CN115285105B - Hybrid electric vehicle power consumption control method, device, equipment and storage medium - Google Patents

Hybrid electric vehicle power consumption control method, device, equipment and storage medium Download PDF

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Publication number
CN115285105B
CN115285105B CN202210972791.9A CN202210972791A CN115285105B CN 115285105 B CN115285105 B CN 115285105B CN 202210972791 A CN202210972791 A CN 202210972791A CN 115285105 B CN115285105 B CN 115285105B
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engine
electric quantity
power
state
power battery
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CN115285105A (en
Inventor
张志强
翟克宁
潘文军
黄真
马洁高
覃胤合
吴颂
丁磊
刘永刚
伍健
蒋中洲
聂明勇
邹姚辉
蒋涛
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Dongfeng Liuzhou Motor Co Ltd
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Dongfeng Liuzhou Motor Co Ltd
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Priority to CN202210972791.9A priority Critical patent/CN115285105B/en
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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
    • 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
    • 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
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • 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)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a hybrid electric vehicle power shortage control method, device and equipment and a storage medium, and relates to the technical field of hybrid electric vehicles. The power-saving control method of the hybrid electric vehicle comprises the following steps: when the electric quantity of the power battery is smaller than the first electric quantity, determining the running state of the engine; when the running state of the engine is in a normal state, determining a driving strategy according to the connection state between the engine and the generator, wherein the connection state comprises parallel connection and series connection; the engine is driven according to a driving strategy to improve the electric quantity of the power battery. When the electric quantity of the power battery is low, the power battery is charged in time, the state of power deficiency is eliminated, the vehicle fault is avoided, and the normal operation of the vehicle is ensured.

Description

Hybrid electric vehicle power consumption control method, device, equipment and storage medium
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a hybrid electric vehicle power shortage control method, a device, equipment and a storage medium.
Background
For the hybrid whole vehicle system, after the condition of power shortage, the vehicle is easy to break down. For example, in the running process, the power battery power is continuously reduced to cause lower battery power to cause battery faults, or the lower battery power of the vehicle is caused to cause the situation that the whole vehicle cannot be electrified after the vehicle stands for a long time. Therefore, how to prevent the power battery in the hybrid electric vehicle from being deficient is a technical problem to be solved.
Disclosure of Invention
The invention mainly aims to provide a method, a device, equipment and a storage medium for controlling power failure of a hybrid electric vehicle, and aims to solve the technical problem that in the prior art, after the power battery of the hybrid electric vehicle is in a power failure condition, the vehicle is easy to cause faults.
In order to achieve the above object, the present invention provides a hybrid electric vehicle power loss control method, which includes:
when the electric quantity of the power battery is smaller than the first electric quantity, determining the running state of the engine;
determining a driving strategy according to a connection state between the engine and a generator when the running state of the engine is in a normal state, wherein the connection state comprises parallel connection and series connection;
and driving the engine according to the driving strategy to improve the electric quantity of the power battery.
Optionally, when the connection state between the engine and the generator is parallel, the driving strategy includes at least one of increasing engine speed and increasing engine running power.
Optionally, the driving strategy includes increasing engine operating power when the connection between the engine and the generator is in series.
Optionally, after determining the running state of the engine when the electric quantity of the power battery is smaller than the first electric quantity, the method further includes:
when the running state of the engine is in a fault state, limiting the power consumption of the vehicle load according to the residual power of the power battery;
and when the residual electric quantity is smaller than an electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than a normal starting rotating speed of the engine.
Optionally, before limiting the power consumption of the vehicle load according to the remaining power of the power battery, the method further includes:
acquiring an ambient temperature;
and correcting the electric quantity of the power battery according to the ambient temperature, and determining the residual electric quantity.
Optionally, after the engine is started at the first starting rotation speed, the method further includes:
and when the starting times of the engine reach the preset times and the starting is unsuccessful, controlling the power battery to stop supplying power.
Optionally, the hybrid electric vehicle power loss control method further includes:
when the electric quantity of the power battery is smaller than the second electric quantity, the connection state between the engine and the generator is adjusted to be in series connection;
and starting the engine according to a second starting rotating speed, wherein the second electric quantity is smaller than the first electric quantity, and the second starting rotating speed is smaller than the normal starting rotating speed of the engine.
In addition, in order to achieve the above object, the present invention also provides a hybrid electric vehicle power loss control device, including:
the detection module is used for determining the running state of the engine when the electric quantity of the power battery is smaller than the first electric quantity;
the analysis module is used for determining a driving strategy according to the connection state between the engine and the generator when the running state of the engine is in a normal state, wherein the connection state comprises parallel connection and serial connection;
and the driving module is used for driving the engine according to the driving strategy so as to improve the electric quantity of the power battery.
In addition, in order to achieve the above object, the present invention also provides a hybrid electric vehicle power loss control apparatus, including: the system comprises a memory, a processor and a hybrid electric vehicle power-failure control program which is stored in the memory and can run on the processor, wherein the hybrid electric vehicle power-failure control program realizes the hybrid electric vehicle power-failure control method when being executed by the processor.
In addition, in order to achieve the above object, the present invention further provides a storage medium, on which a hybrid vehicle power-loss control program is stored, which when executed by a processor, implements the hybrid vehicle power-loss control method as described above.
In the invention, the running state of the engine is determined when the electric quantity of the power battery is smaller than the first electric quantity; when the running state of the engine is in a normal state, determining a driving strategy according to the connection state between the engine and the generator, wherein the connection state comprises parallel connection and series connection; driving the engine according to a driving strategy to improve the electric quantity of the power battery; therefore, when the electric quantity of the power battery is low, the power battery is charged in time, the power shortage state is eliminated, the vehicle fault is avoided, and the normal operation of the vehicle is ensured.
Drawings
FIG. 1 is a schematic structural diagram of a hybrid electric vehicle power loss control device in a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a first embodiment of a hybrid electric vehicle power loss control method according to the present invention;
FIG. 3 is a schematic flow chart of a second embodiment of a hybrid electric vehicle power loss control method according to the present invention;
fig. 4 is a block diagram of an embodiment of an electric power shortage control device for an automobile according to the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is 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.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a hybrid electric vehicle power-saving control device in a hardware operation environment according to an embodiment of the present invention.
As shown in fig. 1, the hybrid vehicle power loss control apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display (Display), and the optional user interface 1003 may also include a standard wired interface, a wireless interface, and the wired interface for the user interface 1003 may be a USB interface in the present invention. The network interface 1004 may optionally include a standard wired interface, a Wireless interface (e.g., a Wireless-Fidelity (Wi-Fi) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) Memory or a stable Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the configuration shown in fig. 1 does not constitute a limitation of the hybrid vehicle power loss control apparatus, and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.
As shown in fig. 1, the memory 1005, which is considered to be a computer storage medium, may include an operating system, a network communication module, a user interface module, and a hybrid vehicle power loss control program.
In the hybrid electric vehicle power loss control device shown in fig. 1, the network interface 1004 is mainly used for connecting a background server and performing data communication with the background server; the user interface 1003 is mainly used for connecting user equipment; the hybrid electric vehicle power-saving control device invokes the hybrid electric vehicle power-saving control program stored in the memory 1005 through the processor 1001, and executes the hybrid electric vehicle power-saving control method provided by the embodiment of the invention.
Based on the hardware structure, the embodiment of the power-saving control method of the hybrid electric vehicle is provided.
Referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of a hybrid electric vehicle power-saving control method according to the present invention.
In a first embodiment, the hybrid vehicle power loss control method includes the steps of:
step S10: and when the electric quantity of the power battery is smaller than the first electric quantity, determining the running state of the engine.
It should be understood that the execution main body of the embodiment is the hybrid electric vehicle power-saving control device, which has the functions of data processing, data communication, program running and the like, and the hybrid electric vehicle power-saving control device may be a whole vehicle controller, or may be other devices with similar functions, and the embodiment is not limited thereto.
The power cell may be charged in SOC (state of charge) expressed as a percentage. The power battery may be configured with an SOC detection apparatus that may calculate an amount of electricity of the power battery using parameters such as a current or a voltage of the power battery. The whole vehicle controller is connected with the SOC detection equipment, and the electric quantity of the power battery is determined according to the electric quantity data fed back by the SOC detection equipment. The SOC detection of the power battery is already a mature technology, and this embodiment is not described here again.
The first electric quantity is a boundary for judging whether the electric quantity of the power battery is sufficient, and when the electric quantity of the power battery is smaller than the first electric quantity, the electric quantity of the power battery is insufficient, and the power shortage occurs. To avoid the adverse effects of continued power shortage on vehicle operation, the power battery needs to be charged. For example, the first value may be 50% or 40%, etc., and the specific value thereof may be set according to the requirement, which is not limited in this embodiment.
The operating states of the engine include a normal state in which the engine can normally operate and a failure state in which the engine cannot operate. The power of the power battery in the hybrid electric vehicle is supplied by a generator, which is driven by an engine. Thus, the operating state of the engine determines the ability to charge the power battery. The whole vehicle controller can be connected with the control unit of the generator, and the running state of the engine is determined by receiving the state signal fed back by the control unit of the generator. For example, the status signal may be divided into a high level and a low level; wherein, the high level indicates that the running state of the engine is in a normal state, and the low level indicates that the running state of the engine is in a fault state.
Step S20: when the running state of the engine is in a normal state, the driving strategy is determined according to the connection state between the engine and the generator, wherein the connection state comprises parallel connection and series connection.
The connection states of the engine and the generator in the hybrid electric vehicle include parallel connection and series connection. In the parallel state, one part of the output of the engine drives the generator to generate power, and the other part of the output of the engine is used for driving the motor; in the series state, the output of the engine is fully used to drive the generator to generate electricity.
In the present embodiment, the connection state of the engine and the generator can be adjusted as required. Specifically, a clutch can be arranged between the output shaft of the engine and the output shaft of the motor, and when the clutch is in a separation state, the engine is only connected with the generator and is in a series connection state; when the clutch is in a combined state, the engine is connected with the generator and the motor at the same time and is in a parallel state.
The whole vehicle controller can control the connection state of the engine and the generator to switch between parallel connection and series connection by controlling the state of the clutch. Typically, series connection may be employed when the vehicle speed is low; parallel connection may be used when the vehicle speed is high.
When the running state of the engine is in a normal state, the engine can be normally driven. In this case, the power generation amount of the generator can be increased by increasing the output of the engine, thereby increasing the electric quantity of the power battery. Because the connection states of the engine and the generator are in parallel connection and in series connection, the energy transmission modes are different. And thus require different driving strategies for driving.
The driving strategy refers to a manner of adjusting a control parameter of the engine, such as increasing the engine speed, increasing the engine power, and the like. When the connection state between the engine and the generator is parallel, the driving strategy may include at least one of increasing the engine speed and increasing the engine running power. Since a part of the engine is used to drive the motor in the parallel state, the output cannot be increased by increasing the rotational speed of the engine. The driving strategy includes increasing engine operating power when the connection between the engine and the generator is in series. Of course, the driving policy may also be set according to the requirement, and this embodiment will not be described herein.
Step S30: the engine is driven according to a driving strategy to improve the electric quantity of the power battery.
After the driving strategy is determined, the engine is controlled according to the control parameters in the driving strategy, and the output of the engine is improved. When the phase difference between the parameters in the driving strategy and the original parameters of the engine is large, the engine can be controlled in a gradually-improved mode to avoid oscillation caused by abrupt output change. For example, 500r/min may be increased each time the engine speed is increased.
To avoid frequent charging, the power of the power battery after this charging may be set to a higher value, such as 70% or 75%, in the driving strategy. And after the electric quantity of the power battery reaches the set electric quantity, the control parameters of the engine are restored to the original control parameters.
The power consumption of the load in the vehicle can be limited in order to quickly improve the power of the power battery while the power of the power battery is charged. For example, the power of the vehicle air conditioner and the like are limited. Specifically, the limiting degree of the load can be set according to the SOC, for example, when the SOC is 45% -50%, the power limiting amplitude is 20%; when the SOC is 40% -45%, the power limiting amplitude is 40%. The above values are merely examples, and specific values thereof may be set according to requirements, which is not limited in this embodiment.
In the first embodiment, the operating state of the engine is determined by when the electric quantity of the power battery is smaller than the first electric quantity; when the running state of the engine is in a normal state, determining a driving strategy according to the connection state between the engine and the generator, wherein the connection state comprises parallel connection and series connection; driving the engine according to a driving strategy to improve the electric quantity of the power battery; therefore, when the electric quantity of the power battery is low, the power battery is charged in time, the power shortage state is eliminated, the vehicle fault is avoided, and the normal operation of the vehicle is ensured.
Referring to fig. 3, fig. 3 is a schematic flow chart of a second embodiment of the hybrid electric vehicle power-loss control method according to the present invention, and based on the first embodiment, the second embodiment of the hybrid electric vehicle power-loss control method according to the present invention is provided.
In the second embodiment, step S10 may further include:
step S40: and when the running state of the engine is in a fault state, limiting the power consumption of the vehicle load according to the residual power of the power battery.
When the running state of the engine is in a fault state, the engine cannot be started immediately, and at the moment, in order to avoid the deterioration of the power shortage state, the power consumption of the vehicle load needs to be limited so as to slow down the power consumption speed of the power battery. Wherein the vehicle load can ensure the vehicle-mounted air conditioner, the motor driving power and the like.
Specifically, the degree of limitation of the amount of electricity used by the vehicle load may be determined based on the vehicle speed and the remaining amount of electricity. When the vehicle speed is higher, the electric quantity consumption is larger, and a larger limit degree can be adopted to slow down the electric quantity consumption speed; at lower vehicle speeds, less power consumption is indicated and a lesser degree of restriction may be employed. The larger the SOC, the more the remaining amount is indicated, and as the SOC decreases, the degree of limitation of the amount of electricity used by the vehicle load may increase. For example, at an SOC of 45% -50%, the power limit magnitude is 20%; when the SOC is 40% -45%, the power limiting amplitude is 40%.
In this embodiment, to ensure accuracy of the SOC, the ambient temperature may be acquired; and correcting the electric quantity of the power battery according to the ambient temperature, and determining the residual electric quantity.
The ambient temperature refers to the temperature of the environment outside the vehicle. The vehicle shell can be provided with a temperature sensor, the whole vehicle controller is connected with the temperature sensor, and the environment temperature outside the vehicle is determined by receiving detection signals fed back by the temperature sensor. Or the whole vehicle controller is connected with the weather database, and the environmental temperature is determined by searching weather data of the area where the vehicle is located in the weather database.
In specific implementation, a battery pack state of charge model at different temperatures can be established through historical data, and then corresponding residual electric quantity is determined from the state of charge model according to the ambient temperature.
Furthermore, the actual effect produced by the same power is not the same as the vehicle is at different temperatures. Therefore, the degree of limitation of the load can also be corrected according to the ambient temperature. For example, when the ambient temperature is low, the degree of restriction of the air conditioner may be appropriately reduced to ensure the user's demand. If the SOC is 45-50%, the power limiting amplitude of the air conditioner is 20% when the ambient temperature is 20 ℃; if the ambient temperature is 10 ℃, the power limiting amplitude of the air conditioner is 15%.
Step S50: and when the residual electric quantity is smaller than the electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than the normal starting rotating speed of the engine.
The cause of the failure of the engine may be a hardware failure or a temporary stop due to an external factor. The engine may be restored when it fails due to an external factor, so in order to avoid deterioration of the power loss state, an attempt may be made to restart the engine.
At the time of restarting, the starting may be performed in accordance with the normal starting condition of the engine. If the start-up attempt fails, the start-up condition can be reduced to start up again. For example, if the normal starting condition of the engine is 1000r/min, it may be attempted to start at 800r/min to increase the start success rate.
And when the starting times of the engine reach the preset times and the starting is unsuccessful, controlling the power battery to stop supplying power. The preset number of times may be 3 times or 4 times, etc. After the engine is started for a plurality of times and cannot be successfully started, the problem that the engine is seriously damaged is solved, and the power battery can be controlled to be at a high voltage so that the vehicle stops running to repair, and safety accidents caused by the abnormality of the vehicle are avoided.
In this embodiment, in order to avoid that the battery is not sufficiently charged after the vehicle is left standing for a long time, the engine may be started in a maintenance mode and the power battery may be charged. Specifically, when the electric quantity of the power battery is smaller than the second electric quantity, the connection state between the engine and the generator is adjusted to be in series connection; and starting the engine according to a second starting rotating speed, wherein the second electric quantity is smaller than the first electric quantity, and the second starting rotating speed is smaller than the normal starting rotating speed of the engine.
The second power may be 10% or 5%, and direct start of the vehicle may result in a power battery running out due to too low battery power. It is therefore possible to first attempt to start the engine to generate electricity and then to run the vehicle. Wherein, in order to start the engine, the engine can be started at a lower starting rotation speed, for example, the second starting rotation speed can be 400r/min. When the engine speed reaches 400r/min, the fuel injection is forcedly controlled to start the engine.
In the second embodiment, when the operation state of the engine is in a failure state, the amount of electricity used by the vehicle load is limited according to the remaining amount of electricity of the power battery; when the residual electric quantity is smaller than the electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than the normal starting rotating speed of the engine; therefore, under the condition that the power battery cannot be charged immediately, the consumption speed of the electric quantity is controlled, the starting condition of the engine is reduced, the engine is restarted to generate electricity, the deterioration of the power shortage state is slowed down, and the power battery is prevented from being broken down.
In addition, the embodiment of the invention also provides a storage medium, wherein the storage medium is stored with a hybrid electric vehicle power-failure control program, and the hybrid electric vehicle power-failure control program realizes the steps of the hybrid electric vehicle power-failure control method when being executed by a processor.
The technical solutions of all the embodiments can be adopted by the storage medium, so that the storage medium has at least the beneficial effects brought by the technical solutions of the embodiments, and the description is omitted herein.
Referring to fig. 4, fig. 4 is a block diagram showing an embodiment of the power-saving control device for an automobile according to the present invention. The embodiment of the invention also provides a power-saving control device of the hybrid electric vehicle.
In this embodiment, the hybrid vehicle power loss control device includes:
the detection module 100 is configured to determine an operation state of the engine when an electric quantity of the power battery is less than a first electric quantity.
The power cell may be charged in SOC (state of charge) expressed as a percentage. The power battery may be configured with an SOC detection apparatus that may calculate an amount of electricity of the power battery using parameters such as a current or a voltage of the power battery. The detection module 100 is connected with the SOC detection apparatus, and determines the power of the power battery according to the power data fed back by the SOC detection apparatus. The SOC detection of the power battery is already a mature technology, and this embodiment is not described here again.
The first electric quantity is a boundary for judging whether the electric quantity of the power battery is sufficient, and when the electric quantity of the power battery is smaller than the first electric quantity, the electric quantity of the power battery is insufficient, and the power shortage occurs. To avoid the adverse effects of continued power shortage on vehicle operation, the power battery needs to be charged. For example, the first value may be 50% or 40%, etc., and the specific value thereof may be set according to the requirement, which is not limited in this embodiment.
The operating states of the engine include a normal state in which the engine can normally operate and a failure state in which the engine cannot operate. The power of the power battery in the hybrid electric vehicle is supplied by a generator, which is driven by an engine. Thus, the operating state of the engine determines the ability to charge the power battery. The detection module 100 may be connected to a control unit of the generator, and determine the operating state of the engine by receiving a state signal fed back by the control unit of the generator. For example, the status signal may be divided into a high level and a low level; wherein, the high level indicates that the running state of the engine is in a normal state, and the low level indicates that the running state of the engine is in a fault state.
The analysis module 200 is configured to determine a driving strategy according to a connection state between the engine and the generator when the operation state of the engine is in a normal state, wherein the connection state includes parallel connection and series connection.
The connection states of the engine and the generator in the hybrid electric vehicle include parallel connection and series connection. In the parallel state, one part of the output of the engine drives the generator to generate power, and the other part of the output of the engine is used for driving the motor; in the series state, the output of the engine is fully used to drive the generator to generate electricity.
In the present embodiment, the connection state of the engine and the generator can be adjusted as required. Specifically, a clutch can be arranged between the output shaft of the engine and the output shaft of the motor, and when the clutch is in a separation state, the engine is only connected with the generator and is in a series connection state; when the clutch is in a combined state, the engine is connected with the generator and the motor at the same time and is in a parallel state.
The analysis module 200 may switch between parallel and series connection by controlling the state of the clutch to control the connection state of the engine and generator. Typically, series connection may be employed when the vehicle speed is low; parallel connection may be used when the vehicle speed is high.
When the running state of the engine is in a normal state, the engine can be normally driven. In this case, the power generation amount of the generator can be increased by increasing the output of the engine, thereby increasing the electric quantity of the power battery. Because the connection states of the engine and the generator are in parallel connection and in series connection, the energy transmission modes are different. And thus require different driving strategies for driving.
The driving strategy refers to a manner of adjusting a control parameter of the engine, such as increasing the engine speed, increasing the engine power, and the like. When the connection state between the engine and the generator is parallel, the driving strategy may include at least one of increasing the engine speed and increasing the engine running power. Since a part of the engine is used to drive the motor in the parallel state, the output cannot be increased by increasing the rotational speed of the engine. The driving strategy includes increasing engine operating power when the connection between the engine and the generator is in series. Of course, the driving policy may also be set according to the requirement, and this embodiment will not be described herein.
The driving module 300 is used for driving the engine according to a driving strategy so as to improve the electric quantity of the power battery.
After the driving strategy is determined, the engine is controlled according to the control parameters in the driving strategy, and the output of the engine is improved. When the phase difference between the parameters in the driving strategy and the original parameters of the engine is large, the engine can be controlled in a gradually-improved mode to avoid oscillation caused by abrupt output change. For example, 500r/min may be increased each time the engine speed is increased.
To avoid frequent charging, the power of the power battery after this charging may be set to a higher value, such as 70% or 75%, in the driving strategy. And after the electric quantity of the power battery reaches the set electric quantity, the control parameters of the engine are restored to the original control parameters.
The power consumption of the load in the vehicle can be limited in order to quickly improve the power of the power battery while the power of the power battery is charged. For example, the power of the vehicle air conditioner and the like are limited. Specifically, the limiting degree of the load can be set according to the SOC, for example, when the SOC is 45% -50%, the power limiting amplitude is 20%; when the SOC is 40% -45%, the power limiting amplitude is 40%. The above values are merely examples, and specific values thereof may be set according to requirements, which is not limited in this embodiment.
In the present embodiment, the detection module 100 determines the operation state of the engine by when the electric quantity of the power battery is smaller than the first electric quantity; the analysis module 200 determines a driving strategy according to a connection state between the engine and the generator when the operation state of the engine is in a normal state, the connection state including parallel connection and series connection; the driving module 300 drives the engine according to a driving strategy to increase the electric quantity of the power battery; therefore, when the electric quantity of the power battery is low, the power battery is charged in time, the power shortage state is eliminated, the vehicle fault is avoided, and the normal operation of the vehicle is ensured.
In an embodiment, the driving module 300 is further configured to limit the power consumption of the vehicle load according to the remaining power of the power battery when the running state of the engine is in a fault state; and when the residual electric quantity is smaller than an electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than a normal starting rotating speed of the engine.
In an embodiment, the detection module 100 is further configured to obtain an ambient temperature; the analysis module 200 is further configured to correct the power of the power battery according to the ambient temperature, and determine the remaining power.
In an embodiment, the driving module 300 is further configured to control the power battery to stop supplying power when the number of engine starts reaches a preset number and the engine is not started successfully.
In an embodiment, the driving module 300 is further configured to adjust the connection state between the engine and the generator to be a series connection when the electric quantity of the power battery is less than the second electric quantity; and starting the engine according to a second starting rotating speed, wherein the second electric quantity is smaller than the first electric quantity, and the second starting rotating speed is smaller than the normal starting rotating speed of the engine.
Other embodiments or specific implementation manners of the hybrid electric vehicle power loss control device according to the present invention may refer to the above method embodiments, so at least the technical solutions of the above embodiments have all the beneficial effects, and are not repeated herein.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the terms first, second, third, etc. do not denote any order, but rather the terms first, second, third, etc. are used to interpret the terms as names.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. read only memory mirror (Read Only Memory image, ROM)/random access memory (Random Access Memory, RAM), magnetic disk, optical disk), comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims (6)

1. The utility model provides a hybrid electric vehicle power consumption control method which is characterized in that, hybrid electric vehicle power consumption control method includes:
when the electric quantity of the power battery is smaller than the first electric quantity, determining the running state of the engine;
determining a driving strategy according to a connection state between the engine and a generator when the running state of the engine is in a normal state, wherein the connection state comprises parallel connection and series connection;
the driving strategy includes at least one of increasing an engine speed and increasing an engine operating power when the connection state between the engine and the generator is parallel, and increasing an engine operating power when the connection state between the engine and the generator is series;
driving the engine according to the driving strategy to improve the electric quantity of the power battery;
when the electric quantity of the power battery is smaller than the first electric quantity, after determining the running state of the engine, the method further comprises the following steps:
when the running state of the engine is in a fault state, limiting the power consumption of the vehicle load according to the residual power of the power battery;
when the residual electric quantity is smaller than an electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than a normal starting rotating speed of the engine;
the hybrid electric vehicle power loss control method further comprises the following steps:
when the electric quantity of the power battery is smaller than the second electric quantity, the connection state between the engine and the generator is adjusted to be in series connection;
and starting the engine according to a second starting rotating speed, wherein the second electric quantity is smaller than the first electric quantity, and the second starting rotating speed is smaller than the normal starting rotating speed of the engine.
2. The hybrid vehicle power loss control method according to claim 1, wherein before limiting the power consumption of the vehicle load based on the remaining power of the power battery, further comprising:
acquiring an ambient temperature;
and correcting the electric quantity of the power battery according to the ambient temperature, and determining the residual electric quantity.
3. The hybrid vehicle power loss control method according to claim 1, further comprising, after the engine is started at the first starting rotational speed:
and when the starting times of the engine reach the preset times and the starting is unsuccessful, controlling the power battery to stop supplying power.
4. The utility model provides a hybrid vehicle power consumption controlling means which characterized in that, hybrid vehicle power consumption controlling means includes:
the detection module is used for determining the running state of the engine when the electric quantity of the power battery is smaller than the first electric quantity;
an analysis module, configured to determine a driving strategy according to a connection state between the engine and the generator when an operation state of the engine is in a normal state, the connection state including parallel connection and series connection, the driving strategy including at least one of an operation of increasing an engine speed and an operation of increasing an engine operation power when the connection state between the engine and the generator is parallel connection, the driving strategy including an operation of increasing the engine operation power when the connection state between the engine and the generator is series connection;
the driving module is used for driving the engine according to the driving strategy so as to improve the electric quantity of the power battery;
the analysis module is further used for limiting the power consumption of the vehicle load according to the residual power of the power battery when the running state of the engine is in a fault state; when the residual electric quantity is smaller than an electric quantity threshold value, starting the engine according to a first starting rotating speed, wherein the first starting rotating speed is smaller than a normal starting rotating speed of the engine
The driving module is further used for adjusting the connection state between the engine and the generator to be in series connection when the electric quantity of the power battery is smaller than the second electric quantity; and starting the engine according to a second starting rotating speed, wherein the second electric quantity is smaller than the first electric quantity, and the second starting rotating speed is smaller than the normal starting rotating speed of the engine.
5. The utility model provides a hybrid vehicle power consumption control equipment which characterized in that, hybrid vehicle power consumption control equipment includes: a memory, a processor, and a hybrid vehicle power loss control program stored on the memory and operable on the processor, which when executed by the processor, implements the hybrid vehicle power loss control method according to any one of claims 1 to 3.
6. A storage medium, wherein a hybrid vehicle power loss control program is stored on the storage medium, and when executed by a processor, the hybrid vehicle power loss control program implements the hybrid vehicle power loss control method according to any one of claims 1 to 3.
CN202210972791.9A 2022-08-15 2022-08-15 Hybrid electric vehicle power consumption control method, device, equipment and storage medium Active CN115285105B (en)

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Publication number Priority date Publication date Assignee Title
CN107878212A (en) * 2017-10-31 2018-04-06 吉利汽车研究院（宁波）有限公司 A kind of automobile storage battery preventing electric loss guard method and system
CN210852338U (en) * 2019-07-17 2020-06-26 郑州宇通客车股份有限公司 Insufficient voltage prevention control system for storage battery and vehicle
CN113829864A (en) * 2021-03-02 2021-12-24 比亚迪股份有限公司 Hybrid power system, hybrid power vehicle, control method of hybrid power vehicle and vehicle control unit

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107878212A (en) * 2017-10-31 2018-04-06 吉利汽车研究院（宁波）有限公司 A kind of automobile storage battery preventing electric loss guard method and system
CN210852338U (en) * 2019-07-17 2020-06-26 郑州宇通客车股份有限公司 Insufficient voltage prevention control system for storage battery and vehicle
CN113829864A (en) * 2021-03-02 2021-12-24 比亚迪股份有限公司 Hybrid power system, hybrid power vehicle, control method of hybrid power vehicle and vehicle control unit

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