2: in the low-accelerator opening, high-power and high-speed under-full-power mode, the power of the whole vehicle is independently provided by the engine at the moment, the energy management system automatically judges whether the engine works in a high-efficiency area, and if the engine works in the high-efficiency area, the motor (9) does not work; and if the engine works in a lower efficiency area, the motor (9) enters a charging state, the engine is regulated to work in a high efficiency area, and the power battery (7) is charged until the state of charge of the power battery is greater than SOC _ BH.
9. The energy management method of a hybrid electric vehicle according to claim 7, characterized in that: under the low-accelerator high-power working condition, if the actual vehicle speed Veh _ Spd is greater than or equal to a preset vehicle speed upper limit value Spd _ H, the SOC _ B is greater than a power battery state of charge upper limit value SOC _ BH and the power battery (7) is in a full-power state, the energy management control strategy enters a mode 3: and in the low-accelerator-opening high-power high-speed full-power mode, only the engine works, and the power required by the automobile is provided by the engine.
10. The energy management method of a hybrid electric vehicle according to claim 2, characterized in that: the energy management control strategy also comprises a brake management control strategy for adjusting the brake mode of the automobile according to the brake working condition of the automobile, wherein the brake working condition of the automobile comprises the charge state SOC _ B of the power battery, the brake pedal opening brake _ bar _ percent and the maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen; if the state of charge (SOC _ B) of the power battery is higher than the upper limit value (SOC _ BH) of the state of charge of the power battery, the brake management control strategy enters a full-power protection mode under the brake working condition, namely a brake mode 4: in a full-power protection mode, the braking torque of the vehicle is completely provided by mechanical braking, and the motor (9) does not participate in braking, recovering and generating power;
when the state of charge (SOC _ B) of the power battery is smaller than the upper limit value (SOC _ BH) of the state of charge of the power battery, the braking management control strategy enters a non-full-power working condition under a braking working condition, and the working condition that the brake pedal opening brake _ bar _ percent is distributed is continuously judged under the working condition:
if the brake pedal opening brake _ bar _ percent is less than or equal to 0, the brake pedal is pressed by the driver, and the brake management control strategy enters a brake mode 3: an unbraked mode;
if the brake pedal opening brake _ bar _ percent is greater than 0 but less than the maximum regenerative brake pedal opening limit brake _ bar _ maxengyregen, the brake management control strategy will enter brake mode 2: a braking energy recovery mode, wherein the braking torque of the vehicle is completely provided by the motor (9), and the motor (9) participates in braking recovery braking energy and charges the power battery (7) to realize reduction of equivalent fuel consumption rate;
if the brake pedal opening brake _ bar _ percent is larger than the maximum brake energy recovery brake pedal opening limit value brake _ bar _ MaxEnegyRegen, the situation shows that the motor (9) cannot provide all brake torque at the moment, and mechanical braking is required to participate in vehicle braking together to provide the brake torque for the vehicle; at this time, the brake management control strategy enters a braking mode 1: a hybrid braking mode in which the electric machine (9) provides maximum braking torque, i.e. the braking energy recovery system is operated at maximum power, and the remaining braking power is provided by mechanical braking to meet the braking requirements of the vehicle.
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