CN114030461B - Hybrid electric vehicle energy management method and device based on dual-mode engine - Google Patents
Hybrid electric vehicle energy management method and device based on dual-mode engine Download PDFInfo
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Abstract
The invention discloses a hybrid electric vehicle energy management method and device based on a dual-mode engine, wherein the energy management method comprises the following steps: obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set; determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve; determining a target working power and a combustion mode with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power; and controlling an engine according to the target working power and the combustion mode to enable the hybrid vehicle to run in an economic mode. Compared with the prior art, the target working power and the combustion mode of the dual-mode engine with the lowest comprehensive fuel consumption rate are determined by obtaining the optimal fuel consumption rate curve under the dual-mode, so that the engine always operates in an economic area, and the comprehensive fuel consumption rate is the lowest.
Description
Technical Field
The invention relates to the field of new energy automobile control, in particular to a hybrid electric vehicle energy management method and device based on a dual-mode engine.
Background
Homogeneous charge compression ignition gasoline engines may achieve two different combustion modes, namely a conventional "spark plug ignition (SI)" mode and a "Homogeneous Charge Compression Ignition (HCCI)" mode. The homogeneous charge compression ignition mode can realize low-temperature lean combustion of the mixture, and the fuel economy is obviously better than that of the traditional spark plug ignition mode. However, because the HCCI mode can cause insufficient combustion and fire due to low combustion reaction speed during low-load operation, and can influence stability due to high combustion speed and rough combustion when the load is too high, the HCCI mode can only be used for intervening in middle and low rotation speeds and load to reduce oil consumption and improve efficiency; the conventional ignition mode of the spark plug must be relied upon at high load and high rotation speeds or in cold conditions. Further, switching between HCCI mode and SI mode is a problem during the full engine operating range. It is desirable to find a reasonable mode management strategy to improve the overall efficiency and stability of the engine.
Disclosure of Invention
The invention mainly aims to provide an energy management method, device, intelligent terminal and storage medium for a hybrid electric vehicle based on a dual-mode engine, and aims to solve the problems that the working mode of the dual-mode engine is difficult to manage and the comprehensive efficiency of the engine is low in the prior art.
To achieve the above object, a first aspect of the present invention provides a hybrid vehicle energy management method based on a dual mode engine, wherein the method includes:
obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve;
determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
and controlling an engine according to the target working power to enable the hybrid vehicle to run in an economic mode.
Optionally, the obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set includes:
obtaining a first optimal fuel economy curve corresponding to a spark plug ignition mode of the engine;
obtaining a second optimal fuel economy curve corresponding to a homogeneous charge compression ignition mode of the engine;
overlapping the first optimal fuel economy curve and the second optimal fuel economy curve to obtain a third optimal fuel economy curve;
And obtaining an optimal fuel consumption rate curve according to the third optimal fuel economy curve.
Optionally, the overlapping the first optimal fuel economy curve with the second optimal fuel consumption rate to obtain a third optimal fuel economy curve includes:
obtaining a power interval corresponding to the second optimal fuel economy curve;
obtaining a curve segment which is positioned in the power interval on the first optimal fuel economy curve;
and replacing the second optimal fuel economy curve by the curve segment to obtain a replaced first optimal fuel economy curve, wherein the replaced first optimal fuel economy curve is the third optimal fuel economy curve.
Optionally, the determining the optimal operating power of the dual-mode engine based on the optimal fuel consumption rate curve includes:
obtaining the output power of the engine;
obtaining driving limiting power;
the optimum operating power is obtained based on the driving restriction power, the output power.
Optionally, the obtaining the driving limiting power under the power following strategy includes:
a driving limiting power sequence is obtained in advance, wherein the driving limiting power sequence comprises engine output power determined according to different vehicle speeds and pedal angles;
Obtaining the current speed and the current pedal angle of the hybrid electric vehicle;
the driving restriction power is determined based on the current vehicle speed, the current pedal angle, and the driving restriction power sequence.
Optionally, the determining the lowest operating power of the dual-mode engine based on the optimal fuel consumption rate curve includes:
obtaining a power interval on the optimal specific fuel consumption curve corresponding to a homogeneous charge compression ignition mode of the engine;
and obtaining a minimum power value based on the power interval, wherein the minimum power value is the minimum working power.
Optionally, when the engine is controlled according to the target working power and the hybrid vehicle runs in the economy mode, the method further includes:
obtaining a power interval on the optimal specific fuel consumption curve corresponding to a homogeneous charge compression ignition mode of the engine;
obtaining a maximum power value based on the power interval, and determining a switching condition of an operating mode of the engine according to the maximum power value;
and when the engine output power of the hybrid electric vehicle meets the switching condition, switching the working mode of the engine.
A second aspect of the present invention provides a hybrid vehicle energy management apparatus based on a dual mode engine, wherein the apparatus includes:
The optimal fuel consumption rate curve acquisition module is used for acquiring an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
the working power determining module is used for determining the optimal working power and the lowest working power of the dual-mode engine based on the optimal fuel consumption rate curve;
the target working power acquisition module is used for determining the target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
and the power control module is used for controlling the engine according to the target working power so that the hybrid electric vehicle runs in an economic mode.
A third aspect of the present invention provides an intelligent terminal, where the intelligent terminal includes a memory, a processor, and a dual-mode engine-based hybrid vehicle energy management program stored on the memory and operable on the processor, where the dual-mode engine-based hybrid vehicle energy management program when executed by the processor implements any one of the steps of the dual-mode engine-based hybrid vehicle energy management method.
A fourth aspect of the present invention provides a computer-readable storage medium having stored thereon a hybrid vehicle energy management program based on a dual-mode engine, the hybrid vehicle energy management program based on a dual-mode engine implementing the steps of any one of the above hybrid vehicle energy management methods based on a dual-mode engine when executed by a processor.
From the above, in the scheme of the invention, the optimal fuel consumption rate curve is obtained according to the effective fuel consumption rate of the engine-generator set; determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve; when the hybrid electric vehicle is in an economic mode, determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power; and controlling an engine according to the target working power to enable the hybrid vehicle to run in an economic mode. Compared with the prior art, the method and the device have the advantages that the optimal fuel consumption rate curve under the double modes is obtained, and the optimal working power and the lowest working power are obtained according to the curve, so that the target working power with the lowest comprehensive fuel consumption rate of the double-mode engine is determined, the engine always operates in an economic area, and the comprehensive fuel consumption rate is the lowest.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a hybrid vehicle energy management method based on a dual mode engine provided by an embodiment of the present invention;
FIG. 2 is a graphical illustration of engine-generator set full operating area fuel consumption rates;
FIG. 3 is a graphical representation of an optimal specific fuel consumption curve;
FIG. 4 is a schematic diagram of an optimal operating power curve under open loop engine control;
FIG. 5 is a schematic diagram of a hybrid vehicle energy management device based on a dual mode engine according to an embodiment of the present invention;
fig. 6 is a schematic block diagram of an internal structure of an intelligent terminal according to an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
It should be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
As used in this specification and the appended claims, the term "if" may be interpreted in context as "when …" or "upon" or "in response to a determination" or "in response to detection. Similarly, the phrase "if a condition or event described is determined" or "if a condition or event described is detected" may be interpreted in the context of meaning "upon determination" or "in response to determination" or "upon detection of a condition or event described" or "in response to detection of a condition or event described".
The following description of the embodiments of the present invention will be made more fully hereinafter with reference to the accompanying drawings, in which embodiments of the invention are shown, it being evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present invention is not limited to the specific embodiments disclosed below.
Homogeneous charge compression ignition gasoline engines may achieve two different combustion modes, namely a conventional "spark plug ignition (SI)" mode and a "Homogeneous Charge Compression Ignition (HCCI)" mode. The homogeneous charge compression ignition mode can realize low-temperature lean combustion of the mixture, and the fuel economy is obviously better than that of the traditional spark plug ignition mode. However, because the HCCI mode can cause insufficient combustion and fire due to low combustion reaction speed during low-load operation, and can influence stability due to high combustion speed and rough combustion when the load is too high, the HCCI mode can only be used for intervening in middle and low rotation speeds and load to reduce oil consumption and improve efficiency; the conventional ignition mode of the spark plug must be relied upon at high load and high rotation speeds or in cold conditions. Further, switching between HCCI mode and SI mode is a problem during the full engine operating range. It is desirable to find a reasonable mode management strategy to improve the overall efficiency and stability of the engine. In the scheme of the invention, an optimal fuel consumption rate curve is obtained according to the effective fuel consumption rate of the engine-generator set; determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve; determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power; and controlling an engine according to the target working power to enable the hybrid vehicle to run in an economic mode. Compared with the prior art, the method and the device have the advantages that the optimal fuel consumption rate curve under the double modes is obtained, and the optimal working power and the lowest working power are obtained according to the curve, so that the target working power with the lowest comprehensive fuel consumption rate of the double-mode engine is determined, the engine always operates in an economic area, and the comprehensive fuel consumption rate is the lowest.
Exemplary method
As shown in fig. 1, an embodiment of the present invention provides a hybrid vehicle energy management method based on a dual-mode engine, and specifically, the method includes the following steps:
step S100: obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
the series (extended range) hybrid electric vehicle decouples the engine and the transmission system, and combines the advantages of fuel economy and endurance mileage, and the advantages and disadvantages of the fuel economy are determined by the control strategy of the whole vehicle energy management system to a great extent. Currently, two common energy control methods of series hybrid are a thermostat strategy, namely, an engine always operates at the most economical operating point to maximize fuel economy, but driving feeling is rarely considered, for example, when driving at a low speed or in a low power requirement, high-load operation of the engine can bring unacceptable noise to a driver, and the running state of the engine and the requirement of the driver are irrelevant to each other can bring confusion to the driver; another is a power following strategy, i.e. the output power of the engine follows the driving demand power in general, the driving feeling is natural, but the engine is often operated in a low efficiency region, especially when driving at low speed but the engine has to be operated due to low electric power, the engine is forced to operate under low load, and the fuel economy is deteriorated. Therefore, the invention manages the energy of the series hybrid power vehicle adopting the double-combustion mode engine, not only can fully exert the high efficiency advantage of the HCCI mode in the low load area, but also overcomes the defect of poor fuel economy of the common hybrid power vehicle under the working conditions of low speed, traffic jam and the like, and ensures that the HCCI mode and the SI mode are switched under the single-point condition, the switching is easy, and the stability of the switching process is ensured.
Specifically, the effective fuel consumption rate (BSFC) of the engine calibrated by the bench is plotted on a graph with the horizontal axis as the engine speed and the vertical axis as the generator output power, so as to obtain a full-working-area fuel consumption rate graph (shown in fig. 2) of the engine-generator set. Since the engine of the dual combustion mode is employed, on the engine-generator set full operating region fuel consumption map shown in fig. 2, there are two operating regions, a region corresponding to the HCCI mode and a region corresponding to the SI mode, respectively. Wherein the HCCI mode region corresponds to medium power and low speed engine operating conditions, and the SI mode region corresponds to full engine operating conditions.
Because the series hybrid engine is decoupled from the transmission system, the rotational speed of the engine is not directly related to the speed of the vehicle, a unique engine rotational speed can be found at each different power point on the full operating area fuel consumption rate graph (shown in fig. 2) of the engine-generator set so that the fuel consumption rate is the lowest, i.e. the output power and the optimal engine rotational speed are in one-to-one correspondence, and the points are connected from the minimum power to the maximum power, so that the optimal fuel economy curve of the engine-generator set is obtained. And drawing an optimal fuel consumption rate curve (shown in figure 3) with the output power of the generator as an abscissa and the unit power fuel consumption rate b as an ordinate according to the optimal fuel economy curve.
Because of the dual combustion mode engine, there is an optimal fuel economy curve for each of the HCCI mode and the SI mode, that is, there is an optimal fuel economy curve for the SI mode in the SI operating region, there is an optimal fuel economy curve for the HCCI mode in the HCCI operating region, and the two curves do not overlap. Therefore, in this embodiment, in order to make the control strategy simple and easy to implement, the optimal fuel economy curves in two different modes are superimposed into one optimal fuel economy curve by adopting the alternative mode. The method comprises the following steps: since the optimal fuel economy curve in SI mode covers the full power range, it is apparent that the operating region of HCCI mode is also covered, and the engine speed is determined in HCCI combustion mode by taking the optimal fuel economy curve already determined in SI mode, and substituting the optimal fuel economy curve of SI mode for a corresponding segment of the optimal fuel economy curve of HCCI mode in the operating region of HCCI mode, thereby obtaining the optimal fuel economy curve (indicated by the thick solid line) as shown in fig. 2. It should be noted that other folding methods may be used to fold the two modes of the optimal fuel economy curve into one optimal fuel economy curve. And drawing an optimal fuel consumption rate curve (shown in figure 3) with the output power of the generator as an abscissa and the unit power fuel consumption rate b as an ordinate according to the optimal fuel economy curve.
Step S200: determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve;
specifically, referring to the optimal fuel consumption rate curve shown in FIG. 3, it can be seen that when the SI mode determined optimal fuel economy curve is used in HCCI mode to determine engine speed, the fuel consumption rate is still significantly lower than in SI mode, indicating the advantages of HCCI combustion mode under low load conditions. As can also be seen from fig. 3, the lowest point on the SI mode corresponding optimum fuel consumption rate curve is the engine optimum operating point, and the engine power corresponding to this optimum operating point is the output power under the thermostat strategy
Let the output power of the engine be
Since the series hybrid engine is decoupled from the drive train, the engine-generator set is always operated at the optimum operating power in the thermostat strategy>
Namely: />
As shown by the solid line in fig. 4, is ideally feasible and achieves optimal fuel economy. However, in practical applications, the thermostat strategy is not feasible and does not necessarily achieve optimal fuel consumption, due to the internal resistance of the battery, the battery charge-discharge limit, NVH (noise, vibration and harshness), etc. In the power following strategy, the output power P of the engine is always equal to or approximately equal to the required power, namely: 
As shown by the dash-dot line in fig. 4, to obtain the most natural driving feeling. Therefore, it can be estimated that the actual operating power of the engine is between the output power corresponding to the thermostat strategy and the power corresponding to the power following strategy, as indicated by the broken line in fig. 4.
Ideally the output power of the series hybrid engine-generator set is independent of the required power, and the engine speed is independent of the vehicle speed, however, from the viewpoint of driving manoeuvrability, the power of the engine-generator set is required to be limited: when the accelerator pedal is low in speed and small in accelerator pedal, if the engine runs at high power and high rotation speed, the noise of the engine can greatly influence the driving and riding comfort, and the output power needs to be more limited; at low speed, large accelerator pedal, the output power limit may be released to some extent because the driver expects to obtain enough power to accelerate; as vehicle speed increases, road noise and wind noise increase gradually, and output power may also decrease limit gradually. Therefore, in some embodiments, when a certain vehicle speed and a pedal angle are collected in advance, after the engine-generator set outputs different powers, the maximum power under the receiving noise is obtained as driving limiting power corresponding to the vehicle speed and the pedal angle, the different vehicle speeds and the pedal angles are collected, driving limiting power sequence data are obtained, and then the current vehicle speed and the current pedal angle of the series hybrid vehicle are used as the driving limiting power; finding the corresponding driving limitation power P in the driving limitation power sequence data NVH . Of course, the driving restriction power P can also be determined by NVH Function of speed and pedal angle, thereby directlyObtaining driving limiting power P according to current vehicle speed and current pedal angle NVH . Driving restriction power P NVH And the maximum output power of the engine after the NVH limit is considered under the power following strategy.
Therefore, the present embodiment refers to the driving restriction power P NVH The engine output power is further corrected to obtain an engine output power P and a driving limit power P NVH The minimum between the two is determined as the optimal operating power.
Since the HCCI combustion mode cannot cover the full range of engine operation, the output power of the engine is further limited when operating in the HCCI mode. Specifically, referring to FIG. 3, the highest power on the optimal specific fuel consumption curve in HCCI mode is defined as P 1 The lowest power is P 2 . When the engine must be running (e.g., SOC is too low) and the output power is below P 2 This results in a failure to operate in HCCI mode and a very undesirable fuel consumption rate, thus allowing the engine to be controlled to operate at the lower limit of HCCI mode, i.e., the lowest operating power of the dual mode engine is P 2 。
The energy control method of the present embodiment also refers to the optimal fuel consumption rate curve of SI mode to control the start and stop points of the engine. Specifically, the inflection point from the high fuel consumption rate and steep curve to the low fuel consumption rate and gentle curve is taken as the engine start-stop threshold point 
When the engine is in open loop control, if power is required +>
Controlling the engine to start; if->
And the engine is controlled to be closed when the engine running time is longer than the preset engine shortest running time. Wherein: p (P) demand For the required power, Δp is a predetermined constant, such as: 5kW; preset engine minimum run timeTaking about 5 to 15 seconds, frequent start and stop of the engine can be avoided by setting these two amounts.
When the engine is operated in the charge-sustaining mode, the engine performs closed-loop control in order to avoid that the SOC (charge amount of the secondary battery) is too low to affect the life of the battery and the normal running performance of the vehicle. At this time, the starting and stopping threshold points of the engine are needed
The reference SOC is corrected, and the correction formula is as follows: />
Wherein alpha is a closed loop adjustment coefficient, P 0 Is the starting and stopping threshold point of the engine under the closed-loop control. In this embodiment, α is set to be a constant, or may be a function value according to the SOC. As SOC is lower, the engine start-stop threshold point P 0 The smaller the engine is, the easier it is to start to power and charge the battery pack at the same time, ensuring that the SOC is not too low and is stable near the target SOC. Will P 0 Substitution of +.>
The start-stop condition when the engine performs closed-loop control is obtained. Such as: p (P) demand >P 0 The engine is controlled to start.
Step S300: determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
specifically, the driving restriction power P is comprehensively considered according to the optimal operation power and the minimum operation power NVH And HCCI mode, the target operating power achieved is:
namely: in order to obtain the best fuel economy, the maximum value of the best operation power and the lowest operation power is taken as the target operation power.
Step S400: and controlling an engine according to the target working power to enable the hybrid vehicle to run in an economic mode.
Specifically, after the target working power is obtained, the output power of the engine of the series hybrid electric vehicle is controlled according to the target working power, and the target working power is calculated according to the current running condition of the series hybrid electric vehicle
The output power of the engine is regulated in real time, so that the engine can always run in an economic zone, and global optimization of fuel economy is realized.
To avoid true SOC and target
The difference between the two is too large, the engine realizes closed-loop control, and at the moment, the target working power is required to be +.>
The reference SOC is corrected, and the correction formula is as follows: / >
Wherein beta is a closed-loop adjustment coefficient, P genset The target working power is controlled in a closed loop mode. In this embodiment, β is set to be a constant, or may be a value according to a function such as SOC. With lower SOC, the engine-generator set output power P genset The larger the battery pack is, the more power is output by the engine to provide power and simultaneously charge the battery pack, so that the SOC is ensured not to be too low and is stabilized near the target SOC.
Further, based on the obtained optimal fuel economy curve, the switching condition of the dual combustion mode can be obtained, thereby realizing smooth switching of the dual combustion mode. Specifically, the HCCI mode is maintained when the engine is at a medium power and medium low speed because the fuel consumption rate of the engine in HCCI mode is significantly lower than the fuel consumption rate of the engine in SI mode. That is, HCCI mode is preferred when the engine output is within the HCCI operating region. Referring to FIG. 2, the best fuel economy curve is obtainedMaximum power value P of engine output power in HCCI operating region 1 Thus, when P genset ≥P 1 Controlling the engine to work in the SI mode; when P genset <P 1 The engine is controlled to operate in HCCI mode.
Preferably, to avoid when the engine output is at P 1 The minimum run time for maintaining one mode can be set by switching frequently back and forth between the two modes due to the up-and-down disturbance of the point. That is, the operation mode of the engine may be switched to one mode at least for a set minimum operation time. Preferably, the shortest running time is set to 3s, 5s, 10s, or the like.
In summary, according to the energy control method of the present invention, the optimal fuel consumption rate curve in the dual mode is obtained, and the optimal operating power and the lowest operating power are obtained according to the curve, so that the target operating power and the combustion mode with the lowest integrated fuel consumption rate of the dual mode engine are determined, and the engine always operates in the economy area with the lowest integrated fuel consumption rate. The invention simply and conveniently manages the working mode of the dual-mode engine, realizes the stable switching of the working mode of the engine, and has high comprehensive efficiency of the engine.
Exemplary apparatus
As shown in fig. 5, corresponding to the above-mentioned hybrid vehicle energy management method based on the dual-mode engine, an embodiment of the present invention further provides a hybrid vehicle energy management device based on the dual-mode engine, where the above-mentioned hybrid vehicle energy management device based on the dual-mode engine includes:
An optimal fuel consumption rate curve obtaining module 600, configured to obtain an optimal fuel consumption rate curve according to an effective fuel consumption rate of the engine-generator set;
specifically, the effective fuel consumption rate of the engine calibrated by the rack is plotted on a graph with the horizontal axis as the engine speed and the vertical axis as the output power of the generator, and a full-working-area fuel consumption rate graph (shown in fig. 2) of the engine-generator set is obtained. Since the engine of the dual combustion mode is employed, on the engine-generator set full operating region fuel consumption map shown in fig. 2, there are two operating regions, a region corresponding to the HCCI mode and a region corresponding to the SI mode, respectively. Wherein the HCCI mode region corresponds to medium power and low speed engine operating conditions, and the SI mode region corresponds to full engine operating conditions.
Because the series hybrid engine is decoupled from the transmission system, the rotational speed of the engine is not directly related to the speed of the vehicle, a unique engine rotational speed can be found at each different power point on the full operating area fuel consumption rate graph (shown in fig. 2) of the engine-generator set so that the fuel consumption rate is the lowest, i.e. the output power and the optimal engine rotational speed are in one-to-one correspondence, and the points are connected from the minimum power to the maximum power, so that the optimal fuel economy curve of the engine-generator set is obtained. And drawing an optimal fuel consumption rate curve (shown in figure 3) with the output power of the generator as an abscissa and the unit power fuel consumption rate b as an ordinate according to the optimal fuel economy curve.
Because of the dual combustion mode engine, there is an optimal fuel economy curve for each of the HCCI mode and the SI mode, that is, there is an optimal fuel economy curve for the SI mode in the SI operating region, there is an optimal fuel economy curve for the HCCI mode in the HCCI operating region, and the two curves do not overlap. Therefore, in this embodiment, in order to make the control strategy simple and easy to implement, the optimal fuel economy curves in two different modes are superimposed into one optimal fuel economy curve by adopting the alternative mode. The method comprises the following steps: since the optimal fuel economy curve in SI mode covers the full power range, it is apparent that the operating region of HCCI mode is also covered, and the engine speed is determined in HCCI combustion mode by taking the optimal fuel economy curve already determined in SI mode, and substituting the optimal fuel economy curve of SI mode for a corresponding segment of the optimal fuel economy curve of HCCI mode in the operating region of HCCI mode, thereby obtaining the optimal fuel economy curve (indicated by the thick solid line) as shown in fig. 2. It should be noted that other folding methods may be used to fold the two modes of the optimal fuel economy curve into one optimal fuel economy curve. And drawing an optimal fuel consumption rate curve (shown in figure 3) with the output power of the generator as an abscissa and the unit power fuel consumption rate b as an ordinate according to the optimal fuel economy curve.
An operating power determination module 610 for determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve;
specifically, referring to the optimal fuel consumption rate curve shown in FIG. 3, it can be seen that when the SI mode determined optimal fuel economy curve is used in HCCI mode to determine engine speed, the fuel consumption rate is still significantly lower than in SI mode, indicating the advantages of HCCI combustion mode under low load conditions. As can also be seen from fig. 3, the lowest point on the SI mode corresponding optimum fuel consumption rate curve is the engine optimum operating point, and the engine power corresponding to this optimum operating point is the output power under the thermostat strategy
Let the output power of the engine be
Since the series hybrid engine is decoupled from the drive train, the engine-generator set is always operated at the optimum operating power in the thermostat strategy>
Namely: />
As shown by the solid line in fig. 4, is ideally feasible and achieves optimal fuel economy. However, in practical applications, the thermostat strategy is not feasible and does not necessarily achieve optimal fuel consumption, due to the internal resistance of the battery, the battery charge-discharge limit, NVH (noise, vibration and harshness), etc. In the power following strategy, the output power P of the engine is always equal to or approximately equal to the required power, namely: 
As shown by the dash-dot line in fig. 4, to obtain the most natural driving feeling. Therefore, it can be estimated that the actual operating power of the engine is between the output power corresponding to the thermostat strategy and the power corresponding to the power following strategy, as indicated by the broken line in fig. 4.
Ideally the output power of the series hybrid engine-generator set is independent of the required power, and the engine speed is independent of the vehicle speed, however, from the viewpoint of driving manoeuvrability, the power of the engine-generator set is required to be limited: when the accelerator pedal is low in speed and small in accelerator pedal, if the engine runs at high power and high rotation speed, the noise of the engine can greatly influence the driving and riding comfort, and the output power needs to be more limited; at low speed, large accelerator pedal, the output power limit may be released to some extent because the driver expects to obtain enough power to accelerate; as vehicle speed increases, road noise and wind noise increase gradually, and output power may also decrease limit gradually. Therefore, in some embodiments, when a certain vehicle speed and a pedal angle are collected in advance, after the engine-generator set outputs different powers, the maximum power under the receiving noise is obtained as driving limiting power corresponding to the vehicle speed and the pedal angle, the different vehicle speeds and the pedal angles are collected, driving limiting power sequence data are obtained, and then the current vehicle speed and the current pedal angle of the series hybrid vehicle are used as the driving limiting power; finding the corresponding driving limitation power P in the driving limitation power sequence data NVH . Of course, the driving restriction power P can also be determined by NVH The function of the vehicle speed and the pedal angle, thereby directly obtaining the driving limit power P according to the current vehicle speed and the current pedal angle NVH . Driving restriction power P NVH And the maximum output power of the engine after the NVH limit is considered under the power following strategy.
Therefore, the present embodiment refers to the driving restriction power P NVH The engine output power is further corrected to obtain an engine output power P and a driving limit power P NVH Minimum between the twoThe value is determined as the optimum operating power.
Since the HCCI combustion mode cannot cover the full range of engine operation, the output power of the engine is further limited when operating in the HCCI mode. Specifically, referring to FIG. 3, the highest power on the optimal BSFC curve in HCCI mode is defined as P 1 The lowest power is P 2 . When the engine must be running (e.g., SOC is too low) and the output power is below P 2 This results in a failure to operate in HCCI mode and a very undesirable fuel consumption rate, thus allowing the engine to be controlled to operate at the lower limit of HCCI mode, i.e., the lowest operating power of the dual mode engine is P 2 。
A target operating power obtaining module 620, configured to determine, when the hybrid vehicle is in the economy mode, a target operating power with a lowest integrated fuel consumption rate of the dual-mode engine according to the optimal operating power and the lowest operating power;
Specifically, the driving restriction power P is comprehensively considered according to the optimal operation power and the minimum operation power NVH And HCCI mode, the resulting target operating power is:
namely: in order to obtain the best fuel economy, the maximum value of the best working power and the lowest working power is taken as the final target working power.
The power control module 630 is configured to control the engine according to the target operating power, so that the hybrid vehicle runs in the economy mode.
Specifically, after the target working power is obtained, the output power of the engine of the series hybrid electric vehicle is controlled according to the target working power, and the target working power is calculated according to the current running condition of the series hybrid electric vehicle
The output power of the engine is regulated in real time, so that the engine can always run in an economic zone, and global optimization of fuel economy is realized.
To avoid true SOC and target
The difference between the two is too large, the engine realizes closed-loop control, and at the moment, the target working power is required to be +.>
The reference SOC is corrected, and the correction formula is as follows: />
Wherein beta is a closed-loop adjustment coefficient, P genset The target working power is controlled in a closed loop mode. In this embodiment, β is set to be a constant, or may be a value according to a function such as SOC. With lower SOC, the engine-generator set output power P genset The larger the battery pack is, the more power is output by the engine to provide power and simultaneously charge the battery pack, so that the SOC is ensured not to be too low and is stabilized near the target SOC.
It should be noted that, the results obtained by the optimal fuel consumption rate curve obtaining module 600 and the working power determining module 610 may be stored in the whole vehicle controller as two-dimensional table data or three-dimensional table data, so that the whole vehicle controller may directly use these data to calculate the target working power during driving.
Further, the system also comprises a mode switching module, which is used for obtaining the switching condition of the double combustion mode based on the obtained optimal fuel economy curve, thereby realizing the stable switching of the double combustion mode.
Specifically, the HCCI mode is maintained when the engine is at a medium power and medium low speed because the fuel consumption rate of the engine in HCCI mode is significantly lower than the fuel consumption rate of the engine in SI mode. That is, HCCI mode is preferred when the engine output is within the HCCI operating region. Referring to FIG. 2, a maximum power value P for engine output in HCCI operating region is obtained for an optimal fuel economy curve 1 Thus, when P genset ≥P 1 Controlling the engine to work in the SI mode; when P genset <P 1 The engine is controlled to operate in HCCI mode.
Preferably, to avoid when the engine output is at P 1 The minimum run time for maintaining one mode can be set by switching frequently back and forth between the two modes due to the up-and-down disturbance of the point. That is, the operation mode of the engine may be switched to one mode at least for a set minimum operation time. Preferably, the shortest running time is set to 3s, 5s, 10s, or the like.
In the present embodiment, the two-mode engine is configured with an electronic throttle valve (ETC), an electronic variable valve timing system (EVVT), and a variable valve lift system (VVL). When the engine works in the SI mode, the throttle valve is in a partial opening state under the control of an Engine Control Unit (ECU); the valve timing is positive valve overlap (i.e., the intake valve opening timing is earlier than the exhaust valve closing timing), and the valve lift is high; the fuel injection and ignition moments are both at corresponding moments calibrated in the SI combustion mode under the control of the ECU. When the engine is operating in HCCI mode, the throttle is in a fully open state; valve timing is negative valve overlap (i.e., intake valve opening timing is later than exhaust valve closing timing), and valve lift is low; the oil injection time is calibrated in an HCCI combustion mode under the control of the ECU; the ignition timing is at compression top dead center, i.e., the engine is operating in the spark plug assisted HCCI combustion mode. The engine operates in SI mode and has a power P 1 When the corresponding throttle opening is theta SI The opening time of the intake valve is IVO SI The opening time of the exhaust valve is EVO SI Valve lift is high lift, ignition advance angle is ST SI The oil injection quantity is FM SI The method comprises the steps of carrying out a first treatment on the surface of the The engine operates in HCCI mode and has power P 1 When the corresponding throttle opening is theta HCCI =90°, intake valve opening timing IVO HCCI The opening time of the exhaust valve is EVO HCCI Valve lift is low lift, ignition advance angle is ST HCCI =0°, oil injection quantity of FM HCCI 。
When the engine is switched between two modes, the control parameters should also be switched between the two. Due toThe response of the actuator for each control parameter requires time, and the mode switching cannot be completed instantaneously. Among them, the response speed of EVVT is a dominant factor. At engine operating power P 1 The number of engine cycles required to complete the intake and exhaust valve timing shift (typically 5 to 10 cycles completed) is obtained based on the rotational speed corresponding to the optimal fuel economy curve. Taking SI to HCCI as an example, EVVT will take the IVO at the fastest speed during these several cycles SI Switching to IVO HCCI EVO is to SI Switching to EVO HCCI The method comprises the steps of carrying out a first treatment on the surface of the ETC shifts throttle opening from θ SI Gradually open to theta HCCI The ignition advance angle gradually changes from ST SI Postpone to ST HCCI The fuel injection quantity is from FM SI Gradually decrease to FM HCCI . The process of switching from HCCI to SI is similar. The variation condition of each control parameter in the process is calibrated in the bench test, so that the output power of the engine is kept stable and unchanged in the whole combustion mode switching process. The calibrated parameters are written into an Engine Control Unit (ECU).
Specifically, in this embodiment, specific functions of each module of the hybrid vehicle energy management device based on the dual-mode engine may refer to corresponding descriptions in the hybrid vehicle energy management method based on the dual-mode engine, which are not described herein.
Based on the above embodiment, the present invention also provides an intelligent terminal, and a functional block diagram thereof may be shown in fig. 6. The intelligent terminal comprises a processor, a memory, a network interface and a display screen which are connected through a system bus. The processor of the intelligent terminal is used for providing computing and control capabilities. The memory of the intelligent terminal comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a hybrid vehicle energy management program based on a dual mode engine. The internal memory provides an environment for the operation of an operating system and a hybrid vehicle energy management program based on a dual mode engine in a non-volatile storage medium. The network interface of the intelligent terminal is used for communicating with an external terminal through network connection. The method for managing the energy of the hybrid vehicle based on the dual-mode engine comprises the steps that any one of the hybrid vehicle energy management methods based on the dual-mode engine is realized when the hybrid vehicle energy management program based on the dual-mode engine is executed by a processor. The display screen of the intelligent terminal can be a liquid crystal display screen or an electronic ink display screen.
It will be appreciated by those skilled in the art that the schematic block diagram shown in fig. 6 is merely a block diagram of a portion of the structure associated with the present inventive arrangements and is not limiting of the smart terminal to which the present inventive arrangements are applied, and that a particular smart terminal may include more or fewer components than shown, or may combine some of the components, or have a different arrangement of components.
In one embodiment, a smart terminal is provided, the smart terminal comprising a memory, a processor, and a dual mode engine based hybrid vehicle energy management program stored on the memory and operable on the processor, the dual mode engine based hybrid vehicle energy management program when executed by the processor performing the following instructions:
obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve;
when the hybrid electric vehicle is in an economic mode, determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
And controlling an engine according to the target working power to enable the hybrid vehicle to run in an economic mode.
The embodiment of the invention also provides a computer readable storage medium, wherein the computer readable storage medium is stored with a hybrid electric vehicle energy management program based on a dual-mode engine, and the hybrid electric vehicle energy management program based on the dual-mode engine realizes the steps of any hybrid electric vehicle energy management method based on the dual-mode engine provided by the embodiment of the invention when being executed by a processor.
It should be understood that the sequence number of each step in the above embodiment does not mean the sequence of execution, and the execution sequence of each process should be determined by its function and internal logic, and should not be construed as limiting the implementation process of the embodiment of the present invention.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present invention. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the elements and algorithm steps of the examples described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/terminal device and method may be implemented in other manners. For example, the apparatus/terminal device embodiments described above are merely illustrative, e.g., the division of the modules or units described above is merely a logical function division, and may be implemented in other manners, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed.
The integrated modules/units described above, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer-readable storage medium. Based on such understanding, the present invention may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the steps of each method embodiment may be implemented. The computer program comprises computer program code, and the computer program code can be in a source code form, an object code form, an executable file or some intermediate form and the like. The computer readable medium may include: any entity or device capable of carrying the computer program code described above, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. The content of the computer readable storage medium can be appropriately increased or decreased according to the requirements of the legislation and the patent practice in the jurisdiction.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that; the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions are not intended to depart from the spirit and scope of the various embodiments of the invention, which are also within the spirit and scope of the invention.
Claims (6)
1. A hybrid vehicle energy management method based on a dual mode engine, the method comprising:
obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
determining an optimal operating power and a minimum operating power of the dual mode engine based on the optimal fuel consumption rate curve;
determining a target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
controlling an engine according to the target working power to enable the hybrid electric vehicle to run in an economic mode;
The obtaining an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set comprises the following steps:
obtaining a first optimal fuel economy curve corresponding to a spark plug ignition mode of the engine;
obtaining a second optimal fuel economy curve corresponding to a homogeneous charge compression ignition mode of the engine;
overlapping the first optimal fuel economy curve and the second optimal fuel economy curve to obtain a third optimal fuel economy curve;
obtaining the optimal fuel consumption rate curve according to the third optimal fuel economy curve;
the overlapping the first optimal fuel economy curve and the second optimal fuel economy curve to obtain a third optimal fuel economy curve comprises the following steps:
obtaining a power interval corresponding to the second optimal fuel economy curve;
obtaining a curve segment which is positioned in the power interval on the first optimal fuel economy curve;
replacing the second optimal fuel economy curve by the curve segment to obtain a replaced first optimal fuel economy curve, wherein the replaced first optimal fuel economy curve is the third optimal fuel economy curve;
The determining the lowest operating power of the dual-mode engine based on the optimal fuel consumption rate curve comprises:
obtaining a power interval on the optimal specific fuel consumption curve corresponding to a homogeneous charge compression ignition mode of the engine;
obtaining a minimum power value based on the power interval, wherein the minimum power value is the minimum working power;
the engine is controlled according to the target working power, and when the hybrid vehicle runs in an economy mode, the engine further comprises:
obtaining a power interval on the optimal specific fuel consumption curve corresponding to a homogeneous charge compression ignition mode of the engine;
obtaining a maximum power value based on the power interval, and determining a switching condition of an operating mode of the engine according to the maximum power value;
and when the engine output power of the hybrid electric vehicle meets the switching condition, switching the working mode of the engine.
2. The dual mode engine based hybrid vehicle energy management method of claim 1, wherein said determining an optimal operating power for the dual mode engine based on said optimal fuel consumption rate profile comprises:
obtaining the output power of the engine;
Obtaining driving limiting power;
the optimum operating power is obtained based on the driving restriction power, the output power.
3. The dual mode engine based hybrid vehicle energy management method of claim 2, wherein said deriving driving restriction power comprises:
a driving limiting power sequence is obtained in advance, wherein the driving limiting power sequence comprises engine output power determined according to different vehicle speeds and pedal angles;
obtaining the current speed and the current pedal angle of the hybrid electric vehicle;
the driving restriction power is determined based on the current vehicle speed, the current pedal angle, and the driving restriction power sequence.
4. A hybrid vehicle energy management apparatus based on a dual mode engine for implementing the steps of the hybrid vehicle energy management method based on a dual mode engine as claimed in any one of claims 1-3, said apparatus comprising:
the optimal fuel consumption rate curve acquisition module is used for acquiring an optimal fuel consumption rate curve according to the effective fuel consumption rate of the engine-generator set;
the working power determining module is used for determining the optimal working power and the lowest working power of the dual-mode engine based on the optimal fuel consumption rate curve;
The target working power acquisition module is used for determining the target working power with the lowest comprehensive fuel consumption rate of the dual-mode engine according to the optimal working power and the lowest working power;
and the power control module is used for controlling the engine according to the target working power so that the hybrid electric vehicle runs in an economic mode.
5. A smart terminal comprising a memory, a processor, and a dual mode engine based hybrid vehicle energy management program stored on the memory and operable on the processor, which when executed by the processor, implements the steps of the dual mode engine based hybrid vehicle energy management method of any of claims 1-3.
6. A computer readable storage medium, characterized in that it has stored thereon a hybrid vehicle energy management program based on a dual mode engine, which when executed by a processor implements the steps of the hybrid vehicle energy management method based on a dual mode engine according to any of claims 1-3.
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