WO2018177356A1 - 混合动力汽车及其动力***和发电控制方法 - Google Patents
混合动力汽车及其动力***和发电控制方法 Download PDFInfo
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- WO2018177356A1 WO2018177356A1 PCT/CN2018/081042 CN2018081042W WO2018177356A1 WO 2018177356 A1 WO2018177356 A1 WO 2018177356A1 CN 2018081042 W CN2018081042 W CN 2018081042W WO 2018177356 A1 WO2018177356 A1 WO 2018177356A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- 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
Definitions
- the present invention relates to the field of automobile technology, and in particular to a power system of a hybrid vehicle, a hybrid vehicle, a power generation control method for the hybrid vehicle, and a computer readable storage medium.
- Hybrid vehicles are one of the new energy vehicles that are driven by engines and/or motors.
- the motor generator of the hybrid vehicle functions as a generator while acting as a drive motor, thereby causing a lower speed of the motor generator at a low speed, and also causing power generation and power generation efficiency of the motor generator. It is very low, so it can not meet the power demand of low-speed driving, making it relatively difficult to maintain the electric balance at low speed.
- the present invention aims to solve at least one of the technical problems in the related art to some extent.
- the first object of the present invention is to provide a power system of a hybrid vehicle capable of maintaining low-speed electric balance and low-speed rideability of the entire vehicle.
- a second object of the present invention is to provide a hybrid vehicle.
- a third object of the present invention is to provide a power generation control method for a hybrid vehicle.
- a fourth object of the present invention is to provide a computer readable storage medium.
- a power system of a hybrid vehicle includes: an engine that outputs power to a wheel of the hybrid vehicle through a clutch; a power motor, the power a motor for outputting a driving force to a wheel of the hybrid vehicle; a power battery for supplying power to the power motor; a DC-DC converter; a low voltage battery, the low voltage battery and the DC-DC a secondary motor connected to the engine, the secondary motor being respectively connected to the power motor, the DC-DC converter and a power battery, wherein the secondary motor generates power by the engine; a control module, configured to acquire an SOC value of the power battery, an SOC value of the low voltage battery, and a vehicle speed of the hybrid vehicle, and according to an SOC value of the power battery and the hybrid vehicle The vehicle speed controls the secondary motor to enter a power generation power adjustment mode to operate the engine in a preset optimal economic region, wherein when the secondary After the power generation unit into the adjustment mode, the control module is further configured to
- the engine outputs power to the wheels of the hybrid vehicle through the clutch
- the power motor outputs the driving force to the wheels of the hybrid vehicle
- the power battery supplies power to the power motor
- the auxiliary motor is in the engine.
- the control module acquires the SOC value of the power battery, the SOC value of the low voltage battery, and the vehicle speed of the hybrid vehicle.
- the auxiliary motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region.
- control module When the secondary motor enters the power generation power adjustment mode, the control module further The SOC value of the low-voltage battery adjusts the power generation of the sub-motor, so that the vehicle's low-speed electric balance and low-speed smoothness can be maintained, and the vehicle performance can be improved.
- a hybrid vehicle includes the power system of the hybrid vehicle.
- the hybrid vehicle according to the embodiment of the invention can maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
- a power generation control method for a hybrid vehicle includes the steps of: acquiring an SOC value of a power battery of the hybrid vehicle and a vehicle speed of the hybrid vehicle, The SOC value of the low-voltage battery of the hybrid vehicle; controlling the sub-motor of the hybrid vehicle to enter a power-generification mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle to make the hybrid vehicle
- the engine is operated at a preset optimal economic region, wherein the secondary motor generates power by the engine; when the secondary motor enters a power generation mode, the SOC value of the low-voltage battery is The power generation of the secondary motor is adjusted.
- the SOC value of the power battery, the SOC value of the low-voltage battery, and the vehicle speed of the hybrid vehicle are obtained, and the sub-motor is controlled according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle. Entering the power generation power adjustment mode to operate the engine in the preset optimal economic zone.
- the secondary motor enters the power generation power adjustment mode the power generation of the secondary motor is adjusted according to the SOC value of the low voltage battery, thereby maintaining the entire vehicle. Low-speed electric balance and low-speed smoothness improve vehicle performance.
- a fourth aspect of the present invention provides a computer readable storage medium having instructions stored therein, when the instructions are executed, the hybrid vehicle performs any of the power generation Control Method.
- FIG. 1 is a block schematic diagram of a power system of a hybrid vehicle in accordance with an embodiment of the present invention
- FIG. 2a is a schematic structural view of a power system of a hybrid vehicle according to an embodiment of the present invention
- FIG. 2b is a schematic structural view of a power system of a hybrid vehicle according to another embodiment of the present invention.
- FIG. 3 is a block schematic diagram of a power system of a hybrid vehicle in accordance with one embodiment of the present invention.
- FIG. 4 is a schematic view of a transmission structure between an engine and a corresponding wheel according to an embodiment of the present invention
- Figure 5 is a schematic illustration of a transmission structure between an engine and a corresponding wheel in accordance with another embodiment of the present invention.
- FIG. 6 is a block schematic diagram of a power system of a hybrid vehicle in accordance with another embodiment of the present invention.
- Figure 7 is a schematic diagram showing the general characteristics of an engine according to an embodiment of the present invention.
- FIG. 8 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
- FIG. 9 is a flowchart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
- FIG. 10 is a flowchart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
- FIGS. 1-5 A power system of a hybrid vehicle according to an embodiment of the present invention will be described below with reference to FIGS. 1-5, which provides sufficient power and power for the hybrid vehicle to travel normally.
- the power system of the hybrid vehicle includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, and a sub-motor 5.
- the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle.
- the power system of the embodiment of the present invention can provide power for the hybrid vehicle to normally travel through the engine 1 and/or the power motor 2.
- the power source of the power system may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 may separately output power to the wheel 7, or the engine 1 and The power motor 2 can simultaneously output power to the wheels 7.
- the power battery 3 is used to supply power to the power motor 2; the sub motor 5 is connected to the engine 1, for example, the sub motor 5 can be connected to the engine 1 through the train wheel end of the engine 1.
- the sub-motors 5 are respectively connected to the power motor 2, the DC-DC converter 4, and the power battery 3, and the sub-motor 5 performs power generation by the engine 1 to charge the power battery 3, supply power to the power motor 2, and supply DC- At least one of the DC converter 4 power supply.
- the engine 1 can drive the secondary motor 5 to generate electricity, and the electric energy generated by the secondary motor 5 can be supplied to at least one of the power battery 3, the power motor 2, and the DC-DC converter 4.
- the engine 1 can drive the sub-motor 5 to generate electricity while outputting power to the wheel 7, or can separately drive the sub-motor 5 to generate electricity.
- the power motor 2 and the sub-motor 5 respectively serve as a drive motor and a generator in a one-to-one correspondence. Since the sub-motor 5 has a high power generation and power generation efficiency at a low speed, the power demand of the low-speed travel can be satisfied, and the whole can be maintained. The vehicle's low-speed electric balance maintains the low-speed ride of the vehicle and improves the dynamic performance of the vehicle.
- the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor.
- the sub-motor 5 belongs to a high-voltage motor.
- the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly Power motor 2 and/or DC-DC converter 4 are powered.
- the sub-motor 5 is also a high-efficiency generator. For example, when the sub-motor 5 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved, and the normal power generation efficiency is improved.
- the sub-motor 5 can be used to start the engine 1, that is, the sub-motor 5 can have a function of starting the engine 1, for example, when the engine 1 is started, the sub-motor 5 can drive the crankshaft of the engine 1. In order to bring the piston of the engine 1 to the ignition position, the starting of the engine 1 is achieved, whereby the sub-motor 5 can realize the function of the starter in the related art.
- both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle.
- the engine 1 and the power motor 2 jointly drive the same wheel of the hybrid vehicle, such as a pair of front wheels 71 (including the left front wheel and the right front wheel); as another example, as shown in FIG. 2b, the engine 1
- the first wheel of the hybrid vehicle can be driven, for example, a pair of front wheels 71 (including a left front wheel and a right front wheel), and the power motor 2 can drive a force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72 (including the left rear Wheel and right rear wheel).
- the engine 1 and the power motor 2 jointly drive a pair of front wheels 71, the driving force of the power system is output to a pair of front wheels 71, and the whole vehicle can be driven by two drives; when the engine 1 drives a pair of front wheels When the power motor 2 drives the pair of rear wheels 72, the driving force of the power system is output to the pair of front wheels 71 and the pair of rear wheels 72, respectively, and the entire vehicle can be driven by a four-wheel drive.
- the power system of the hybrid vehicle further includes a differential 8, a final drive 9, and a transmission 90, wherein the engine 1 passes the clutch 6.
- the transmission 90, the final drive 9 and the differential 8 output power to the first wheel of the hybrid vehicle, for example, a pair of front wheels 71, and the power motor 2 outputs the driving force to the hybrid through the final drive 9 and the differential 8.
- the first wheel of the automobile is, for example, a pair of front wheels 71.
- the clutch 6 and the transmission 90 can be integrated.
- the power system of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 passes the clutch 6 and the first A transmission 91 outputs power to a first wheel of the hybrid vehicle, such as a pair of front wheels 71, and the power motor 2 outputs a driving force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72, through the second transmission 92.
- the clutch 6 and the first transmission 91 can be integrated.
- the sub-motor 5 further includes a first controller 51
- the power motor 2 further includes a second controller 21, and the sub-motor 5 passes the first control.
- the unit 51 is connected to the power battery 3 and the DC-DC converter 4, respectively, and is connected to the power motor 2 through the first controller 51 and the second controller 21.
- the first controller 51 is connected to the second controller 21, the power battery 3, and the DC-DC converter 4, respectively, and the first controller 51 may have an AC-DC conversion unit, and the secondary motor 5 generates AC power when generating electricity.
- the AC-DC conversion unit converts the alternating current generated by the high-voltage motor 2 into a high-voltage direct current such as 600V high-voltage direct current to realize at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4. .
- the second controller 21 may have a DC-AC conversion unit
- the first controller 51 may convert the alternating current generated by the secondary motor 5 into high-voltage direct current
- the DC-AC conversion unit may further convert the first controller 51.
- the high voltage direct current is converted into alternating current to supply power to the power motor 2.
- the sub-motor 5 when the sub-motor 5 performs power generation, the sub-motor 5 can charge the power battery 3 through the first controller 51 and/or supply power to the DC-DC converter 4. That is, the sub motor 5 can realize either or both of charging the power battery 3 and supplying power to the DC-DC converter 4 through the first controller 51. Further, the sub motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21.
- the DC-DC converter 4 is also connected to the power battery 3.
- the DC-DC converter 4 is also connected to the power motor 2 via a second controller 21.
- the first controller 51 has a first DC terminal DC1
- the second controller 21 has a second DC terminal DC2
- the DC-DC converter 4 has a third DC terminal DC3.
- the third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC on the high voltage DC power output by the first controller 51 through the first DC terminal DC1. Transform.
- the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the power battery 3, and the first DC terminal DC1 of the first controller 51 can be connected to the power battery 3 to pass the first controller 51.
- the first DC terminal DC1 outputs high voltage direct current to the power battery 3 to charge the power battery 3.
- the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the second DC terminal DC2 of the second controller 21, and the first DC terminal DC1 of the first controller 51 can be connected to the second controller.
- the second DC terminal DC2 of 21 is connected such that the first controller 51 outputs high voltage direct current to the second controller 21 through the first DC terminal DC1 to supply power to the power motor 2.
- the DC-DC converter 4 is also respectively connected to the first electric device 10 and the low-voltage battery 20 in the hybrid vehicle to supply power to the first electric device 10 and the low-voltage battery 20, and the low-voltage battery 20 It is also connected to the first electrical device 10.
- the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high voltage DC power and/or the sub motor 5 output from the power battery 3 through the first
- the high voltage direct current outputted by the controller 51 is converted into low voltage direct current, and the low voltage direct current is output through the fourth direct current terminal DC4. That is, the DC-DC converter 4 can convert any one or both of the high-voltage direct current output from the power battery 3 and the high-voltage direct current output from the sub-motor 5 through the first controller 51 into low-voltage direct current, and pass the fourth direct current.
- the terminal DC4 outputs the low voltage direct current.
- the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low-voltage electrical device, including but not Limited to car lights, radios, etc.
- the fourth DC terminal DC4 of the DC-DC converter 4 can also be coupled to the low voltage battery 20 to charge the low voltage battery 20.
- the low voltage battery 20 is connected to the first electrical device 10 to supply power to the first electrical device 10.
- the low voltage battery 20 can be the first electrical device. 10 power supply, thus ensuring the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
- the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51
- the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical device 10 and the low voltage battery 20, respectively, when the power motor 2.
- the sub-motor 5 can generate power to supply power to the first electric device 10 and/or charge the low-voltage battery 20 through the first controller 51 and the DC-DC converter 4.
- the sub-motor 5 can generate power to supply power to the first electric device 10 through the first controller 51 and the DC-DC converter 4. And charging either or both of the low voltage battery 20 to drive the hybrid vehicle in a pure fuel mode.
- the first controller 51 can convert the alternating current generated by the secondary motor 5 into high-voltage direct current, and the DC-DC converter 4 can perform the first control.
- the high voltage direct current converted by the unit 50 is converted to low voltage direct current to supply power to the first electrical device 10 and/or to charge the low voltage battery 20. That is, either or both of powering the first electrical device 10 and charging the low voltage battery 20 are achieved.
- the sub motor 5 and the DC-DC converter 4 have a separate power supply path.
- the power motor 2, the second controller 21, and the power battery 3 fail, the electric drive cannot be realized.
- the sub motor 5 and the DC are passed.
- the separate power supply channel of the DC converter 4 can ensure the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
- the first controller 51, the second controller 21, and the power battery 3 are also respectively coupled to the second electrical device 30 in the hybrid vehicle.
- the first DC terminal DC1 of the first controller 51 can be connected to the second electrical device 30, and when the secondary motor 5 performs power generation, the secondary motor 5 can pass through the first controller. 51 directly supplies power to the second electrical device 30.
- the AC-DC conversion unit of the first controller 51 can also convert the alternating current generated by the secondary motor 5 into high-voltage direct current and directly supply power to the second electrical device 30.
- the power battery 3 can also be coupled to the second electrical device 30 to power the second electrical device 30. That is to say, the high voltage direct current output from the power battery 3 can be directly supplied to the second electric device 30.
- the second electrical device 30 can be a high-voltage electrical device, and can include, but is not limited to, an air conditioner compressor, a PTC (Positive Temperature Coefficient) heater, and the like.
- power generation by the sub-motor 5 makes it possible to charge the power battery 3, or supply power to the power motor 2, or supply power to the first electric device 10 and the second electric device 30.
- the power battery 3 can supply power to the power motor 2 through the second controller 21, or supply power to the second electric device 30, and can also supply power to the first electric device 10 and/or the low-voltage battery 20 through the DC-DC converter 4. This enriches the power supply mode of the whole vehicle, meets the power demand of the whole vehicle under different working conditions, and improves the performance of the whole vehicle.
- the low voltage may refer to a voltage of 12V (volts) or 24V
- the high voltage may refer to a voltage of 600V, but is not limited thereto.
- the engine can be prevented from participating in driving at a low speed, and the clutch is not used, the clutch wear or the slip is reduced, the feeling of frustration is reduced, and the comfort is improved, and At low speeds, the engine can be operated in an economical area, and only power generation is not driven, fuel consumption is reduced, engine noise is reduced, low-speed electric balance and low-speed smoothness of the vehicle are maintained, and overall vehicle performance is improved.
- the secondary motor can directly charge the power battery, and can also supply power for low-voltage devices such as low-voltage batteries, first electrical equipment, etc., and can also be used as a starter.
- FIG. 4 A specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 4, which is applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
- this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
- a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
- the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
- An input shaft eg, a first input shaft 911, a second input shaft 912
- output shafts eg, a first output shaft 921, a second output shaft 922
- a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
- the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
- a clutch 6 such as the dual clutch 2d in the example of FIG.
- the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
- the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
- the plurality of input shafts may include two input shafts, a first input shaft 911 and a second input shaft 912, and the second input shaft 912 may be coaxially sleeved on the first input shaft 911.
- the engine 1 is selectively engageable with one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
- the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
- the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
- the plurality of output shafts may include two output shafts, a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are respectively disposed in parallel with the first input shaft 911.
- each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
- each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
- the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
- a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
- the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
- the motor power shaft 931 is disposed to be coupled with one of a plurality of output shafts (eg, the first output shaft 921 and the second output shaft 922) through the motor power shaft 931 and the output shaft.
- One of the linkages is such that power can be transferred between the motor power shaft 931 and the one of the output shafts.
- the power output through the output shaft (such as the power from the output of the engine 1) may be output to the motor power shaft 931, or the power via the motor power shaft 931 (such as the power output from the power motor 2) may be output to the output shaft. .
- Coupled can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.
- the linkage of the gear to the shaft may be understood to mean that the shaft that is interlocked with the gear as it rotates will also rotate, or that the gear that is associated therewith will also rotate as the shaft rotates.
- the linkage between the shaft and the shaft can be understood as the other shaft that is linked to and rotates when one of the shafts rotates.
- linkage of a gear and a gear can be understood as the fact that the other gear that is interlocked with one of the gears will also rotate when it rotates.
- the power motor 2 is disposed to be interlocked with the motor power shaft 931.
- the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
- the motor power shaft 931 may be the motor shaft of the power motor 2 itself.
- the motor power shaft 931 and the motor shaft of the power motor 2 can also be two separate shafts.
- the output portion 221 is differentially rotatable relative to the one of the output shafts (eg, the second output shaft 922), in other words, the output portion 221 and the output shaft can be different.
- the rotation speed rotates independently.
- the output portion 221 is configured to selectively engage the one of the output shafts to rotate in synchronization with the output shaft, in other words, the output portion 221 is capable of differential or synchronous rotation with respect to the output shaft. In short, the output portion 221 is engageable with respect to the one of the output shafts for synchronous rotation, and of course, can also be turned to rotate at a differential speed.
- the output portion 221 may be disposed on the one of the output shafts in an empty manner, but is not limited thereto.
- the output portion 221 is vacant on the second output shaft 922, that is, the output portion 221 and the second output shaft 922 can be differentially rotated at different rotational speeds.
- the output portion 221 can be rotated in synchronization with the one of the output shafts.
- the synchronization of the output portion 221 and the output shaft can be realized when necessary by adding a corresponding synchronizer.
- the synchronizer may be an output portion synchronizer 221c, and the output portion synchronizer 221c is provided to synchronize the one of the output portion 221 and the output shaft.
- the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
- the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
- the differential 75 can be located between the pair of front wheels 71.
- the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
- a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
- the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
- the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and the sub-motor 5 realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4 when power is generated by the engine 1.
- FIG. 5 Another specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 5.
- This embodiment is also applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
- this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
- a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
- the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
- An input shaft eg, a first input shaft 911, a second input shaft 912
- output shafts eg, a first output shaft 921, a second output shaft 922
- a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
- the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
- a clutch 6 such as the dual clutch 2d in the example of FIG.
- the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
- the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
- the plurality of input shafts may include two input shafts of a first input shaft 911 and a second input shaft 912, and the second input shaft 912 is coaxially sleeved on the first input shaft 911, the engine 1 is capable of selectively engaging one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
- the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
- the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
- the plurality of output shafts may include two output shafts of a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are disposed in parallel with the first input shaft 911.
- each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
- each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
- the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
- a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
- the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
- one of the output shafts (for example, the first output shaft 921 and the second output shaft 922) is provided with at least one reverse output gear 81, and the output shaft is further provided with a reverse gear output.
- the reverse synchronizer of the gear 81 (for example, the five-speed synchronizer 5c, the six-speed synchronizer 6c), in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 81 and the output shaft, thereby synchronizing the output shaft with the reverse gear
- the synchronized reverse output gear 81 can be rotated in synchronism, and the reverse power can be output from the output shaft.
- the reverse output gear 81 is one, and the one reverse output gear 81 can be sleeved on the second output shaft 922.
- the present invention is not limited thereto.
- the reverse output gear 81 may also be two, and the two reverse output gears 81 are simultaneously vacant on the second output shaft 922.
- the reverse output gear 81 can also be three or more.
- the reverse shaft 89 is disposed in linkage with one of the input shafts (eg, the first input shaft 911 and the second input shaft 912) and also with at least one reverse output gear 81, for example, via the one of the input shafts
- the power can be transmitted to the reverse output gear 81 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 81.
- the reverse output gear 81 is vacant on the second output shaft 922, and the reverse shaft 89 is interlocked with the first input shaft 911, for example, the reverse power output of the engine 1 can pass.
- the first input shaft 911 and the reverse shaft 89 are output to the reverse output gear 81.
- the motor power shaft 931 will be described in detail below.
- the motor power shaft 931 is provided with a motor power shaft first gear 31 and a motor power shaft second gear 32.
- the motor power shaft first gear 31 is meshable with the final drive driven gear 74 to transmit the driving force to the wheels 7 of the hybrid vehicle.
- the motor power shaft second gear 32 is disposed in linkage with one of the gear driven gears.
- the power outputted by the power source may be on the motor power shaft.
- the second gear 32 and the gear driven gear associated therewith are transmitted, and at this time, the motor power shaft second gear 32 is interlocked with the gear driven gear.
- the motor power shaft second gear 32 is interlocked with the second gear driven gear 2b, and the motor power shaft second gear 32 and the second gear driven gear 2b can be directly meshed or indirectly transmitted through the intermediate transmission member.
- a motor power shaft synchronizer 33c is further disposed on the motor power shaft 931, and the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can be selected.
- the motor power shaft first gear 31 or the motor power shaft second gear 32 is engaged with the motor power shaft 3.
- the clutch sleeve of the motor power shaft synchronizer 33c is moved to the left to engage the motor power shaft second gear 32, and to the right to engage the motor power shaft first gear 31.
- the power motor 2 is disposed to be interlocked with the motor power shaft 931.
- the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
- the power motor 2 can directly transmit the generated power directly from the motor power shaft first gear 31 through the motor power shaft synchronizer 33c.
- the output of the first gear 31 of the motor power shaft can shorten the transmission chain, reduce the intermediate transmission components, and improve the transmission efficiency.
- a motor power shaft third gear 33 is fixedly disposed on the motor power shaft 931, and the power motor 2 is disposed to directly mesh or indirectly transmit with the motor power shaft third gear 33.
- the motor shaft of the power motor 2 is provided with a first motor gear 511, and the first motor gear 511 is driven by the intermediate gear 512 and the motor power shaft third gear 33.
- the power motor 2 and the motor power shaft 931 can also be coaxially connected.
- the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
- the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or between a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
- the differential 75 can be located between the pair of front wheels 71.
- the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
- a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
- the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
- first output shaft output gear 211 is fixedly disposed on the first output shaft 921, the first output shaft output gear 211 rotates synchronously with the first output shaft 921, and the first output shaft output gear 211 and the final drive driven gear 74 The transmission is engaged so that power via the first output shaft 921 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.
- the second output shaft 922 is fixedly disposed with a second output shaft output gear 212, the second output shaft output gear 212 rotates synchronously with the second output shaft 922, and the second output shaft output gear 212 and the final drive driven gear
- the meshing drive 74 is such that power through the second output shaft 922 can be transmitted from the second output shaft output gear 212 to the final drive driven gear 74 and the differential 75.
- the motor power shaft first gear 31 can be used to output power through the motor power shaft 931, and thus the motor power shaft first gear 31 is also meshed with the final drive driven gear 74.
- the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and when the sub-motor 5 performs power generation by the engine 1, it realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4.
- the power system of the hybrid vehicle further includes a control module 101 for controlling the power system of the hybrid vehicle.
- the control module 101 can be an integration of a controller having a control function in a hybrid vehicle, such as a vehicle controller that can be a hybrid vehicle, a first controller 51 and a second control in the embodiment of FIG.
- the integration of the device 21 and the like is not limited thereto. The control method performed by the control module 101 will be described in detail below.
- the control module 101 is configured to acquire a SOC value (State of Charge, also called a remaining power) of the power battery 3, an SOC value of the low-voltage battery 20, and a vehicle speed of the hybrid vehicle, and The sub motor 5 is controlled to enter the power generation power adjustment mode according to the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle, so that the engine 1 operates in a preset optimal economic region, wherein when the sub motor 5 enters the power generation power adjustment mode, The control module 101 is further configured to adjust the power generation of the sub-motor 5 according to the SOC value of the low-voltage battery 20.
- the power generation power adjustment mode is a mode for adjusting the power generation of the engine.
- the engine 1 can be driven to drive the secondary motor 5 to generate power to adjust the power generation of the secondary motor 5.
- the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 can be collected by the battery management system of the hybrid vehicle, so that the battery management system collects the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 .
- the control module 101 is sent to the control module 101 to acquire the SOC value of the power battery 3 and the SOC value of the low voltage battery 20.
- the preset optimal economic area of the engine 1 can be determined in conjunction with the engine universal characteristic map.
- An example of the engine characteristic map is shown in FIG. 7, wherein the side ordinate is the output torque of the engine 1, the abscissa is the engine speed, and the curve a is the fuel economy curve of the engine 1.
- the area corresponding to the fuel economy curve is the optimal economic area of the engine. That is, when the torque and torque of the engine 1 are on the optimal fuel economy curve of the engine, the engine is in the optimal economic area.
- the control module 101 can cause the engine 1 to operate at a preset optimal economic zone by controlling the engine speed and output torque to fall on an engine fuel economy curve, such as curve a.
- the engine 1 can output power to the wheels 7 of the hybrid vehicle through the clutch 6, and the engine 1 can also drive the sub-motor 5 to generate electric power.
- the output power of the engine mainly includes two parts, one part is output to the sub-motor 5, that is, the power generation power that drives the sub-motor 5 to generate electric power, and the other part is output to the wheel 7, that is, the driving power of the driving wheel 7.
- the control module 101 may first acquire the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle, and then control the sub-motor 5 to enter the power generation according to the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle.
- the power adjustment mode is such that the engine 1 operates in a preset optimal economic zone.
- the control module 101 can adjust the power generation of the sub-motor 5 while operating the engine 1 in a preset optimum economic region.
- the control module 101 further adjusts the power generation of the sub-motor 5 according to the SOC value of the low-voltage battery 20.
- control module 101 is further configured to control the power generation of the sub-motor 5 according to the SOC value of the power battery 3, the SOC value of the low-voltage battery 20, and the vehicle speed of the hybrid vehicle, and according to the vice
- the power generated by the motor 5 obtains the power generated by the engine 1 to control the engine 1 to operate in a preset optimum economic region.
- the engine 1 can be operated in a preset optimal economic region, and since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption of the engine 1 can be reduced, and the engine 1 can be reduced. Noise, improve the economy of the vehicle operation.
- the sub-motor 5 since the sub-motor 5 has high power generation and power generation efficiency at a low speed, it can meet the power demand of low-speed driving, can maintain the low-speed electric balance of the whole vehicle, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.
- the low-voltage battery can realize the low-voltage power supply of the whole vehicle through the low-voltage battery, thereby ensuring that the whole vehicle can realize the pure fuel mode driving and improve the mileage of the whole vehicle.
- control module 101 is configured to: if the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first preset value, if the vehicle speed of the hybrid vehicle is less than the first preset The vehicle speed is set, and the sub motor 5 is controlled to enter the power generation power adjustment mode.
- the first preset value may be an upper limit value of the SOC value of the power battery 3 set in advance, for example, a determination value for stopping charging, and may preferably be 30%.
- the preset limit value may be a lower limit value of the SOC value of the power battery 3 set in advance, for example, a determination value for stopping the discharge, and may preferably be 10%.
- the SOC value of the power battery 3 can be divided into three intervals according to the first preset value and the preset limit value, that is, the first power interval, the second power interval, and the third power interval, when the SOC value of the power battery 3 is less than Or equal to the preset limit value, the SOC value of the power battery 3 is in the first power interval, at which time the power battery 3 is only charged and not discharged; when the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first When the preset value is reached, the SOC value of the power battery 3 is in the second power interval.
- the power battery 3 has a charging demand, and the power battery 3 can be actively charged; when the SOC value of the power battery 3 is greater than the first preset value, The SOC value of the power battery 3 is in the third power interval, and at this time, the power battery 3 may not be charged, that is, the power battery 3 is not actively charged.
- the control module 101 can determine the interval in which the SOC value of the power battery 3 is located, and if the SOC value of the power battery 3 is in the second power interval, the power The SOC value of the battery 3 is greater than a preset limit value and less than or equal to the first preset value, indicating that the power battery 3 can be charged. At this time, the control module 101 further determines whether the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed. If the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, the control sub-motor 5 enters the power generation power adjustment mode. At this time, the hybrid vehicle has a lower vehicle speed and requires less driving force, and the power motor 2 is sufficient to drive the hybrid power. When the car is running, the engine 1 can only drive the sub-motor 5 to generate electricity and does not participate in driving.
- the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- control module 101 is further configured to: acquire the hybrid vehicle when the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first preset value, and the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed The vehicle requires power, and when the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor 5, the control sub-motor 5 enters the power generation power adjustment mode.
- the control module 101 may further determine the whole Whether the required power of the vehicle is greater than the maximum allowable power generation of the auxiliary motor 5, if the required power of the whole vehicle is less than or equal to the maximum allowable power generation of the auxiliary motor 5, the control sub-motor 5 enters the power generation power adjustment mode, and at this time, the driving required for the entire vehicle The force is small, and the power demand of the whole vehicle is small.
- the power motor 2 is sufficient to drive the hybrid vehicle, and the engine 1 can only drive the auxiliary motor 5 to generate electricity and does not participate in driving.
- the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- control module 101 is further configured to: when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle demand power is less than
- the maximum allowable power generation of the secondary motor is equal to, the accelerator pedal depth of the hybrid vehicle and the vehicle resistance of the hybrid vehicle are obtained, and the accelerator pedal depth is less than or equal to the first preset depth and the vehicle resistance of the hybrid vehicle is less than or equal to the first
- the secondary motor is controlled to enter the power generation regulation mode.
- the vehicle resistance of the hybrid vehicle may be the driving resistance of the hybrid vehicle such as rolling resistance, acceleration resistance, slope resistance, and air resistance.
- the control module 101 may further determine whether the accelerator pedal depth is greater than the first predetermined depth and whether the overall vehicle resistance of the hybrid vehicle is greater than the first preset resistance, if the accelerator pedal depth is less than or equal to the first pre-step If the vehicle resistance of the depth or hybrid vehicle is less than or equal to the first preset resistance, the control sub-motor 5 enters the power generation power adjustment mode.
- the accelerator pedal has a small depth and the vehicle resistance is also small.
- the power motor 2 is sufficient to drive the hybrid vehicle, and the engine 1 can only drive the sub-motor 5 to generate electricity without participating in the driving.
- the engine can only generate electricity and not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- the engine 1 when the hybrid vehicle is running at a low speed, the engine 1 can generate power only and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slip, while reducing the sense of frustration and improving comfort, and At low speeds, the engine is operated in an economical area. Since the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic zone, fuel consumption can be reduced, engine noise can be reduced, and the economy of the vehicle can be improved. The car's low-speed electric balance and low-speed ride comfort improve vehicle performance.
- control module 101 is further configured to: when controlling the engine 1 to separately drive the sub-motor 5 to generate power, and control the power motor 2 to independently output the driving force, obtain the generated power of the engine 1 according to the following formula:
- P0 is the power generation power of the engine 1
- P1 is the power generation power of the sub-motor 5
- ⁇ belt transmission efficiency is the efficiency of the sub-motor 5.
- the control module 101 can calculate the power generation power P0 of the engine 1 based on the power generation power of the sub-motor 5, the belt transmission efficiency ⁇ , and the efficiency of the sub-motor 5, and The control engine 1 drives the sub-motor 5 to generate electric power with the acquired power generation power P0 to control the power generation of the sub-motor 5.
- control module 101 is further configured to: when the SOC value of the power battery 3 is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power
- the engine 1 is controlled to participate in driving when the maximum allowable power generation of the sub-motor 5, or the accelerator pedal depth is greater than the first predetermined depth, or the vehicle resistance of the hybrid vehicle is greater than the first preset resistance.
- the SOC value of the power battery 3 is less than the preset limit value M2, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power is greater than the maximum allowable power generation of the sub-motor 5, or the throttle
- the control module 101 controls the engine 1 to participate in the driving.
- the power battery 3 is no longer discharged, and the driving required for the whole vehicle is required.
- the force is large, the power demand of the whole vehicle is large, the depth of the accelerator pedal is large, or the whole vehicle resistance is also large.
- the power motor 2 is not enough to drive the hybrid vehicle, and the engine 1 participates in driving to make up the driving.
- the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle.
- control module 101 is further configured to: when the vehicle demand power is greater than the maximum allowable power generation of the sub-motor 5, also control the engine 1 to participate in driving to cause the engine 1 to output power to the wheels through the clutch 6.
- control module 101 is further configured to: when the SOC value of the power battery 3 is less than or equal to a preset limit value, control the engine 1 to participate in driving to cause the engine 1 to output power to the wheel through the clutch 6; when the SOC value of the power battery 3 When the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed and the accelerator pedal depth is greater than the first preset depth, the control engine 1 participates in driving to cause the engine 1 to output power to the wheel through the clutch 6; When the SOC value of the power battery 3 is less than or equal to the first preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle resistance of the hybrid vehicle is greater than the first preset resistance, the engine 1 participates in driving to pass the engine 1 The clutch 6 outputs power to the wheels.
- control module 101 can acquire the SOC value of the power battery 3, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, the vehicle resistance, and the vehicle demand power in real time, and the SOC value of the power battery 3 and the throttle of the hybrid vehicle. Judging the pedal depth, vehicle speed and vehicle resistance:
- the control module 101 controls the engine 1 and the power motor 2 to simultaneously participate in driving. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated in a preset optimal economic region by adjusting the power generation of the sub-motor 5.
- the control module 101 controls the engine 1 and the power motor 2 to participate in driving at the same time. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated at a preset optimal economy by adjusting the power generation of the sub-motor 5. region.
- the control module 101 controls the engine 1 and the power motor 2 to participate in the driving at the same time. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated at the preset by adjusting the power generation of the sub-motor 5. The best economic area.
- the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle. Moreover, the engine can be controlled to operate in an economical area. Since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption can be reduced, the engine noise can be reduced, and the economic performance of the vehicle can be improved.
- control module 101 is further configured to: when the SOC value of the power battery 3 is less than or equal to a preset limit value, and the vehicle speed of the hybrid vehicle is greater than the first preset vehicle speed, control the engine 1 to participate in driving to pass the engine 1 through the clutch 6 The power is output to the wheel 7.
- the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle.
- control module 101 is further configured to: when the SOC value of the power battery 3 is greater than the first preset value, the engine 1 does not drive the sub-motor 5 to generate power, and at this time, the power of the power battery 3 is nearly full.
- the motor 1 does not drive the sub-motor 5 to generate electricity without charging. That is, when the power of the power battery 3 is nearly full, the engine 1 does not drive the sub-motor 5 to generate electric power, so that the sub-motor 5 does not charge the power battery 3.
- control module 101 can adjust the power generation power of the sub-motor 5.
- the following describes the power generation power adjustment process of the control module 101 of the embodiment of the present invention.
- control module 101 is further configured to: according to the vehicle demand power of the hybrid vehicle, the charging power of the power battery 3, and the charging power of the low voltage battery 20, after the sub-motor 5 enters the power generation power adjustment mode, The SOC value of the low voltage battery 20 adjusts the power generation of the sub motor 5.
- the formula for adjusting the power generation of the sub-motor 5 according to the vehicle required power of the hybrid vehicle, the charging power of the power battery 3, and the charging power of the low-voltage battery 20 may be as follows:
- P1 is the power generation power of the sub-motor 5
- P2 is the power demanded by the whole vehicle
- P3 is the charging power of the power battery 3
- P4 is the charging power of the low-voltage battery 20
- P11 is the driving power of the whole vehicle
- P21 is the power of the electric appliance.
- the electrical equipment includes the first electrical equipment 10 and the second electrical equipment 30, that is, the electrical equipment power P21 may include the power required by the high voltage electrical equipment and the low voltage electrical equipment.
- the vehicle driving power P11 may include the output power of the power motor 2, and the control module 101 may obtain the vehicle driving power P11 according to the preset throttle-torque curve of the power motor 2 and the rotational speed of the power motor 2.
- the preset throttle-torque curve can be determined when the hybrid vehicle power is matched; the control module 101 can obtain the electrical equipment power P21 in real time according to the electrical equipment running the vehicle, for example, calculating the electrical equipment power P21 by DC consumption on the bus;
- the control module 101 can acquire the charging power P3 of the power battery 3 according to the SOC value of the power battery 3, and acquire the charging power P4 of the low voltage battery 20 according to the SOC value of the low voltage battery 20.
- the control module 101 can obtain the charging power P3 of the power battery 3, the charging power P4 of the low-voltage battery 20, the driving power of the vehicle P11, and the power of the electrical equipment P21, and the power battery 3 The sum of the charging power P3, the charging power P4 of the low-voltage battery 20, the driving power P11 of the entire vehicle, and the power P21 of the electric appliance as the power generation P1 of the sub-motor 5, whereby the control module 101 can pair the sub-motor 5 according to the calculated P1 value.
- the power generation power is adjusted.
- the control module 101 can control the output torque and the rotational speed of the engine 1 according to the calculated P1 value to adjust the power that the engine 1 drives the secondary motor 5 to generate power.
- control module 101 is further configured to: acquire a rate of change of the SOC value of the power battery 3, and select a minimum output power Pmin corresponding to the optimal economic region of the engine 1 according to the vehicle demand power P2.
- the relationship between the SOC value of the power battery 3, the SOC value of the low-voltage battery 20, and the SOC value change rate of the low-voltage battery 20 regulate the power generation of the sub-motor 5.
- control module 101 can obtain the rate of change of the SOC value of the power battery 3 according to the SOC value of the power battery 3, for example, the SOC value of the power battery 3 is collected once every time interval t, so that the current state of the power battery 3 can be The ratio of the difference between the SOC value and the previous SOC value to the time interval t is taken as the rate of change of the SOC value of the power battery 3.
- the rate of change of the SOC value of the low voltage battery 20 can be obtained according to the SOC value of the low voltage battery 20, for example, the SOC value of the low voltage battery 20 is collected once every time interval t, so that the current SOC value of the low voltage battery 20 can be compared with the previous one. The ratio of the difference between the SOC values and the time interval t is taken as the rate of change of the SOC value of the low-voltage battery 20.
- the optimal economic region of the engine can be determined according to the engine characteristic curve shown in FIG. 7, and then the minimum output power Pmin corresponding to the optimal economic region of the engine is obtained, and the control module 101 determines the optimal economic region of the engine. After the corresponding minimum output power Pmin, the relationship between the vehicle required power P2 and the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the rate of change of the SOC value of the power battery 3, and the SOC value of the low-voltage battery 20 The rate of change of the SOC value of the low-voltage battery 20 adjusts the power generation of the sub-motor 5.
- the engine 1 can generate electricity only without participating in the drive, since the engine is not Involved in the drive, the clutch is not needed, which can reduce the clutch wear or slip, reduce the sense of frustration, improve the comfort, and thus maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
- control module 101 The relationship between the control module 101 and the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the rate of change of the SOC value of the power battery 3 according to the vehicle demand power P2 after the sub-motor 5 enters the power generation power adjustment mode is further described below.
- the SOC value of the low-voltage battery 20 and the rate of change of the SOC value of the low-voltage battery 20 adjust the specific power of the power generation of the sub-motor 5.
- control module 101 is further configured to: when the SOC value of the low-voltage battery 20 is greater than a preset low-power threshold, acquire the charging power P3 of the power battery 3 according to the SOC value change rate of the power battery 3, and determine the power battery 3 Whether the charging power P3 is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the vehicle demand power P2, wherein the charging power P3 of the power battery 3 is smaller than the minimum output power corresponding to the optimal economic region of the engine 1.
- the difference between the Pmin and the vehicle demand power P2 is controlled by the engine 1 to generate power at the minimum output power to adjust the power generation of the sub-motor 5; if the charging power P3 of the power battery 3 is greater than or equal to the optimal economic region of the engine 1
- the difference between the minimum output power Pmin and the vehicle demand power P2 according to the sum of the charging power P3 of the power battery 3 and the vehicle demand power P2, the output power of the engine 1 in the preset optimal economic region is obtained, and the engine is controlled. 1 Power generation is performed at the obtained output power to adjust the power generation of the sub-motor 5.
- control module 101 is further configured to: when the SOC value of the low-voltage battery 20 is less than or equal to a preset low-power threshold, obtain a rate of change of the SOC value of the low-voltage battery 20 and a rate of change of the SOC value of the power battery 3, and according to the low-voltage battery
- the SOC value change rate of 20 acquires the charging power P4 of the low-voltage battery 20 and acquires the charging power P3 of the power battery 3 according to the rate of change of the SOC value of the power battery 3, and determines the charging power P4 of the low-voltage battery 20 and the charging power P3 of the power battery 3.
- the difference between the minimum output power Pmin corresponding to the optimal economic region and the vehicle demand power P2 is controlled by the engine 1 to generate power at the minimum output power Pmin to adjust the power generation of the sub-motor 5; if the charging power P4 of the low-voltage battery 20 is The sum of the charging powers P3 of the power battery 3 is greater than or equal to the minimum output power Pmin corresponding to the optimal economic region of the engine 1.
- the difference between the vehicle demand power P2 and the output power of the engine 1 in the preset optimal economic region is obtained according to the sum of the charging power P3 of the power battery 3, the charging power P4 of the low-voltage battery 20, and the vehicle demand power P2, and Power generation by controlling the engine 1 at the obtained output power to adjust the power generation of the sub-motor 5.
- the first relationship table between the rate of change of the SOC value of the power battery 3 and the charging power P3 of the power battery 3 can be pre-stored in the control module 101, whereby the control module 101 acquires the change of the SOC value of the power battery 3. After the rate, the charging power P3 of the corresponding power battery 3 can be obtained by comparing the first relationship table.
- a first relationship table between the rate of change of the SOC value of the power battery 3 and the charging power P3 of the power battery 3 can be as shown in Table 1 below.
- the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B1; when the rate of change of the SOC value of the power battery 3 is A2, the control module 101 The charging power P3 of the corresponding power battery 3 can be obtained as B2; when the SOC value change rate of the power battery 3 is A3, the control module 101 can obtain the corresponding charging power P3 of the power battery 3 as B3; when the SOC value of the power battery 3 When the rate of change is A4, the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B4; when the rate of change of the SOC value of the power battery 3 is A5, the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B5. .
- a second relationship table between the rate of change of the SOC value of the low voltage battery 20 and the charging power P4 of the low voltage battery 20 can be pre-stored in the control module 101, whereby the control module 101 obtains the rate of change of the SOC value of the low voltage battery 20
- the charging power P4 of the corresponding low-voltage battery 20 can be obtained by comparing the second relationship table.
- a first relationship table between the rate of change of the SOC value of the low voltage battery 20 and the charging power P4 of the low voltage battery 20 can be as shown in Table 2 below.
- Rate of change of SOC value of low voltage battery 20 A11 A12 A13 A14 A15 Charging power of low voltage battery 20 B11 B12 B13 B14 B15
- the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B11; and when the rate of change of the SOC value of the low-voltage battery 20 is A12, the control module 101 The charging power P4 of the corresponding low-voltage battery 20 can be obtained as B12; when the rate of change of the SOC value of the low-voltage battery 20 is A13, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B13; When the rate of change is A14, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B14; when the rate of change of the SOC value of the low-voltage battery 20 is A15, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B15. .
- the control module 101 can acquire the SOC value of the low-voltage battery 20, the SOC value of the power battery 3, and the vehicle demand power P2 (the vehicle driving power P11 and the electrical equipment power P21). And, then, it is judged whether the SOC value of the low voltage battery 20 is greater than a preset low battery threshold.
- the rate of change of the SOC value of the power battery 3 is obtained, and the charging power P3 of the power battery 3 corresponding to the rate of change of the SOC value of the power battery 3 is queried to select a suitable one.
- the charging power P3 enables the SOC value of the power battery 3 to rise, and further determines whether the charging power P3 of the power battery 3 is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the vehicle demand power P2, if , that is, P3 ⁇ Pmin-P2, by controlling the engine 1 to generate power at the minimum output power Pmin to adjust the power generation of the sub-motor 5, that is, controlling the engine 1 to operate at the minimum output power Pmin corresponding to the optimal economic region; if not, That is, P3 ⁇ Pmin-P2, according to the sum of the charging power P3 of the power battery 3 and the vehicle demand power P2, the output power of the engine 1 in the preset optimal economic region is obtained, and the output power obtained by controlling the engine 1 is obtained.
- the acquired output Rate may be powered battery charging power P3 of the 3 vehicle power demand i.e. the sum of P2 (P2 + P3 or P11 + P21 + P3), the engine 1 may be controlled at this time to obtain output power to generate electricity.
- the rate of change of the SOC value of the power battery 3 is obtained, and the charging power P3 of the power battery 3 corresponding to the rate of change of the SOC value of the power battery 3 is queried to select
- the appropriate charging power P3 enables the SOC value of the power battery 3 to rise, and acquires the rate of change of the SOC value of the low-voltage battery 20, and queries the charging power P4 of the low-voltage battery 20 corresponding to the rate of change of the SOC value of the low-voltage battery 20 to select a suitable one.
- the charging power P4 enables the SOC value of the low-voltage battery 20 to rise, and further determines whether the sum of the charging power P4 of the low-voltage battery 20 and the charging power P3 of the power battery 3 is smaller than the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and The difference between the vehicle demand power P2. If YES, that is, P3 + P4 ⁇ Pmin - P2, power is generated by controlling the engine 1 at the minimum output power Pmin to adjust the power generation of the sub-motor 5, that is, control the engine 1 to operate at the minimum output power Pmin corresponding to the optimum economic region.
- the sum of the vehicle demand power P2 is (P2+P3+P4 or P11+P21+P3+P4), and the engine 1 is controlled to generate power with the obtained output power.
- the engine can operate in an economical area, and only power generation does not participate in the drive, thereby eliminating the use of clutches, reducing clutch wear or slippage, while reducing the sense of frustration, improving comfort, reducing fuel consumption, and reducing engine noise.
- the engine In order to maintain the low-speed electric balance and low-speed smoothness of the whole vehicle, and improve the performance of the whole vehicle.
- the engine outputs power to the wheels of the hybrid vehicle through the clutch
- the power motor outputs the driving force to the wheels of the hybrid vehicle
- the power battery supplies power to the power motor.
- the control module acquires the SOC value of the power battery, the SOC value of the low voltage battery, and the hybrid power.
- the auxiliary motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region, and when the secondary motor enters the power generation power adjustment mode, the control is performed.
- the module is also used to adjust the power generation of the secondary motor according to the SOC value of the low-voltage battery, so that the engine can not participate in the driving at a low speed, thereby eliminating clutch wear, reducing clutch wear or slipping, and reducing the sense of frustration and improving. Comfort, and can make the engine work at low speed In the economic area, not only the driving power, reduce fuel consumption, reduce engine noise, low-speed electric vehicle to maintain balance and low-speed ride comfort, enhance vehicle performance.
- an embodiment of the present invention also proposes a hybrid vehicle.
- FIG. 8 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
- the hybrid vehicle 200 includes the powertrain system 100 of the hybrid vehicle of the above embodiment.
- the low-speed electric balance and the low-speed smoothness of the whole vehicle can be maintained.
- the embodiment of the present invention further provides a power generation control method for the hybrid vehicle.
- FIG. 9 is a flow chart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 9, the power generation control method of the hybrid vehicle includes the following steps:
- S1 obtaining the SOC value of the power battery of the hybrid vehicle and the vehicle speed of the hybrid vehicle, and the SOC value of the low-voltage battery of the hybrid vehicle;
- the SOC value of the power battery and the SOC value of the low voltage battery can be collected by the battery management system of the hybrid vehicle so as to obtain the SOC value of the power battery and the SOC value of the low voltage battery.
- S2 controlling the auxiliary motor of the hybrid vehicle to enter the power generation power adjustment mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle, so that the engine of the hybrid vehicle runs in a preset optimal economic region, wherein the secondary motor is in the engine Driven by electricity;
- the power generation power adjustment mode is a mode for adjusting the power generation of the engine, and in the power generation power adjustment mode, the power can be generated by controlling the engine to drive the secondary motor to adjust the power generation of the secondary motor.
- the engine's pre-set optimal economic area can be determined in conjunction with the engine's universal characteristic map.
- An example of an engine characteristic map is shown in FIG. 7, wherein the side ordinate is the output torque of the engine, the abscissa is the engine speed, and the curve a is the fuel economy curve of the engine.
- the area corresponding to the fuel economy curve is the optimal economic area of the engine. That is, when the torque and torque of the engine are on the optimal fuel economy curve of the engine, the engine is in the best economic area.
- the engine speed and output torque can be controlled to fall on an engine fuel economy curve, such as curve a, to operate the engine at a predetermined optimal economic zone.
- the engine can output power to the wheels of the hybrid vehicle through the clutch, and the engine can also drive the secondary motor to generate electricity.
- the output power of the engine mainly includes two parts, one part is output to the sub-motor, that is, the power that drives the sub-motor to generate electricity, and the other part is output to the wheel, that is, the power that drives the wheel.
- the SOC value of the power battery and the vehicle speed of the hybrid vehicle may be first obtained, and then the sub-motor is controlled to enter the power generation mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle to make the engine work.
- the power generation mode the power generation of the secondary motor can be adjusted while the engine is operating in the preset optimal economic zone.
- the power generation power of the sub-motor is further adjusted according to the SOC value of the low-voltage battery.
- step S2 and step S3 further comprise: controlling the power generation of the sub motor according to the SOC value of the power battery, the SOC value of the low voltage battery, and the vehicle speed of the hybrid vehicle, and according to the sub motor
- the power generated by the engine obtains the power generated by the engine to control the engine to operate in a preset optimal economic zone.
- the engine can be operated in the preset optimal economic region, and the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, thereby reducing the fuel consumption of the engine, reducing the noise of the engine, and improving the overall efficiency.
- the economy of the car operation since the secondary motor has high power generation and power generation efficiency at low speed, it can meet the power demand of low-speed driving, maintain the low-speed electric balance of the whole vehicle, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.
- the low-voltage battery can realize the low-voltage power supply of the whole vehicle through the low-voltage battery, thereby ensuring that the whole vehicle can realize the pure fuel mode driving and improve the mileage of the whole vehicle.
- the slave motor when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, if the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, the slave motor is controlled. Enter the power generation mode.
- the first preset value may be an upper limit value of the SOC value of the power battery set in advance, for example, a determination value for stopping charging, and may preferably be 30%.
- the preset limit value may be a lower limit value of the SOC value of the power battery set in advance, for example, a determination value for stopping the discharge, and may preferably be 10%.
- the SOC value of the power battery can be divided into three intervals according to the first preset value and the preset limit value, that is, the first power interval, the second power interval, and the third power interval, when the SOC value of the power battery is less than or equal to
- the preset limit value is used, the SOC value of the power battery is in the first power interval, and the power battery is only charged and not discharged; when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, The SOC value of the power battery is in the second power range.
- the power battery has a charging demand, and the power battery can be actively charged; when the SOC value of the power battery is greater than the first preset value, the SOC value of the power battery is at the third power level. In the interval, the power battery can be not charged at this time, that is, the power battery is not actively charged.
- the interval in which the SOC value of the power battery is located may be determined. If the SOC value of the power battery is in the second power interval, the SOC value of the power battery is greater than the pre- If the limit value is set and less than or equal to the first preset value, it indicates that the power battery can be charged. At this time, it is further determined whether the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, if the vehicle speed of the hybrid vehicle is less than the first preset When the vehicle speed is set, the auxiliary motor enters the power generation regulation mode. At this time, the hybrid vehicle has a lower vehicle speed and requires less driving force. The power motor is sufficient to drive the hybrid vehicle, and the engine can only drive the auxiliary motor to generate electricity. Participate in the drive.
- the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- the vehicle demand power of the hybrid vehicle is also obtained, and When the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor, the control sub-motor enters the power generation power adjustment mode.
- the secondary motor is controlled to enter the power generation mode. At this time, the driving force required for the entire vehicle is less, and the vehicle is completely The power demand is small, the power motor is enough to drive the hybrid vehicle, and the engine can only drive the auxiliary motor to generate electricity and not participate in the drive.
- the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed
- the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor
- the accelerator pedal depth of the hybrid vehicle and the vehicle resistance of the hybrid vehicle are also obtained, and when the accelerator pedal depth is less than or equal to the first preset depth and the vehicle resistance of the hybrid vehicle is less than or equal to the first preset resistance, The control sub-motor enters the power generation regulation mode.
- the vehicle resistance of the hybrid vehicle may be the driving resistance of the hybrid vehicle such as rolling resistance, acceleration resistance, slope resistance, and air resistance.
- the control sub-motor enters the power generation power adjustment mode.
- the driving force required for the whole vehicle is less, and the vehicle requires less power, and the accelerator pedal depth is smaller.
- the vehicle's resistance is also small.
- the power motor is enough to drive the hybrid vehicle.
- the engine can only drive the auxiliary motor to generate electricity and not participate in the drive.
- the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
- the engine when the hybrid vehicle is running at a low speed, the engine can generate power only and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort. Moreover, the engine is operated in an economical area at a low speed, and the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, thereby reducing fuel consumption, reducing engine noise, and improving the economics of the entire vehicle operation, thereby maintaining The vehicle's low-speed electric balance and low-speed smoothness improve vehicle performance.
- the power generation of the engine can be obtained according to the following formula:
- P0 is the power generation of the engine
- P1 is the power generation of the secondary motor
- ⁇ belt transmission efficiency is the efficiency of the secondary motor.
- the power generation power P0 of the engine can be calculated according to the power generation power of the secondary motor, the belt transmission efficiency ⁇ , and the efficiency of the secondary motor, and the power generated by the engine can be controlled.
- P0 drives the secondary motor to generate electricity to control the power generated by the secondary motor.
- the SOC value of the power battery is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power.
- the engine is controlled to participate in driving when the maximum allowable power generation of the secondary motor, or the depth of the accelerator pedal is greater than the first predetermined depth, or the vehicle resistance of the hybrid vehicle is greater than the first predetermined resistance.
- the SOC value of the power battery is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power is greater than the maximum allowable power generation of the sub motor, or the accelerator pedal depth is greater than
- the control module controls the engine to participate in the driving.
- the power battery is no longer discharged, the driving force required for the whole vehicle is large, and the whole vehicle
- the demand power is large, the accelerator pedal depth is large or the vehicle resistance is also large, the power motor is not enough to drive the hybrid vehicle, and the engine participates in the drive to make up the drive.
- the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
- the engine is also controlled to drive to cause the engine to output power to the wheels of the hybrid vehicle through the clutch.
- the engine when the SOC value of the power battery is less than or equal to a preset limit value, controlling the engine to participate in driving to cause the engine to output power to the wheel of the hybrid vehicle through the clutch; when the SOC value of the power battery is less than or equal to the first preset value When the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed and the accelerator pedal depth is greater than the first preset depth, the engine is further controlled to drive the engine to output power to the wheel through the clutch; when the SOC value of the power battery is less than or equal to the first When the preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle resistance of the hybrid vehicle is greater than the first preset resistance, the engine is further controlled to drive the engine to output power to the wheel through the clutch.
- the SOC value of the power battery, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, the vehicle resistance, and the vehicle demand power can be obtained in real time, and the SOC value of the power battery, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, and The vehicle resistance is judged:
- the power battery cannot provide sufficient power due to the low power of the power battery, and the engine and the power motor are simultaneously controlled to participate in driving, and the engine can also be driven to drive the auxiliary motor.
- Power generation is performed to charge the power battery.
- the engine can be controlled to drive the secondary motor to generate electricity, and the engine can be operated in a preset optimal economic region by adjusting the power generation of the secondary motor.
- the control module controls because the accelerator pedal depth is deeper.
- the engine and the power motor are simultaneously involved in driving. At this time, the engine can be controlled to drive the auxiliary motor to generate electricity, and the engine can be operated in the preset optimal economic region by adjusting the power generated by the secondary motor.
- the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed
- the vehicle resistance of the hybrid vehicle is greater than the first preset resistance
- the vehicle resistance is greater
- the engine and the power motor can be controlled to participate in the driving at the same time.
- the engine can be controlled to drive the auxiliary motor to generate electricity, and the engine can be operated in the preset optimal economic region by adjusting the power generation of the secondary motor.
- the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
- the engine can be controlled to operate in an economical area. Since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption can be reduced, the engine noise can be reduced, and the economic performance of the vehicle can be improved.
- control module is further configured to: when the SOC value of the power battery is less than or equal to a preset limit value, and the vehicle speed of the hybrid vehicle is greater than the first preset vehicle speed, control the engine to participate in driving to cause the engine to output power to the wheel through the clutch .
- the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
- control module is further configured to: when the SOC value of the power battery is greater than the first preset value, the engine does not drive the sub-motor to generate electricity, and at this time, the power of the power battery is nearly full, no charging, and the engine is not Drive the secondary motor to generate electricity. That is to say, when the power of the power battery is close to full power, the engine does not drive the sub motor to generate electricity, so that the sub motor does not charge the power battery.
- the power generation of the secondary motor can be adjusted.
- the power generation power adjustment process of the embodiment of the present invention will be specifically described below.
- the power generation of the secondary motor is based on the power demand of the hybrid vehicle, the charging power of the power battery, the charging power of the low voltage battery, and the SOC value of the low voltage battery. The power is adjusted.
- the formula for adjusting the power generation of the sub-motor according to the power demand of the hybrid vehicle, the charging power of the power battery, and the charging power of the low-voltage battery is as follows:
- P1 is the power generated by the secondary motor
- P2 is the power demanded by the vehicle
- P3 is the charging power of the power battery
- P4 is the charging power of the low-voltage battery
- P11 is the driving power of the whole vehicle
- P21 is the power of the electrical equipment.
- the electrical equipment includes the first electrical equipment and the second electrical equipment, that is, the electrical equipment power P21 may include the power required by the high-voltage electrical equipment and the low-voltage electrical equipment.
- the vehicle driving power P11 may include the output power of the power motor, and the driving power P11 of the vehicle may be obtained according to the preset throttle-torque curve of the power motor and the rotational speed of the power motor, wherein the preset throttle-turn The moment curve can be determined when the hybrid vehicle is dynamically matched; the electrical equipment power P21 can be obtained in real time according to the electrical equipment running the vehicle, for example, the electrical equipment power P21 is calculated by DC consumption on the bus; the power can be obtained according to the SOC value of the power battery.
- the charging power P3 of the battery is obtained, and the charging power P4 of the low-voltage battery is obtained according to the SOC value of the low-voltage battery.
- the charging power P3 of the power battery, the charging power P4 of the low-voltage battery, the driving power of the vehicle P11, and the power P21 of the electrical equipment can be obtained, and the charging power of the power battery P3, the low-voltage battery
- the sum of the charging power P4, the vehicle driving power P11, and the electrical equipment power P21 is used as the power generation power P1 of the sub-motor, whereby the power generation power of the sub-motor can be adjusted according to the calculated P1 value, for example, according to the calculated
- the P1 value controls the output torque and speed of the engine to regulate the power generated by the engine sub-motor.
- adjusting the power generation power of the secondary motor includes: obtaining a rate of change of the SOC value of the power battery, and selecting a minimum output power corresponding to the optimal economic region of the engine according to the power demand of the entire vehicle.
- the relationship between the SOC value of the power battery, the SOC value of the low-voltage battery, and the SOC value change rate of the low-voltage battery adjust the power generation of the sub-motor.
- the rate of change of the SOC value of the power battery can be obtained according to the SOC value of the power battery, for example, the SOC value of the power battery is collected once every time interval t, so that the current SOC value of the power battery can be compared with the previous SOC value.
- the ratio of the difference to the time interval t is taken as the rate of change of the SOC value of the power battery.
- the rate of change of the SOC value of the low-voltage battery can be obtained according to the SOC value of the low-voltage battery.
- the SOC value of the low-voltage battery is collected once every time interval t, so that the difference between the current SOC value of the low-voltage battery and the previous SOC value can be obtained.
- the ratio to the time interval t is taken as the rate of change of the SOC value of the low voltage battery.
- the optimal economic area of the engine can be determined according to the engine characteristic curve shown in FIG. 7, and then the minimum output power corresponding to the optimal economic region of the engine can be obtained, and the minimum output corresponding to the optimal economic region of the engine is determined.
- the relationship between the vehicle demand power P2 and the minimum output power Pmin corresponding to the optimal economic region of the engine, the rate of change of the SOC value of the power battery, the SOC value of the low-voltage battery, and the change rate of the SOC value of the low-voltage battery can be obtained. Adjust the power generated by the secondary motor.
- the engine when the hybrid vehicle runs at a low speed, the engine is operated in an economical area, the fuel consumption can be reduced, the engine noise can be reduced, the economic performance of the vehicle can be improved, and the engine can generate electricity only at low speeds without participating in the drive, since the engine does not participate.
- the clutch is not needed, which can reduce the clutch wear or slip, reduce the sense of frustration, improve the comfort, and thus maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
- the relationship between the minimum required output power Pmin corresponding to the optimal economic area of the engine and the rate of change of the SOC value of the power battery, and the SOC of the low-voltage battery according to the vehicle demand power P2 and the optimal economic region of the engine are further described below.
- the value, the rate of change of the SOC value of the low-voltage battery, and the specific control method for adjusting the power generation of the sub-motor are further described below.
- the charging power of the power battery is obtained according to the rate of change of the SOC value of the power battery, and it is determined whether the charging power of the power battery is smaller than the optimal economic region of the engine.
- the difference between the minimum output power and the required power of the vehicle wherein if the charging power of the power battery is less than the difference between the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle, the engine is controlled to generate power with the minimum output power.
- the charging power of the power battery is greater than or equal to the difference between the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle, the sum is obtained according to the sum of the charging power of the power battery and the power required by the vehicle.
- the rate of change of the SOC value of the low-voltage battery and the rate of change of the SOC value of the power battery are obtained, and the charging of the low-voltage battery is obtained according to the rate of change of the SOC value of the low-voltage battery.
- the power and the charging power of the power battery are obtained according to the rate of change of the SOC value of the power battery, and whether the sum of the charging power of the low-voltage battery and the charging power of the power battery is smaller than the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle.
- the engine is controlled to generate power with the minimum output power.
- a first relationship table between the rate of change of the SOC value of the power battery and the charging power P3 of the power battery may be pre-stored, thereby obtaining the comparison rate after acquiring the rate of change of the SOC value of the power battery.
- a relationship table can obtain the charging power P3 of the corresponding power battery.
- a first relationship table between the rate of change of the SOC value of the power battery and the charging power P3 of the power battery can be as shown in Table 1 below.
- a second relationship between the rate of change of the SOC value of the low voltage battery and the charging power P4 of the low voltage battery may be pre-stored in the control module, thereby obtaining a second relationship after obtaining the rate of change of the SOC value of the low voltage battery
- the table can obtain the charging power P4 of the corresponding low-voltage battery.
- a first relationship between the rate of change of the SOC value of the low voltage battery and the charging power P4 of the low voltage battery can be as shown in Table 2 below.
- the corresponding low-voltage battery charging power P4 is B12; when the SOC value change rate of the low-voltage battery is A13, the corresponding low-voltage battery charging power P4 can be obtained as B13; when the low-voltage battery SOC value change rate is A14, the corresponding low-voltage battery charging power P4 can be obtained as B14; When the SOC value change rate of the low-voltage battery is A15, the charging power P4 of the corresponding low-voltage battery can be obtained as B15.
- the SOC value of the low-voltage battery, the SOC value of the power battery, the vehicle demand power P2 (the sum of the vehicle driving power P11 and the electrical equipment power P21) can be obtained, and then It is determined whether the SOC value of the low voltage battery is greater than a preset low battery threshold.
- the rate of change of the SOC value of the power battery is obtained, and the charging power P3 of the power battery corresponding to the rate of change of the SOC value of the power battery is queried to select a suitable charging power P3.
- the SOC value of the power battery can be increased, and it is further determined whether the charging power P3 of the power battery is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle demand power P2, and if so, P3 ⁇ Pmin-P2 And controlling the engine to generate power at the minimum output power Pmin to adjust the power generation of the auxiliary motor, that is, controlling the minimum output power Pmin corresponding to the engine in the optimal economic region, and reducing the minimum output power Pmin corresponding to the optimal economic region.
- the engine Go to the power of the vehicle demand power P2, that is, Pmin-P2 to charge the power battery; if not, that is, P3 ⁇ Pmin-P2, according to the sum of the charging power P3 of the power battery and the power demand P2 of the whole vehicle, the engine is obtained at the preset maximum.
- the power, that is, the corresponding output power is searched in the preset optimal economic area of the engine, and the obtained output power may be the sum of the charging power P3 of the power battery and the required power P2 of the whole vehicle (P2+P3 or P11+P21 +P3), and control the engine to generate electricity with the output power obtained.
- the SOC value of the low-voltage battery is less than or equal to the preset low-power threshold, obtain the rate of change of the SOC value of the power battery, and query the charging power P3 of the power battery corresponding to the rate of change of the SOC value of the power battery to select a suitable charging power.
- P3 enables the SOC value of the power battery to rise, and obtains the rate of change of the SOC value of the low-voltage battery, and queries the charging power P4 of the low-voltage battery corresponding to the rate of change of the SOC value of the low-voltage battery to select a suitable charging power P4 to make the low-voltage battery
- the SOC value can be increased, and it is further determined whether the sum of the charging power P4 of the low voltage battery and the charging power P3 of the power battery is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
- power is generated by controlling the engine to the minimum output power Pmin to adjust the power generation of the secondary motor, that is, controlling the minimum output power Pmin corresponding to the engine in the optimal economic region, and
- the minimum output power Pmin corresponding to the optimal economic area minus the power of the vehicle demand power P2, that is, Pmin-P2, charges the power battery and the low-voltage battery; if not, that is, P3+P4 ⁇ Pmin-P2, according to the charging power of the power battery P3, the sum of the charging power P4 of the low-voltage battery and the power demand P2 of the whole vehicle obtains the output power of the engine in the preset optimal economic region, and generates power by controlling the output power of the engine to adjust the power generation of the auxiliary motor.
- the corresponding output power is searched in the preset optimal economic region of the engine, and the obtained output power may be the sum of the charging power P3 of the power battery, the charging power P4 of the low-voltage battery, and the power demand P2 of the whole vehicle (P2+). P3+P4 or P11+P21+P3+P4), and control the engine to generate electricity with the output power obtained.
- the engine can operate in an economical area, and only power generation does not participate in the drive, thereby eliminating the use of clutches, reducing clutch wear or slippage, while reducing the sense of frustration, improving comfort, reducing fuel consumption, and reducing engine noise.
- the engine In order to maintain the low-speed electric balance and low-speed smoothness of the whole vehicle, and improve the performance of the whole vehicle.
- the power generation control method of the hybrid vehicle of the embodiment of the present invention includes the following steps:
- S601 Acquire a SOC value M of the power battery and a vehicle speed V of the hybrid vehicle.
- S602 Determine whether the vehicle speed V of the hybrid vehicle is smaller than the first preset vehicle speed V1.
- step S603 is performed; if no, step S604 is performed.
- S603 Determine whether the SOC value M of the power battery is less than or equal to the first preset value M1.
- step S607 If yes, go to step S607; if no, go to step S606.
- S604 Determine whether the SOC value M of the power battery is less than or equal to the first preset value M1.
- step S605 is performed; if no, step S606 is performed.
- S608 Determine whether the accelerator pedal depth D is greater than the first preset depth D1 or whether the vehicle resistance F of the hybrid vehicle is greater than the first preset resistance F1 or whether the SOC value M of the power battery is less than a preset limit value M2.
- step S605 If yes, go to step S605; if no, go to step S609.
- S610 Determine whether the vehicle required power P2 is less than or equal to the maximum allowable power generation Pmax of the sub-motor.
- step S611 is performed; if no, step S605 is performed.
- S611 Control the engine to drive the auxiliary motor to generate electricity, and the engine does not participate in driving. At this time, the sub motor is controlled to enter the power generation power adjustment mode.
- S612 Determine whether the SOC value of the low voltage battery is less than or equal to a preset low battery threshold.
- step S617 If yes, go to step S617; if no, go to step S613.
- S613 Acquire a charging power P3 of the power battery according to a rate of change of the SOC value of the power battery.
- S614 Determine whether the charging power P3 of the power battery is smaller than a difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
- step S615 If yes, go to step S615; if no, go to step S616.
- S615 Perform power generation by controlling the engine at the minimum output power Pmin to adjust the power generation of the sub-motor.
- S616 Obtain an output power of the engine in a preset optimal economic region according to a sum of a charging power P3 of the power battery and a power demand P2 of the whole vehicle, and generate power by controlling an output power of the engine to adjust a power generation of the auxiliary motor. .
- S617 Acquire a charging power P4 of the low voltage battery according to a rate of change of the SOC value of the low voltage battery.
- S618 Acquire a charging power P3 of the power battery according to a rate of change of the SOC value of the power battery.
- S619 Determine whether the sum of the charging power P4 of the low-voltage battery and the charging power P3 of the power battery is smaller than a difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
- step S620 If yes, go to step S620; if no, go to step S621.
- S620 Perform power generation by controlling the engine at the minimum output power Pmin to adjust the power generation of the sub-motor.
- S621 Obtain an output power of the engine in a preset optimal economic region according to a charging power P3 of the power battery, a charging power P4 of the low-voltage battery, and a power demand P2 of the whole vehicle, and generate power by controlling the output power of the engine. To adjust the power generation of the secondary motor.
- the power generation control method of the hybrid vehicle acquires the SOC value of the power battery, the SOC value of the low-voltage battery, and the vehicle speed of the hybrid vehicle, and according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle.
- the control sub-motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region.
- the sub-motor power generation power is adjusted according to the SOC value of the low-voltage battery, thereby enabling
- the engine is not involved in driving at low speed, and thus the clutch is not used, the clutch wear or slip is reduced, the feeling of frustration is reduced, the comfort is improved, and the engine can be operated in an economical region at a low speed, and only the power generation is not driven, reducing Fuel consumption, reduce engine noise, maintain low-speed electrical balance and low-speed smoothness of the vehicle, and improve vehicle performance.
- an embodiment of the present invention also provides a computer readable storage medium having instructions stored therein, and when the instructions are executed, the hybrid vehicle executes the power generation control method of the above embodiment.
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Abstract
一种混合动力汽车的动力***,包括:发动机(1),通过离合器(6)将动力输出到混合动力汽车的车轮(7);动力电机(2),用于输出驱动力至混合动力汽车的车轮(7);动力电池(3),用于给动力电机(2)供电;DC-DC变换器(4);低压蓄电池(20),与DC-DC变换器(4)相连;与发动机(1)相连的副电机(5),副电机(5)分别与动力电机(2)、DC-DC变换器(4)和动力电池(3)相连,副电机(5)在发动机(1)的带动下进行发电;控制模块(101),根据动力电池的(3)SOC值和混合动力汽车的车速控制副电机(5)进入发电功率调节模式,以使发动机(1)运行在预设的最佳经济区域,其中,当副电机(5)进入发电功率调节模式后,还根据低压蓄电池(20)的SOC值对副电机(5)的发电功率进行调节,该混合动力汽车的动力***能够维持整车低速电平衡及低速平顺性,提高整车运行的经济性。还提供了一种混合动力汽车、一种混合动力汽车的发电控制方法和一种计算机可读存储介质。
Description
本申请要求于2017年03月31日提交中国专利局、申请号为201710210236.1、发明名称为“混合动力汽车及其动力***和发电控制方法”的中国专利申请的优先权,其全部内容通过引用结合在本申请中。
本发明涉及汽车技术领域,特别涉及一种混合动力汽车的动力***、一种混合动力汽车、一种混合动力汽车的发电控制方法以及一种计算机可读存储介质。
随着能源的不断消耗,新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种,通过发动机和/或电机进行驱动。
但是,在相关技术中,混合动力汽车的电动发电机在充当驱动电机的同时还充当发电机,进而导致低速行驶时电动发电机的转速较低,同时导致电动发电机的发电功率和发电效率也非常低,从而无法满足低速行驶的用电需求,使得整车维持低速时的电平衡相对较困难。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此,本发明的第一个目的在于提出一种混合动力汽车的动力***,能够维持整车低速电平衡及低速平顺性。
本发明的第二个目的在于提出一种混合动力汽车。本发明的第三个目的在于提出一种混合动力汽车的发电控制方法。本发明的第四个目的在于提出一种计算机可读存储介质。
为达到上述目的,本发明第一方面实施例提出的一种混合动力汽车的动力***,包括:发动机,所述发动机通过离合器将动力输出到所述混合动力汽车的车轮;动力电机,所述动力电机用于输出驱动力至所述混合动力汽车的车轮;动力电池,所述动力电池用于给所述动力电机供电;DC-DC变换器;低压蓄电池,所述低压蓄电池与所述DC-DC变换器相连;与所述发动机相连的副电机,所述副电机分别与所述动力电机、所述DC-DC变换器和动力电池相连,所述副电机在所述发动机的带动下进行发电;控制模块,所述控制模块用于获取所述动力电池的SOC值、所述低压蓄电池的SOC值和所述混合动力汽车的车速,并根据所述动力电池的SOC值和所述混合动力汽车的车速控制所述副电机进入发电功率调节模式,以使所述发动机运行在预设的最佳经济区域,其中,当所述副电机进入发电功率调节模式后,所述控制模块还用于根据所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
根据本发明实施例提出的混合动力汽车的动力***,发动机通过离合器将动力输出到 混合动力汽车的车轮,动力电机输出驱动力至混合动力汽车的车轮,动力电池给动力电机供电,副电机在发动机的带动下进行发电时以实现给动力电池充电、给动力电机供电、给DC-DC变换器供电中的至少一个,控制模块获取动力电池的SOC值、低压蓄电池的SOC值和混合动力汽车的车速,并根据动力电池的SOC值和混合动力汽车的车速控制副电机进入发电功率调节模式,以使发动机运行在预设的最佳经济区域,当副电机进入发电功率调节模式后,控制模块还根据低压蓄电池的SOC值对副电机的发电功率进行调节,从而能够维持整车低速电平衡及低速平顺性,提升整车性能。
为达到上述目的,本发明第二方面实施例提出的一种混合动力汽车,包括所述的混合动力汽车的动力***。
根据本发明实施例提出的混合动力汽车,能够维持整车低速电平衡及低速平顺性,提升整车性能。
为达到上述目的,本发明第三方面实施例提出的一种混合动力汽车的发电控制方法,包括以下步骤:获取所述混合动力汽车的动力电池的SOC值和所述混合动力汽车的车速、所述混合动力汽车的低压蓄电池的SOC值;根据所述动力电池的SOC值和所述混合动力汽车的车速控制所述混合动力汽车的副电机进入发电功率调节模式,以使所述混合动力汽车的发动机运行在预设的最佳经济区域,其中,所述副电机在所述发动机的带动下进行发电;当所述副电机进入发电功率调节模式后,根据所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
根据本发明实施例提出的混合动力汽车的发电控制方法,获取动力电池的SOC值、低压蓄电池的SOC值和混合动力汽车的车速,并根据动力电池的SOC值和混合动力汽车的车速控制副电机进入发电功率调节模式,以使发动机运行在预设的最佳经济区域,当副电机进入发电功率调节模式后,还根据低压蓄电池的SOC值对副电机的发电功率进行调节,从而能够维持整车低速电平衡及低速平顺性,提升整车性能。
为达到上述目的,本发明第四方面实施例提出了一种计算机可读存储介质,具有存储于其中的指令,当所述指令被执行时,所述混合动力汽车执行任一项所述的发电控制方法。
图1是根据本发明实施例的混合动力汽车的动力***的方框示意图;
图2a是根据本发明一个实施例的混合动力汽车的动力***的结构示意图;
图2b是根据本发明另一个实施例的混合动力汽车的动力***的结构示意图;
图3是根据本发明一个实施例的混合动力汽车的动力***的方框示意图;
图4是根据本发明一个实施例的发动机与对应车轮之间的传动结构的示意图;
图5是根据本发明另一个实施例的发动机与对应车轮之间的传动结构的示意图;
图6是根据本发明另一个实施例的混合动力汽车的动力***的方框示意图;
图7是根据本发明一个实施例的发动机万有特性的曲线示意图;
图8是根据本发明实施例的混合动力汽车的方框示意图;
图9是根据本发明实施例的混合动力汽车的发电控制方法的流程图;以及
图10是根据本发明一个实施例的混合动力汽车的发电控制方法的流程图。
下面详细描述本发明的实施例,所述实施例的示例在附图中示出,其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的,旨在用于解释本发明,而不能理解为对本发明的限制。
下面参考图1-5来描述本发明一方面实施例提出的混合动力汽车的动力***,该动力***为混合动力汽车正常行驶提供充足的动力和电能。
图1是根据本发明实施例的混合动力汽车的动力***的方框示意图。如图1所示,该混合动力汽车的动力***包括:发动机1、动力电机2、动力电池3、DC-DC变换器4和副电机5。
结合图1至图3所示,发动机1通过离合器6将动力输出到混合动力汽车的车轮7;动力电机2用于输出驱动力至混合动力汽车的车轮7。也就是说,本发明实施例的动力***可通过发动机1和/或动力电机2为混合动力汽车正常行驶提供动力。在本发明的一些实施例中,动力***的动力源可以是发动机1和动力电机2,也就是说,发动机1和动力电机2中的任一个可单独输出动力至车轮7,或者,发动机1和动力电机2可同时输出动力至车轮7。
动力电池3用于给动力电机2供电;副电机5与发动机1相连,例如,副电机5可通过发动机1的轮系端与发动机1相连。副电机5分别与动力电机2、DC-DC变换器4和动力电池3相连,副电机5在发动机1的带动下进行发电时以实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。换言之,发动机1可带动副电机5发电,副电机5产生的电能可提供至动力电池3、动力电机2和DC-DC变换器4中的至少一个。应当理解的是,发动机1可在输出动力到车轮7的同时带动副电机5发电,也可在单独带动副电机5发电。
由此,动力电机2和副电机5分别一一对应充当驱动电机和发电机,由于低速时副电机5具有较高的发电功率和发电效率,从而可以满足低速行驶的用电需求,可以维持整车 低速电平衡,维持整车低速平顺性,提升整车的动力性能。
在一些实施例中,副电机5可为BSG(Belt-driven Starter Generator,皮带传动启动/发电一体化电机)电机。需要说明的是,副电机5属于高压电机,例如副电机5的发电电压与动力电池3的电压相当,从而副电机5产生的电能可以不经过电压变换直接给动力电池3充电,还可直接给动力电机2和/或DC-DC变换器4供电。并且副电机5也属于高效发电机,例如在发动机1怠速转速下带动副电机5发电即可实现97%以上的发电效率,提高了正常发电效率。
另外,在本发明的一些实施例中,副电机5可用于启动发动机1,即副电机5可具有实现启动发动机1的功能,例如当启动发动机1时,副电机5可带动发动机1的曲轴转动,以使发动机1的活塞达到点火位置,从而实现发动机1的启动,由此副电机5可实现相关技术中启动机的功能。
如上所述,发动机1和动力电机2均可用于驱动混合动力汽车的车轮7。例如,如图2a所示,发动机1和动力电机2共同驱动混合动力汽车的同一车轮例如一对前轮71(包括左前轮和右前轮);又如,如图2b所示,发动机1可驱动混合动力汽车的第一车轮例如一对前轮71(包括左前轮和右前轮),动力电机2可驱动力至混合动力汽车的第二车轮例如一对后轮72(包括左后轮和右后轮)。
换言之,当发动机1和动力电机2共同驱动一对前轮71时,动力***的驱动力均输出至一对前轮71,整车可采用两驱的驱动方式;当发动机1驱动一对前轮71且动力电机2驱动一对后轮72时,动力***的驱动力分别输出至一对前轮71和一对后轮72,整车可采用四驱的驱动方式。
进一步地,在发动机1和动力电机2共同驱动同一车轮时,结合图2a所示,混合动力汽车的动力***还包括差速器8、主减速器9和变速器90,其中,发动机1通过离合器6、变速器90、主减速器9以及差速器8将动力输出到混合动力汽车的第一车轮例如一对前轮71,动力电机2通过主减速器9以及差速器8输出驱动力至混合动力汽车的第一车轮例如一对前轮71。其中,离合器6与变速器90可集成设置。
在发动机1驱动第一车轮且动力电机2驱动第二车轮时,结合图2b所示,混合动力汽车的动力***还包括第一变速器91和第二变速器92,其中,发动机1通过离合器6和第一变速器91将动力输出到混合动力汽车的第一车轮例如一对前轮71,动力电机2通过第二变速器92输出驱动力至混合动力汽车的第二车轮例如一对后轮72。其中,离合器6与第一变速器91可集成设置。
进一步地,在本发明的一些实施例中,如图1至图3所示,副电机5还包括第一控制 器51,动力电机2还包括第二控制器21,副电机5通过第一控制器51分别连接到动力电池3和所述DC-DC变换器4,并通过第一控制器51和第二控制器21连接到动力电机2。
具体来说,第一控制器51分别与第二控制器21、动力电池3和DC-DC变换器4相连,第一控制器51可具有AC-DC变换单元,副电机5发电时可产生交流电,AC-DC变换单元可将高压电机2发电产生的交流电变换为高压直流电例如600V高压直流电,以实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
类似地,第二控制器21可具有DC-AC变换单元,第一控制器51可将副电机5发电产生的交流电变换为高压直流电,DC-AC变换单元可再将第一控制器51变换出的高压直流电变换为交流电,以给动力电机2供电。
换言之,如图3所示,在副电机5进行发电时,副电机5可通过第一控制器51给动力电池3充电和/或给DC-DC变换器4供电。也就是说,副电机5可通过第一控制器51实现给动力电池3充电和给DC-DC变换器4供电中的任意一个或两个。此外,副电机5还可通过第一控制器51和第二控制器21给动力电机2供电。
进一步地,如图1至图3所示,DC-DC变换器4还与动力电池3相连。DC-DC变换器4还通过第二控制器21与动力电机2相连。
在一些实施例中,如图3所示,第一控制器51具有第一直流端DC1,第二控制器21具有第二直流端DC2,DC-DC变换器4具有第三直流端DC3,DC-DC变换器4的第三直流端DC3可与第一控制器51的第一直流端DC1相连,以对第一控制器51通过第一直流端DC1输出的高压直流电进行DC-DC变换。并且,DC-DC变换器4的第三直流端DC3还可与动力电池3相连,进而第一控制器51的第一直流端DC1可与动力电池3相连,以使第一控制器51通过第一直流端DC1输出高压直流电至动力电池3以给动力电池3充电。进一步地,DC-DC变换器4的第三直流端DC3还可与第二控制器21的第二直流端DC2相连,进而第一控制器51的第一直流端DC1可与第二控制器21的第二直流端DC2相连,以使第一控制器51通过第一直流端DC1输出高压直流电至第二控制器21以给动力电机2供电。
进一步地,如图3所示,DC-DC变换器4还分别与混合动力汽车中的第一电器设备10和低压蓄电池20相连以给第一电器设备10和低压蓄电池20供电,且低压蓄电池20还与第一电器设备10相连。
在一些实施例中,如图3所示,DC-DC变换器4还具有第四直流端DC4,DC-DC变换器4可将动力电池3输出的高压直流电和/或副电机5通过第一控制器51输出的高压直流电转换为低压直流电,并通过第四直流端DC4输出该低压直流电。也就是说,DC-DC 变换器4可将动力电池3输出的高压直流电和副电机5通过第一控制器51输出的高压直流电中的任意一个或两个转换为低压直流电,并通过第四直流端DC4输出该低压直流电。进一步地,DC-DC变换器4的第四直流端DC4可与第一电器设备10相连,以给第一电器设备10供电,其中,第一电器设备10可为低压用电设备,包括但不限于车灯、收音机等。DC-DC变换器4的第四直流端DC4还可与低压蓄电池20相连,以给低压蓄电池20充电。
并且,低压蓄电池20与第一电器设备10相连,以给第一电器设备10供电,特别地,在副电机5停止发电且动力电池3故障或电量不足时,低压蓄电池20可为第一电器设备10供电,从而保证整车的低压用电,确保整车可实现纯燃油模式行驶,提高整车行驶里程。
如上,DC-DC变换器4的第三直流端DC3与第一控制器51相连,DC-DC变换器4的第四直流端DC4分别与第一电器设备10和低压蓄电池20相连,当动力电机2、第二控制器21和动力电池3发生故障时,副电机5可进行发电以通过第一控制器51和DC-DC变换器4给第一电器设备10供电和/或给低压蓄电池20充电,以使混合动力汽车以纯燃油模式行驶。也就是说,当动力电机2、第二控制器21和动力电池3发生故障时,副电机5可进行发电以通过第一控制器51和DC-DC变换器4实现给第一电器设备10供电和给低压蓄电池20充电中的任意一个或两个,以使混合动力汽车以纯燃油模式行驶。
换言之,当动力电机2、第二控制器21和动力电池3发生故障时,第一控制器51可将副电机5发电产生的交流电变换为高压直流电,DC-DC变换器4可将第一控制器50变换出的高压直流电变换为低压直流电,以给第一电器设备10供电和/或给低压蓄电池20充电。即以实现给第一电器设备10供电和给低压蓄电池20充电中的任意一个或两个。
由此,副电机5和DC-DC变换器4有一路单独供电通道,当动力电机2、第二控制器21和动力电池3发生故障时,无法实现电动驱动,此时通过副电机5和DC-DC变换器4的单独供电通道,可以保证整车的低压用电,确保整车可实现纯燃油模式行驶,提高整车行驶里程。
进一步结合图3的实施例,第一控制器51、第二控制器21和动力电池3还分别与混合动力汽车中的第二电器设备30相连。
在一些实施例中,如图3所示,第一控制器51的第一直流端DC1可与第二电器设备30相连,当副电机5进行发电时,副电机5可通过第一控制器51直接给第二电器设备30供电。换言之,第一控制器51的AC-DC变换单元还可将副电机5发电产生的交流电变换为高压直流电,并直接给第二电器设备30供电。
动力电池3还可与第二电器设备30相连,以给第二电器设备30供电。即言,动力电池3输出的高压直流电可直接供给第二电器设备30。
其中,第二电器设备30可为高压电器设备,可包括但不限于空调压缩机、PTC(Positive Temperature Coefficient,正的温度系数)加热器等。
如上,通过副电机5发电,可实现为动力电池3充电、或为动力电机2供电、或为第一电器设备10和第二电器设备30供电。并且,动力电池3可通过第二控制器21为动力电机2供电,或为第二电器设备30供电,也可通过DC-DC变换器4为第一电器设备10和/或低压蓄电池20供电。由此丰富了整车供电方式,满足整车在不同工况下的用电需求,提升了整车的性能。
需要说明的是,在本发明实施例中,低压可指12V(伏)或24V的电压,高压可指600V的电压,但不限于此。
由此,本发明实施例的混合动力汽车的动力***中,能够使发动机在低速时不参与驱动,进而不使用离合器,减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且在低速时能够使发动机工作在经济区域,只发电不驱动,减少油耗,降低发动机噪音,维持整车低速电平衡及低速平顺性,提升整车性能。而且,副电机能够直接为动力电池充电,同时也可为低压器件例如低压蓄电池、第一电器设备等供电,还可作启动机用。
下面结合图4详细描述混合动力汽车的动力***的一个具体实施例,该实施例适用于发动机1和动力电机2共同驱动同一车轮的动力***,即两驱混合动力汽车。需要说明的是,该实施例主要描述发动机1、动力电机2与车轮7之间的一种具体传动结构,特别是图2a中变速器90的结构,其余部分与图1和图3的实施例基本相同,这里不再详细赘述。
还需要说明的是,下面实施例中的多个输入轴、多个输出轴和电机动力轴931及各轴上相关齿轮以及换挡元件等可用以构成图2a中的变速器90。
在一些实施例中,如图1、图3和图4所示,混合动力汽车的动力***主要包括发动机1、动力电机2、动力电池3、DC-DC变换器4、副电机5、多个输入轴(例如,第一输入轴911、第二输入轴912)、多个输出轴(例如,第一输出轴921、第二输出轴922)和电机动力轴931及各轴上相关齿轮以及换挡元件(如,同步器)。
如图4所示,发动机1通过离合器6例如图4示例中的双离合器2d将动力输出到混合动力汽车的车轮7。在发动机1与输入轴之间进行动力传递时,发动机1设置成通过双离合器2d可选择性地接合多个输入轴中的至少一个。换言之,在发动机1向输入轴传输动力时,发动机1能够选择性地与多个输入轴中的一个接合以传输动力,或者发动机1还能够选择性地与多个输入轴中的两个或两个以上输入轴同时接合以传输动力。
例如,在图4的示例中,多个输入轴可以包括第一输入轴911和第二输入轴912两根输入轴,第二输入轴912可同轴地套设在第一输入轴911上,发动机1能够通过双离合器 2d选择性地与第一输入轴911和第二输入轴912中的一个接合以传输动力。或者,特别地,发动机1还能与第一输入轴911和第二输入轴912同时接合以传输动力。当然,应当理解的是,发动机1还可同时与第一输入轴911和第二输入轴912断开。
多个输出轴可以包括第一输出轴921和第二输出轴922两根输出轴,第一输出轴921和第二输出轴922分别与第一输入轴911平行设置。
输入轴与输出轴之间可以通过挡位齿轮副进行传动。例如,每个输入轴上均设置有挡位主动齿轮,即言第一输入轴911和第二输入轴912中的每个输入轴上设置有挡位主动齿轮,每个输出轴上均设置有挡位从动齿轮,即言第一输出轴921和第二输出轴922中的每个输出轴上设置有挡位从动齿轮,挡位从动齿轮与挡位主动齿轮对应地啮合,从而构成多对速比不同的齿轮副。
在本发明的一些实施例中,输入轴与输出轴之间可以采用六挡传动,即具有一挡齿轮副、二挡齿轮副、三挡齿轮副、四挡齿轮副、五挡齿轮副和六挡齿轮副。但是,本发明并不限于此,对于本领域的普通技术人员而言,可以根据传动需要而适应性增加或减少挡位齿轮副的个数,并不限于本发明实施例中所示的六挡传动。
如图4所示,电机动力轴931设置成可与多个输出轴(例如,第一输出轴921、第二输出轴922)中的一个进行联动,通过电机动力轴931与输出轴中的所述一个进行联动,从而动力可在电机动力轴931与输出轴中的所述一个之间进行传递。例如,经该输出轴的动力(如来自发动机1输出的动力)可输出给电机动力轴931,或者经电机动力轴931的动力(如来自动力电机2输出的动力)也可输出给该输出轴。
需要说明的是,上述的“联动”可以理解为多个部件(例如,两个)关联运动,以两个部件联动为例,在其中一个部件运动时,另一个部件也随之运动。
例如,在本发明的一些实施例中,齿轮与轴联动可以理解为是在齿轮旋转时、与其联动的轴也将旋转,或者在该轴旋转时、与其联动的齿轮也将旋转。
又如,轴与轴联动可以理解为是在其中一根轴旋转时、与其联动的另一根轴也将旋转。
再如,齿轮与齿轮联动可以理解为是在其中一个齿轮旋转时、与其联动的另一个齿轮也将旋转。
在本发明下面有关“联动”的描述中,如果没有特殊说明,均作此理解。
类似地,动力电机2设置成能够与电机动力轴931联动,例如,动力电机2可将产生的动力输出给电机动力轴931,从而通过电机动力轴931输出驱动力至混合动力汽车的车轮7。
需要说明一点,在本发明的描述中,电机动力轴931可以是动力电机2自身的电机轴。 当然,可以理解的是,电机动力轴931与动力电机2的电机轴也可以是两个单独的轴。
在一些实施例中,如图4所示,输出部221相对输出轴中的所述一个(例如,第二输出轴922)可差速转动,换言之,输出部221与该输出轴能够以不同的转速独立旋转。
进一步,输出部221设置成可选择性地接合输出轴中的所述一个以与该输出轴同步转动,换言之,输出部221相对该输出轴能够差速转动或同步转动。简言之,输出部221相对输出轴的所述一个可接合以同步转动,当然也可断开以差速转动。
如图4所示,该输出部221可以空套设置在输出轴中的所述一个上,但不限于此。例如在图4的示例中,该输出部221空套在第二输出轴922上,即输出部221与第二输出轴922能够以不同的转速差速转动。
如上所述,输出部221可与输出轴的所述一个同步转动,例如,可以通过增设对应的同步器在需要时实现输出部221与该输出轴的同步作用。该同步器可以是输出部同步器221c,输出部同步器221c设置成用于同步输出部221和输出轴中的所述一个。
在一些实施例中,动力电机2用于输出驱动力至混合动力汽车的车轮7,发动机1和动力电机2共同驱动混合动力汽车的同一车轮。结合图4的示例,车辆的差速器75可以布置在一对前轮71之间或一对后轮72之间,在本发明的一些示例中,当动力电机2驱动的一对前轮71时,差速器75可位于一对前轮71之间。
差速器75的功用是当车辆转弯行驶或在不平路面上行驶时,使左右驱动车轮以不同的角速度滚动,以保证两侧驱动轮与地面间作纯滚动运动。差速器75上设置有主减速器9的主减速器从动齿轮74,例如主减速器从动齿轮74可以布置在差速器75的壳体上。主减速器从动齿轮74可以是锥齿轮,但不限于此。
在一些实施例中,如图1所示,动力电池3用于给动力电机2供电;副电机5与发动机1相连,副电机5还分别与动力电机2、DC-DC变换器4和动力电池3相连,副电机5在发动机1的带动下进行发电时实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
下面再结合图5详细描述混合动力汽车的动力***的另一个具体实施例,该实施例同样适用于发动机1和动力电机2共同驱动同一车轮的动力***,即两驱混合动力汽车。需要说明的是,该实施例主要描述发动机1、动力电机2与车轮7之间的一种具体传动结构,特别是图2a中变速器90的结构,其余部分与图1和图3的实施例基本相同,这里不再详细赘述。
还需要说明的是,下面实施例中的多个输入轴、多个输出轴和电机动力轴931及各轴上相关齿轮以及换挡元件等可用以构成图2a中的变速器90。
在一些实施例中,如图1、图3和图5所示,混合动力汽车的动力***主要包括发动机1、动力电机2、动力电池3、DC-DC变换器4、副电机5、多个输入轴(例如,第一输入轴911、第二输入轴912)、多个输出轴(例如,第一输出轴921、第二输出轴922)和电机动力轴931及各轴上相关齿轮以及换挡元件(如,同步器)。
如图5所示,发动机1通过离合器6例如图4示例中的双离合器2d将动力输出到混合动力汽车的车轮7。在发动机1与输入轴之间进行动力传递时,发动机1设置成通过双离合器2d可选择性地接合多个输入轴中的至少一个。换言之,在发动机1向输入轴传输动力时,发动机1能够选择性地与多个输入轴中的一个接合以传输动力,或者发动机1还能够选择性地与多个输入轴中的两个或两个以上输入轴同时接合以传输动力。
例如,在图5的示例中,多个输入轴可以包括第一输入轴911和第二输入轴912两根输入轴,第二输入轴912同轴地套设在第一输入轴911上,发动机1能够通过双离合器2d选择性地与第一输入轴911和第二输入轴912中的一个接合以传输动力。或者,特别地,发动机1还能与第一输入轴911和第二输入轴912同时接合以传输动力。当然,应当理解的是,发动机1还可同时与第一输入轴911和第二输入轴912断开。
多个输出轴可以包括第一输出轴921和第二输出轴922两根输出轴,第一输出轴921和第二输出轴922与第一输入轴911平行设置。
输入轴与输出轴之间可以通过挡位齿轮副进行传动。例如,每个输入轴上均设置有挡位主动齿轮,即言第一输入轴911和第二输入轴912中的每个输入轴上设置有挡位主动齿轮,每个输出轴上均设置有挡位从动齿轮,即言第一输出轴921和第二输出轴922中的每个输出轴上设置有挡位从动齿轮,挡位从动齿轮与挡位主动齿轮对应地啮合,从而构成多对速比不同的齿轮副。
在本发明的一些实施例中,输入轴与输出轴之间可以采用六挡传动,即具有一挡齿轮副、二挡齿轮副、三挡齿轮副、四挡齿轮副、五挡齿轮副和六挡齿轮副。但是,本发明并不限于此,对于本领域的普通技术人员而言,可以根据传动需要而适应性增加或减少挡位齿轮副的个数,并不限于本发明实施例中所示的六挡传动。
如图5所示,输出轴(例如第一输出轴921和第二输出轴922)中的一个上空套设置有至少一个倒挡输出齿轮81,并且该输出轴上还设置有用于接合倒挡输出齿轮81的倒挡同步器(例如五挡同步器5c、六挡同步器6c),换言之,倒挡同步器同步对应的倒挡输出齿轮81和该输出轴,从而使得输出轴与由倒挡同步器同步的倒挡输出齿轮81能够同步转动,进而倒挡动力能够从该输出轴输出。
在一些实施例中,如图5所示,倒挡输出齿轮81为一个,该一个倒挡输出齿轮81可 以空套在第二输出轴922上。但本发明并不限于此,在另一些实施例中,倒挡输出齿轮81也可以是两个,该两个倒挡输出齿轮81同时空套在第二输出轴922上。当然,可以理解的是,倒挡输出齿轮81也可以是三个或三个以上。
倒挡轴89设置成与输入轴(例如第一输入轴911和第二输入轴912)中的一个联动且还与至少一个倒挡输出齿轮81联动,例如,经输入轴中的所述一个上的动力可以通过倒挡轴89而传递给倒挡输出齿轮81,从而倒挡动力能够从倒挡输出齿轮81输出。在本发明的示例中,倒挡输出齿轮81均是空套在第二输出轴922上的,并且倒挡轴89是与第一输入轴911联动的,例如发动机1输出的倒挡动力可通过第一输入轴911、倒挡轴89后输出给倒挡输出齿轮81。
下面对电机动力轴931进行详细描述。电机动力轴931上空套设置有电机动力轴第一齿轮31、电机动力轴第二齿轮32。电机动力轴第一齿轮31可与主减速器从动齿轮74啮合传动,以传输驱动力至混合动力汽车的车轮7。
电机动力轴第二齿轮32设置成与其中一个挡位从动齿轮联动,在具有根据本发明实施例的动力***的混合动力汽车处于某些工况时,动力源输出的动力可以在电机动力轴第二齿轮32以及与其联动的挡位从动齿轮之间进行传递,此时电机动力轴第二齿轮32与该挡位从动齿轮联动。例如,电机动力轴第二齿轮32与二挡从动齿轮2b联动,电机动力轴第二齿轮32与二挡从动齿轮2b可以直接啮合或通过中间传动部件间接传动。
进一步,电机动力轴931上还设置有电机动力轴同步器33c,电机动力轴同步器33c位于电机动力轴第一齿轮31与电机动力轴第二齿轮32之间,电机动力轴同步器33c可以选择性地将电机动力轴第一齿轮31或电机动力轴第二齿轮32与电机动力轴3接合。例如在图5的示例中,电机动力轴同步器33c的接合套向左移动可接合电机动力轴第二齿轮32、向右移动则可接合电机动力轴第一齿轮31。
类似地,动力电机2设置成能够与电机动力轴931联动,例如,动力电机2可将产生的动力输出给电机动力轴931,从而通过电机动力轴931输出驱动力至混合动力汽车的车轮7。
对于电机动力轴第一齿轮31而言,由于其与主减速器从动齿轮74啮合,因此动力电机2可通过电机动力轴同步器33c接合电机动力轴第一齿轮31而将产生的动力直接从电机动力轴第一齿轮31输出,这样可以缩短传动链,减少中间传动部件,提高传动效率。
其次对电机动力轴931与动力电机2的传动方式结合具体实施例进行详细说明。
在一些实施例中,如图5所示,电机动力轴931上还固定设置有电机动力轴第三齿轮33,动力电机2设置成与电机动力轴第三齿轮33直接啮合传动或间接传动。
进一步,动力电机2的电机轴上设置有第一电机齿轮511,第一电机齿轮511通过中间齿轮512与电机动力轴第三齿轮33传动。又如,动力电机2与电机动力轴931也可以同轴相连。
在一些实施例中,动力电机2用于输出驱动力至混合动力汽车的车轮7,发动机1和动力电机2共同驱动混合动力汽车的同一车轮。结合图5的示例,车辆的差速器75可以布置在一对前轮71之间或一对后轮72之间,在本发明的一些示例中,当动力电机2驱动的一对前轮71时,差速器75可位于一对前轮71之间。
差速器75的功用是当车辆转弯行驶或在不平路面上行驶时,使左右驱动车轮以不同的角速度滚动,以保证两侧驱动轮与地面间作纯滚动运动。差速器75上设置有主减速器9的主减速器从动齿轮74,例如主减速器从动齿轮74可以布置在差速器75的壳体上。主减速器从动齿轮74可以是锥齿轮,但不限于此。
进一步,第一输出轴921上固定设置有第一输出轴输出齿轮211,第一输出轴输出齿轮211随第一输出轴921同步转动,第一输出轴输出齿轮211与主减速器从动齿轮74啮合传动,从而经第一输出轴921的动力能够从第一输出轴输出齿轮211传递至主减速器从动齿轮74以及差速器75。
类似地,第二输出轴922上固定设置有第二输出轴输出齿轮212,第二输出轴输出齿轮212随第二输出轴922同步转动,第二输出轴输出齿轮212与主减速器从动齿轮74啮合传动,从而经第二输出轴922的动力能够从第二输出轴输出齿轮212传递至主减速器从动齿轮74以及差速器75。
类似地,电机动力轴第一齿轮31可用于输出经电机动力轴931的动力,因此电机动力轴第一齿轮31同样与主减速器从动齿轮74啮合传动。
在一些实施例中,如图1所示,动力电池3用于给动力电机2供电;副电机5与发动机1相连,副电机5还分别与动力电机2、DC-DC变换器4和动力电池3相连,副电机5在发动机1的带动下进行发电时,实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
进一步而言,如图6所示,混合动力汽车的动力***还包括控制模块101,控制模块101用于对混合动力汽车的动力***进行控制。应当理解的是,控制模块101可为混合动力汽车中具有控制功能的控制器的集成,例如可为混合动力汽车的整车控制器、图3实施例中的第一控制器51和第二控制器21等的集成,但不限于此。下面来详细描述控制模块101所执行的控制方法。
在本发明的一些实施例中,控制模块101用于获取动力电池3的SOC值(State of Charge,荷电状态,也叫剩余电量)、低压蓄电池20的SOC值和混合动力汽车的车速,并根据动力电池3的SOC值和混合动力汽车的车速控制副电机5进入发电功率调节模式,以使发动机1运行在预设的最佳经济区域,其中,当副电机5进入发电功率调节模式后,控制模块101还用于根据低压蓄电池20的SOC值对副电机5的发电功率进行调节。其中,发电功率调节模式即为对发动机的发电功率进行调节的模式,在发电功率调节模式,可通过控制发动机1带动副电机5进行发电以对副电机5的发电功率进行调节。需要说明的是,可通过混合动力汽车的电池管理***采集动力电池3的SOC值和低压蓄电池20的SOC值,从而电池管理***将采集到的动力电池3的SOC值和低压蓄电池20的SOC值发送给控制模块101,以使控制模块101获取动力电池3的SOC值和低压蓄电池20的SOC值。
还需说明的是,可结合发动机万有特性曲线图确定发动机1的预设最佳经济区域。如图7所示为发动机万有特性曲线图的一个示例,其中,侧纵坐标是发动机1的输出扭矩,横坐标是发动机1的转速,曲线a为发动机1的燃油经济曲线。燃油经济曲线对应的区域即为发动机的最佳经济区域,即言当发动机1的转矩和扭矩位于发动机最优的燃油经济曲线上时,发动机处于最佳经济区域。由此,在本发明实施例中,控制模块101可通过控制发动机1的转速和输出扭矩落在发动机燃油经济曲线例如曲线a上,以使发动机1运行在预设的最佳经济区域。
具体来说,在混合动力汽车行驶过程中,发动机1可通过离合器6将动力输出到混合动力汽车的车轮7,并且发动机1还可带动副电机5进行发电。由此,发动机的输出功率主要包括两部分,一部分输出至副电机5,即带动副电机5进行发电的发电功率,另一部分是输出至车轮7,即驱动车轮7的驱动功率。
在发动机1带动副电机5进行发电时,控制模块101可首先获取动力电池3的SOC值和混合动力汽车的车速,然后根据动力电池3的SOC值和混合动力汽车的车速控制副电机5进入发电功率调节模式,以使发动机1工作在预设的最佳经济区域。在发电功率调节模式,控制模块101可在使发动机1工作在预设的最佳经济区域的前提下调节副电机5的发电功率。其中,在副电机5进入发电功率调节模式后,控制模块101还根据低压蓄电池20的SOC值进一步调节副电机5的发电功率。
更具体地,在本发明的一个实施例中,控制模块101进一步用于根据动力电池3的SOC值、低压蓄电池20的SOC值和混合动力汽车的车速控制副电机5的发电功率,以及根据副电机5的发电功率获得发动机1的发电功率以控制发动机1运行在预设的最佳经济区域。
由此,能够使发动机1工作在预设的最佳经济区域,由于发动机1在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减小发动机1的油耗,降低发动机1的噪音,提高整车运行的经济性。而且,由于低速时副电机5具有较高的发电功率和发电效率,从而可以满足低速行驶的用电需求,可以维持整车低速电平衡,维持整车低速平顺性,提升整车的动力性能。其中,通过对动力电池充电,可确保动力电机和高压电器设备的用电需求,进而确保动力电机驱动整车正常行驶,并且,通过对低压蓄电池充电,可确保低压电器设备的用电需求,并可在副电机停止发电且动力电池故障或电量不足时,通过低压蓄电池实现整车低压供电,进而确保整车可实现纯燃油模式行驶,提高整车行驶里程。
进一步地,根据本发明的一个实施例,控制模块101用于:当动力电池3的SOC值大于预设的极限值且小于等于第一预设值时,如果混合动力汽车的车速小于第一预设车速,控制副电机5进入发电功率调节模式。
其中,第一预设值可为预先设置的动力电池3的SOC值的上界限值,例如为停止充电的判定值,可优选为30%。预设的极限值可为预先设置的动力电池3的SOC值的下界限值,例如为停止放电的判定值,可优选为10%。依据第一预设值和预设的极限值可将动力电池3的SOC值分为三个区间,即第一电量区间、第二电量区间和第三电量区间,当动力电池3的SOC值小于或等于预设的极限值时,动力电池3的SOC值处于第一电量区间,此时动力电池3只充电不放电;当动力电池3的SOC值大于预设的极限值且小于或等于第一预设值时,动力电池3的SOC值处于第二电量区间,此时动力电池3存在充电需求,即可主动给动力电池3充电;当动力电池3的SOC值大于第一预设值时,动力电池3的SOC值处于第三电量区间,此时动力电池3可不充电,即不会主动给动力电池3充电。
具体来说,控制模块101在获取动力电池3的SOC值和混合动力汽车的车速之后,可判断动力电池3的SOC值所处的区间,如果动力电池3的SOC值处于第二电量区间,动力电池3的SOC值大于预设的极限值且小于或等于第一预设值,则说明可对动力电池3进行充电,此时控制模块101进一步判断混合动力汽车的车速是否小于第一预设车速,如果混合动力汽车的车速小于第一预设车速,则控制副电机5进入发电功率调节模式,此时混合动力汽车的车速较低,所需的驱动力较少,动力电机2足以驱动混合动力汽车行驶,发动机1可只带动副电机5进行发电,不参与驱动。
由此,在低速时发动机只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
进一步地,控制模块101还用于:当动力电池3的SOC值大于预设的极限值且小于等于第一预设值、以及混合动力汽车的车速小于第一预设车速时,获取混合动力汽车的整车需求功率,并在整车需求功率小于等于副电机5的最大允许发电功率时,控制副电机5进入发电功率调节模式。
也就是说,在判断动力电池3的SOC值大于预设的极限值且小于或等于第一预设值,且混合动力汽车的车速小于第一预设车速之后,控制模块101还可以进一步判断整车需求功率是否大于副电机5的最大允许发电功率,如果整车需求功率小于等于副电机5的最大允许发电功率,则控制副电机5进入发电功率调节模式,此时,整车所需的驱动力较少,且整车需求功率较小,动力电机2足以驱动混合动力汽车行驶,发动机1可只带动副电机5进行发电,不参与驱动。
由此,在低速时发动机只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
更进一步地,控制模块101还用于:当动力电池的SOC值大于预设的极限值且小于等于第一预设值、混合动力汽车的车速小于第一预设车速、且整车需求功率小于等于副电机的最大允许发电功率时,获取混合动力汽车的油门踏板深度和混合动力汽车的整车阻力,并在油门踏板深度小于等于第一预设深度且混合动力汽车的整车阻力小于等于第一预设阻力时,控制副电机进入发电功率调节模式。
需要说明的是,混合动力汽车的整车阻力可为混合动力汽车的行车阻力例如滚动阻力、加速阻力、坡度阻力和空气阻力等。
也就是说,在判断动力电池3的SOC值大于预设的极限值且小于或等于第一预设值,且混合动力汽车的车速小于第一预设车速,且整车需求功率小于等于副电机5的最大允许发电功率之后,控制模块101还可以进一步判断油门踏板深度是否大于第一预设深度且混合动力汽车的整车阻力是否大于第一预设阻力,如果油门踏板深度小于等于第一预设深度或者混合动力汽车的整车阻力小于等于第一预设阻力,则控制副电机5进入发电功率调节模式,此时,整车所需的驱动力较少,且整车需求功率较小,油门踏板深度较小,整车阻力也较小,动力电机2足以驱动混合动力汽车行驶,发动机1可只带动副电机5进行发电,不参与驱动。
由此,在低速时发动机可只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
如上,在混合动力汽车低速行驶时,发动机1可只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且,在低速时使发动机工作在经济区域,由于发动机在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减少油耗,降低发动机噪音,提高整车运行的经济性,从而维持整车低速电平衡及低速平顺性,提升整车性能。
根据本发明的一个具体实施例,控制模块101还用于:当控制发动机1单独带动副电机5进行发电、并控制动力电机2独自输出驱动力时,根据以下公式获得发动机1的发电功率:
P0=P1/η/ζ
其中,P0为发动机1的发电功率,P1为副电机5的发电功率,η皮带传动效率,ζ为副电机5的效率。
也就是说,在发动机1可只发电不参与驱动的情况下,控制模块101可根据副电机5的发电功率、皮带传动效率η和副电机5的效率ζ计算出发动机1的发电功率P0,并控制发动机1以获取的发电功率P0带动副电机5进行发电,以控制副电机5的发电功率。
另外,根据本发明的一个实施例,控制模块101还用于:在动力电池3的SOC值小于预设的极限值、或混合动力汽车的车速大于等于第一预设车速、或者整车需求功率大于副电机5的最大允许发电功率、或者油门踏板深度大于第一预设深度、或者混合动力汽车的整车阻力大于第一预设阻力时,控制发动机1参与驱动。
也就是说,在动力电池3的SOC值小于预设的极限值M2、或者混合动力汽车的车速大于等于第一预设车速、或者整车需求功率大于副电机5的最大允许发电功率、或者油门踏板深度大于第一预设深度、或者混合动力汽车的整车阻力大于第一预设阻力时,控制模块101控制发动机1参与驱动,此时,动力电池3不再放电、整车所需的驱动力较大、整车需求功率较大、油门踏板深度较大或整车阻力也较大,动力电机2不足以驱动混合动力汽车行驶,发动机1参与驱动以进行补足驱动。
由此,发动机1可在动力电机2输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。
更具体地,控制模块101还用于:当整车需求功率大于副电机5的最大允许发电功率时,还控制发动机1参与驱动以使发动机1通过离合器6将动力输出到车轮。
并且,控制模块101还用于:当动力电池3的SOC值小于等于预设的极限值时,控制 发动机1参与驱动以使发动机1通过离合器6将动力输出到车轮;当动力电池3的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且油门踏板深度大于第一预设深度时,控制发动机1参与驱动以使发动机1通过离合器6将动力输出到车轮;当动力电池3的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且混合动力汽车的整车阻力大于第一预设阻力时,发动机1参与驱动以使发动机1通过离合器6将动力输出到车轮。
也就是说,控制模块101可实时获取动力电池3的SOC值、混合动力汽车的油门踏板深度、车速、整车阻力以及整车需求功率,并对动力电池3的SOC值、混合动力汽车的油门踏板深度、车速和整车阻力进行判断:
其一,当动力电池3的SOC值小于预设的极限值时,因动力电池3的电量过低,动力电池3无法提供足够的电能,控制模块101控制发动机1和动力电机2同时参与驱动,此时控制模块101还可控制发动机1带动副电机5进行发电,并且通过调节副电机5的发电功率可使发动机1工作在预设的最佳经济区域。
其二,当动力电池3的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且油门踏板深度大于第一预设深度时,因油门踏板深度较深,控制模块101控制发动机1和动力电机2同时参与驱动,此时控制模块101还可控制发动机1带动副电机5进行发电,并且通过调节副电机5的发电功率可使发动机1工作在预设的最佳经济区域。
其三,当动力电池3的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且混合动力汽车的整车阻力大于第一预设阻力时,因整车阻力较大,控制模块101控制发动机1和动力电机2同时参与驱动,此时控制模块101还可控制发动机1带动副电机5进行发电,并且通过调节副电机5的发电功率可使发动机1工作在预设的最佳经济区域。
由此,发动机1可在动力电机2输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。并且,可控制发动机工作在经济区域,由于发动机1在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减少油耗,降低发动机噪音,提高整车经济性能。
此外,控制模块101还用于:当动力电池3的SOC值小于等于预设的极限值,且混合动力汽车的车速大于第一预设车速时,控制发动机1参与驱动以使发动机1通过离合器6将动力输出到车轮7。
由此,发动机1可在动力电机2输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。
当然,应当理解的是,控制模块101还用于:当动力电池3的SOC值大于第一预设值时,发动机1不带动副电机5进行发电,此时动力电池3的电量接近满电,无需充电,发动机1不带动副电机5进行发电。也就是说,在动力电池3的电量接近满电时,发动机1不带动副电机5进行发电,从而副电机5不对动力电池3充电。
进一步而言,在副电机5进入发电功率调节模式后,控制模块101可对副电机5的发电功率进行调节,下面对本发明实施例的控制模块101的发电功率调节过程进行具体描述。
根据本发明的一个实施例,控制模块101还用于:当副电机5进入发电功率调节模式后,根据混合动力汽车的整车需求功率、动力电池3的充电功率和低压蓄电池20的充电功率、低压蓄电池20的SOC值对副电机5的发电功率进行调节。
具体地,根据混合动力汽车的整车需求功率、动力电池3的充电功率和低压蓄电池20的充电功率调节副电机5的发电功率的公式可如下:
P1=P2+P3+P4,其中,P2=P11+P21,
其中,P1为副电机5的发电功率,P2为整车需求功率,P3为动力电池3的充电功率,P4为低压蓄电池20的充电功率,P11为整车驱动功率,P21为电器设备功率。
需要说明的是,电器设备包括第一电器设备10和第二电器设备30,即电器设备功率P21可包括高压电器设备和低压电器设备所需的功率。
还需说明的是,整车驱动功率P11可包括动力电机2的输出功率,控制模块101可根据动力电机2的预设油门-转矩曲线以及动力电机2的转速获取整车驱动功率P11,其中,预设油门-转矩曲线可在混合动力汽车动力匹配时进行确定;控制模块101可根据整车运行的电器设备实时获取电器设备功率P21,例如通过总线上DC消耗来计算电器设备功率P21;控制模块101可根据动力电池3的SOC值获取动力电池3的充电功率P3,并根据低压蓄电池20的SOC值获取低压蓄电池20的充电功率P4。
具体来说,在混合动力汽车行驶过程中,控制模块101可获取动力电池3的充电功率P3、低压蓄电池20的充电功率P4、整车驱动功率P11和电器设备功率P21,并将动力电池3的充电功率P3、低压蓄电池20的充电功率P4、整车驱动功率P11和电器设备功率P21之和作为副电机5的发电功率P1,由此,控制模块101可根据计算出的P1值对副电机5的发电功率进行调节,例如控制模块101可根据计算出的P1值对发动机1的输出扭矩和转 速进行控制,以对发动机1带动副电机5进行发电的功率进行调节。
进一步地,根据本发明的一个实施例,控制模块101还用于:获取动力电池3的SOC值变化速率,并根据整车需求功率P2与发动机1的最佳经济区域对应的最小输出功率Pmin之间的关系以及动力电池3的SOC值变化速率、低压蓄电池20的SOC值、低压蓄电池20的SOC值变化速率调节副电机5的发电功率。
应当理解的是,控制模块101可根据动力电池3的SOC值获取动力电池3的SOC值变化速率,例如,每个时间间隔t采集一次动力电池3的SOC值,如此可将动力电池3的当前SOC值与前一SOC值之差与时间间隔t的比值作为动力电池3的SOC值变化速率。类似地,可根据低压蓄电池20的SOC值获取低压蓄电池20的SOC值变化速率,例如,每个时间间隔t采集一次低压蓄电池20的SOC值,如此可将低压蓄电池20的当前SOC值与前一SOC值之差与时间间隔t的比值作为低压蓄电池20的SOC值变化速率。
具体来说,可根据图7所示的发动机万有特性曲线确定发动机的最佳经济区域,进而获取发动机的最佳经济区域对应的最小输出功率Pmin,控制模块101在确定发动机的最佳经济区域对应的最小输出功率Pmin之后,即可根据整车需求功率P2与发动机1的最佳经济区域对应的最小输出功率Pmin之间的关系以及动力电池3的SOC值变化速率、低压蓄电池20的SOC值、低压蓄电池20的SOC值变化速率调节副电机5的发电功率。
由此,在混合动力汽车低速行驶时,使发动机工作在经济区域,可减少油耗,降低发动机噪音,提高整车的经济性能,并且,在低速时发动机1可只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,进而维持整车低速电平衡及低速平顺性,提升整车性能。
下面进一步介绍当副电机5进入发电功率调节模式后,控制模块101根据整车需求功率P2与发动机1的最佳经济区域对应的最小输出功率Pmin之间的关系以及动力电池3的SOC值变化速率、低压蓄电池20的SOC值、低压蓄电池20的SOC值变化速率调节副电机5的发电功率的具体调节方式。
具体地,控制模块101还用于:当低压蓄电池20的SOC值大于预设的低电量阈值时,根据动力电池3的SOC值变化速率获取动力电池3的充电功率P3,并判断动力电池3的充电功率P3是否小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,其中,如果动力电池3的充电功率P3小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,则通过控制发动机1以该最小输出功率进行发电 以调节副电机5的发电功率;如果动力电池3的充电功率P3大于等于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,则根据动力电池3的充电功率P3与整车需求功率P2之和获取发动机1在预设的最佳经济区域内的输出功率,并通过控制发动机1以获取的输出功率进行发电以调节副电机5的发电功率。
具体地,控制模块101还用于:当低压蓄电池20的SOC值小于等于预设的低电量阈值时,获取低压蓄电池20的SOC值变化速率和动力电池3的SOC值变化速率,并根据低压蓄电池20的SOC值变化速率获取低压蓄电池20的充电功率P4和根据动力电池3的SOC值变化速率获取动力电池3的充电功率P3,以及判断低压蓄电池20的充电功率P4与动力电池3的充电功率P3之和是否小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,其中,如果低压蓄电池20的充电功率P4与动力电池20的充电功率P3之和小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,则通过控制发动机1以该最小输出功率Pmin进行发电以调节副电机5的发电功率;如果低压蓄电池20的充电功率P4与动力电池3的充电功率P3之和大于等于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,则根据动力电池3的充电功率P3、低压蓄电池20的充电功率P4与整车需求功率P2之和获取发动机1在预设的最佳经济区域内的输出功率,以及通过控制发动机1以获取的输出功率进行发电以调节副电机5的发电功率。
需要说明的是,控制模块101内可预存动力电池3的SOC值变化速率与动力电池3的充电功率P3之间的第一关系表,由此,控制模块101在获取动力电池3的SOC值变化速率之后,通过比对第一关系表即可获取对应的动力电池3的充电功率P3。例如,动力电池3的SOC值变化速率与动力电池3的充电功率P3之间的第一关系表可如下表1所示。
表1
动力电池3的SOC值变化速率 | A1 | A2 | A3 | A4 | A5 |
动力电池3的充电功率 | B1 | B2 | B3 | B4 | B5 |
由上表1可知,当动力电池3的SOC值变化速率为A1时控制模块101可获取对应的动力电池3的充电功率P3为B1;当动力电池3的SOC值变化速率为A2时控制模块101可获取对应的动力电池3的充电功率P3为B2;当动力电池3的SOC值变化速率为A3时控制模块101可获取对应的动力电池3的充电功率P3为B3;当动力电池3的SOC值变化 速率为A4时控制模块101可获取对应的动力电池3的充电功率P3为B4;当动力电池3的SOC值变化速率为A5时控制模块101可获取对应的动力电池3的充电功率P3为B5。
类似地,控制模块101内可预存低压蓄电池20的SOC值变化速率与低压蓄电池20的充电功率P4之间的第二关系表,由此,控制模块101在获取低压蓄电池20的SOC值变化速率之后,通过比对第二关系表即可获取对应的低压蓄电池20的充电功率P4。例如,低压蓄电池20的SOC值变化速率与低压蓄电池20的充电功率P4之间的第一关系表可如下表2所示。
表2
低压蓄电池20的SOC值变化速率 | A11 | A12 | A13 | A14 | A15 |
低压蓄电池20的充电功率 | B11 | B12 | B13 | B14 | B15 |
由上表2可知,当低压蓄电池20的SOC值变化速率为A11时控制模块101可获取对应的低压蓄电池20的充电功率P4为B11;当低压蓄电池20的SOC值变化速率为A12时控制模块101可获取对应的低压蓄电池20的充电功率P4为B12;当低压蓄电池20的SOC值变化速率为A13时控制模块101可获取对应的低压蓄电池20的充电功率P4为B13;当低压蓄电池20的SOC值变化速率为A14时控制模块101可获取对应的低压蓄电池20的充电功率P4为B14;当低压蓄电池20的SOC值变化速率为A15时控制模块101可获取对应的低压蓄电池20的充电功率P4为B15。
具体来说,在副电机5进入发电功率调节模式后,控制模块101可获取低压蓄电池20的SOC值、动力电池3的SOC值、整车需求功率P2(整车驱动功率P11与电器设备功率P21之和),然后,判断低压蓄电池20的SOC值是否大于预设的低电量阈值。
如果低压蓄电池20的SOC值大于预设的低电量阈值,则获取动力电池3的SOC值变化速率,并查询动力电池3的SOC值变化速率对应的动力电池3的充电功率P3,以选择出合适的充电功率P3使动力电池3的SOC值能够上升,并进一步判断动力电池3的充电功率P3是否小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,如果是,即P3<Pmin-P2,则通过控制发动机1以该最小输出功率Pmin进行发电以调节副电机5的发电功率,即控制发动机1在最佳经济区域对应的最小输出功率Pmin运行;如果否,即P3≥Pmin-P2,则根据动力电池3的充电功率P3与整车需求功率P2之和获取发动机1在预设的最佳经济区域内的输出功率,并通过控制发动机1以获取的输出功率进行 发电以调节副电机5的发电功率,即在发动机1的预设的最佳经济区域内查找相应的输出功率,该获取的输出功率可为动力电池3的充电功率P3与整车需求功率P2之和即(P2+P3或P11+P21+P3),此时可控制发动机1以获取的输出功率进行发电。
如果低压蓄电池20的SOC值小于等于预设的低电量阈值,则获取动力电池3的SOC值变化速率,并查询动力电池3的SOC值变化速率对应的动力电池3的充电功率P3,以选择出合适的充电功率P3使动力电池3的SOC值能够上升,并获取低压蓄电池20的SOC值变化速率,并查询低压蓄电池20的SOC值变化速率对应的低压蓄电池20的充电功率P4,以选择出合适的充电功率P4使低压蓄电池20的SOC值能够上升,并进一步判断低压蓄电池20的充电功率P4与动力电池3的充电功率P3之和是否小于发动机1的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差。如果是,即P3+P4<Pmin-P2,则通过控制发动机1以该最小输出功率Pmin进行发电以调节副电机5的发电功率,即控制发动机1在最佳经济区域对应的最小输出功率Pmin运行,并以最佳经济区域对应的最小输出功率Pmin减去整车需求功率P2的功率即Pmin-P2对动力电池3和低压蓄电池20充电;如果否,即P3+P4≥Pmin-P2,则根据动力电池3的充电功率P3、低压蓄电池20的充电功率P4与整车需求功率P2之和获取发动机1在预设的最佳经济区域内的输出功率,以及通过控制发动机1以获取的输出功率进行发电以调节副电机5的发电功率,即在发动机1的预设的最佳经济区域内查找相应的功率,该获取的输出功率为动力电池3的充电功率P3、低压蓄电池20的充电功率P4与整车需求功率P2之和即(P2+P3+P4或P11+P21+P3+P4),并控制发动机1以获取的输出功率进行发电。
由此,在低速时发动机能够工作在经济区域,且只发电不参与驱动,从而不使用离合器,减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且减少油耗,降低发动机噪音,进而维持整车低速电平衡及低速平顺性,提升整车性能。
综上,根据本发明实施例提出的混合动力汽车的动力***,发动机通过离合器将动力输出到混合动力汽车的车轮,动力电机输出驱动力至混合动力汽车的车轮,动力电池给动力电机供电,副电机在发动机的带动下进行发电时以实现给动力电池充电、给动力电机供电、给DC-DC变换器供电中的至少一个,控制模块获取动力电池的SOC值、低压蓄电池的SOC值和混合动力汽车的车速,并根据动力电池的SOC值和混合动力汽车的车速控制副电机进入发电功率调节模式,以使发动机运行在预设的最佳经济区域,当副电机进入发电功率调节模式后,控制模块还用于根据低压蓄电池的SOC值对副电机的发电功率进行调节,从而能够使发动机在低速时不参与驱动,进而不使用离合器,减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且在低速时能够使发动机工作在经济区域,只发电 不驱动,减少油耗,降低发动机噪音,维持整车低速电平衡及低速平顺性,提升整车性能。
此外,本发明实施例还提出了一种混合动力汽车。
图8是根据本发明实施例的混合动力汽车的方框示意图。如图8所示,混合动力汽车200包括上述实施例的混合动力汽车的动力***100。
根据本发明实施例提出的混合动力汽车,能够维持整车低速电平衡及低速平顺性。
基于上述实施例的混合动力汽车及其动力***,本发明实施例还提出一种混合动力汽车的发电控制方法。
图9是根据本发明实施例的混合动力汽车的发电控制方法的流程图。如图9所示,混合动力汽车的发电控制方法,包括以下步骤:
S1:获取混合动力汽车的动力电池的SOC值和混合动力汽车的车速、混合动力汽车的低压蓄电池的SOC值;
需要说明的是,可通过混合动力汽车的电池管理***采集动力电池的SOC值和低压蓄电池的SOC值,以使获取动力电池的SOC值和低压蓄电池的SOC值。
S2:根据动力电池的SOC值和混合动力汽车的车速控制混合动力汽车的副电机进入发电功率调节模式,以使混合动力汽车的发动机运行在预设的最佳经济区域,其中,副电机在发动机的带动下进行发电;
其中,发电功率调节模式即为对发动机的发电功率进行调节的模式,在发电功率调节模式,可通过控制发动机带动副电机进行发电以对副电机的发电功率进行调节。
还需说明的是,可结合发动机万有特性曲线图确定发动机的预设最佳经济区域。如图7所示为发动机万有特性曲线图的一个示例,其中,侧纵坐标是发动机的输出扭矩,横坐标是发动机的转速,曲线a为发动机的燃油经济曲线。燃油经济曲线对应的区域即为发动机的最佳经济区域,即言当发动机的转矩和扭矩位于发动机最优的燃油经济曲线上时,发动机处于最佳经济区域。由此,在本发明实施例中,可通过控制发动机的转速和输出扭矩落在发动机燃油经济曲线例如曲线a上,以使发动机运行在预设的最佳经济区域。
S3:当副电机进入发电功率调节模式后,根据低压蓄电池的SOC值对副电机的发电功率进行调节。
具体来说,在混合动力汽车行驶过程中,发动机可通过离合器将动力输出到混合动力汽车的车轮,并且发动机还可带动副电机进行发电。由此,发动机的输出功率主要包括两部分,一部分输出至副电机,即带动副电机进行发电的功率,另一部分是输出至车轮,即驱动车轮的功率。
在发动机带动副电机进行发电时,可首先获取动力电池的SOC值和混合动力汽车的车速,然后根据动力电池的SOC值和混合动力汽车的车速控制副电机进入发电功率调节模式,以使发动机工作在预设的最佳经济区域。在发电功率调节模式,可在使发动机工作在预设的最佳经济区域的前提下调节副电机的发电功率。其中,在副电机进入发电功率调节模式后,还根据低压蓄电池的SOC值进一步调节副电机的发电功率。
更具体地,在本发明的一个实施例中,步骤S2和步骤S3进一步包括,根据动力电池的SOC值、低压蓄电池的SOC值和混合动力汽车的车速控制副电机的发电功率,以及根据副电机的发电功率获得发动机的发电功率以控制发动机运行在预设的最佳经济区域。
由此,能够使发动机工作在预设的最佳经济区域,由于发动机在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减小发动机的油耗,降低发动机的噪音,提高整车运行的经济性。而且,由于低速时副电机具有较高的发电功率和发电效率,从而可以满足低速行驶的用电需求,可以维持整车低速电平衡,维持整车低速平顺性,提升整车的动力性能。其中,通过对动力电池充电,可确保动力电机和高压电器设备的用电需求,进而确保动力电机驱动整车正常行驶,并且,通过对低压蓄电池充电,可确保低压电器设备的用电需求,并可在副电机停止发电且动力电池故障或电量不足时,通过低压蓄电池实现整车低压供电,进而确保整车可实现纯燃油模式行驶,提高整车行驶里程。
进一步地,根据本发明的一个实施例,当动力电池的SOC值大于预设的极限值且小于等于第一预设值时,如果混合动力汽车的车速小于第一预设车速,则控制副电机进入发电功率调节模式。
其中,第一预设值可为预先设置的动力电池的SOC值的上界限值,例如为停止充电的判定值,可优选为30%。预设的极限值可为预先设置的动力电池的SOC值的下界限值,例如为停止放电的判定值,可优选为10%。依据第一预设值和预设的极限值可将动力电池的SOC值分为三个区间,即第一电量区间、第二电量区间和第三电量区间,当动力电池的SOC值小于或等于预设的极限值时,动力电池的SOC值处于第一电量区间,此时动力电池只充电不放电;当动力电池的SOC值大于预设的极限值且小于或等于第一预设值时,动力电池的SOC值处于第二电量区间,此时动力电池存在充电需求,即可主动给动力电池充电;当动力电池的SOC值大于第一预设值时,动力电池的SOC值处于第三电量区间,此时动力电池可不充电,即不会主动给动力电池充电。
具体来说,在获取动力电池的SOC值和混合动力汽车的车速之后,可判断动力电池的 SOC值所处的区间,如果动力电池的SOC值处于第二电量区间,动力电池的SOC值大于预设的极限值且小于或等于第一预设值,则说明可对动力电池进行充电,此时进一步判断混合动力汽车的车速是否小于第一预设车速,如果混合动力汽车的车速小于第一预设车速,则控制副电机进入发电功率调节模式,此时混合动力汽车的车速较低,所需的驱动力较少,动力电机足以驱动混合动力汽车行驶,发动机可只带动副电机进行发电,不参与驱动。
由此,在低速时发动机只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
进一步地,当动力电池的SOC值大于预设的极限值且小于等于第一预设值、以及混合动力汽车的车速小于第一预设车速时,还获取混合动力汽车的整车需求功率,并在整车需求功率小于等于副电机的最大允许发电功率时,控制副电机进入发电功率调节模式。
也就是说,在判断动力电池的SOC值大于预设的极限值且小于或等于第一预设值,且混合动力汽车的车速小于第一预设车速之后,还可以进一步判断整车需求功率是否大于副电机的最大允许发电功率,如果整车需求功率小于等于副电机的最大允许发电功率,则控制副电机进入发电功率调节模式,此时,整车所需的驱动力较少,且整车需求功率较小,动力电机足以驱动混合动力汽车行驶,发动机可只带动副电机进行发电,不参与驱动。
由此,在低速时发动机只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
更进一步地,当动力电池的SOC值大于预设的极限值且小于等于第一预设值、混合动力汽车的车速小于第一预设车速、且整车需求功率小于等于副电机的最大允许发电功率时,还获取混合动力汽车的油门踏板深度和混合动力汽车的整车阻力,并在油门踏板深度小于等于第一预设深度且混合动力汽车的整车阻力小于等于第一预设阻力时,控制副电机进入发电功率调节模式。
需要说明的是,混合动力汽车的整车阻力可为混合动力汽车的行车阻力例如滚动阻力、加速阻力、坡度阻力和空气阻力等。
也就是说,在判断动力电池的SOC值大于预设的极限值且小于或等于第一预设值,且混合动力汽车的车速小于第一预设车速,且整车需求功率小于等于副电机的最大允许发电功率之后,还可以进一步判断油门踏板深度是否大于第一预设深度且混合动力汽车的整车阻力是否大于第一预设阻力,如果油门踏板深度小于等于第一预设深度且混合动力汽车的整车阻力小于等于第一预设阻力,则控制副电机进入发电功率调节模式,此时,整车所需 的驱动力较少,且整车需求功率较小,油门踏板深度较小,整车阻力也较小,动力电机足以驱动混合动力汽车行驶,发动机可只带动副电机进行发电,不参与驱动。
由此,在低速时发动机只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性。
如上所述,在混合动力汽车低速行驶时,发动机可只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且,在低速时使发动机工作在经济区域,由于发动机在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减少油耗,降低发动机噪音,提高整车运行的经济性,从而维持整车低速电平衡及低速平顺性,提升整车性能。
根据本发明的一个具体实施例,当控制发动机单独带动副电机进行发电、并控制动力电机独自输出驱动力时,可根据以下公式获得发动机的发电功率:
P0=P1/η/ζ
其中,P0为发动机的发电功率,P1为副电机的发电功率,η皮带传动效率,ζ为副电机的效率。
也就是说,在发动机可只发电不参与驱动的情况下,可根据副电机的发电功率、皮带传动效率η和副电机的效率ζ计算出发动机的发电功率P0,并控制发动机以获取的发电功率P0带动副电机进行发电,以控制副电机的发电功率。
另外,根据本发明的一个实施例,根据本发明的一个实施例,在动力电池的SOC值小于预设的极限值、或混合动力汽车的车速大于等于第一预设车速、或者整车需求功率大于副电机的最大允许发电功率、或者油门踏板深度大于第一预设深度、或者混合动力汽车的整车阻力大于第一预设阻力时,控制发动机参与驱动。
也就是说,在动力电池的SOC值小于预设的极限值、或者混合动力汽车的车速大于等于第一预设车速、或者整车需求功率大于副电机的最大允许发电功率、或者油门踏板深度大于第一预设深度、或者混合动力汽车的整车阻力大于第一预设阻力时,控制模块控制发动机参与驱动,此时,动力电池不再放电、整车所需的驱动力较大、整车需求功率较大、油门踏板深度较大或整车阻力也较大,动力电机不足以驱动混合动力汽车行驶,发动机参与驱动以进行补足驱动。
由此,发动机可在动力电机输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。
更具体地,当整车需求功率大于副电机的最大允许发电功率时,还控制发动机参与驱动以使发动机通过离合器将动力输出到混合动力汽车的车轮。
并且,当动力电池的SOC值小于等于预设的极限值时,还控制发动机参与驱动以使发动机通过离合器将动力输出到混合动力汽车的车轮;当动力电池的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且油门踏板深度大于第一预设深度时,还控制发动机参与驱动以使发动机通过离合器将动力输出到车轮;当动力电池的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且混合动力汽车的整车阻力大于第一预设阻力时,还控制发动机参与驱动以使发动机通过离合器将动力输出到车轮。
也就是说,可实时获取动力电池的SOC值、混合动力汽车的油门踏板深度、车速、整车阻力以及整车需求功率,并对动力电池的SOC值、混合动力汽车的油门踏板深度、车速和整车阻力进行判断:
其一,当动力电池的SOC值小于预设的极限值时,因动力电池的电量过低,动力电池无法提供足够的电能,控制发动机和动力电机同时参与驱动,并且还可控制发动机带动副电机进行发电以对动力电池进行充电,此时还可控制发动机带动副电机进行发电,并且通过调节副电机的发电功率可使发动机工作在预设的最佳经济区域。
其二,当动力电池的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且油门踏板深度大于第一预设深度时,因油门踏板深度较深,控制模块控制发动机和动力电机同时参与驱动,此时还可控制发动机带动副电机进行发电,并且通过调节副电机的发电功率可使发动机工作在预设的最佳经济区域。
其三,当动力电池的SOC值小于等于第一预设值、混合动力汽车的车速小于第一预设车速且混合动力汽车的整车阻力大于第一预设阻力时,因整车阻力较大,可控制发动机和动力电机同时参与驱动,此时还可控制发动机带动副电机进行发电,并且通过调节副电机的发电功率可使发动机工作在预设的最佳经济区域。
由此,发动机可在动力电机输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。并且,可控制发动机工作在经济区域,由于发动机1在预设的最佳经济区域的油耗最低、燃油经济性最高,从而可减少油耗,降低发动机噪音,提高整车经济性能。
此外,控制模块还用于:当动力电池的SOC值小于等于预设的极限值,且混合动力汽车的车速大于第一预设车速时,控制发动机参与驱动以使发动机通过离合器将动力输出到 车轮。
由此,发动机可在动力电机输出的驱动力不足时参与驱动,从而确保整车正常行驶,提高了整车的动力性能,提高了整车的行驶里程。
当然,应当理解的是,控制模块还用于:当动力电池的SOC值大于第一预设值时,发动机不带动副电机进行发电,此时动力电池的电量接近满电,无需充电,发动机不带动副电机进行发电。也就是说,在动力电池的电量接近满电时,发动机不带动副电机进行发电,从而副电机不对动力电池充电。
进一步而言,在副电机进入电功率调节模式后,可对副电机的发电功率进行调节,下面对本发明实施例的发电功率调节过程进行具体描述。
根据本发明的一个实施例,当副电机进入发电功率调节模式后,根据混合动力汽车的整车需求功率、动力电池的充电功率和低压蓄电池的充电功率、低压蓄电池的SOC值对副电机的发电功率进行调节。
具体地,根据混合动力汽车的整车需求功率、动力电池的充电功率和低压蓄电池的充电功率调节副电机的发电功率的公式如下:
P1=P2+P3+P4,其中,P2=P11+P21,
P1为副电机的发电功率,P2为整车需求功率,P3为动力电池的充电功率,P4为低压蓄电池的充电功率,P11为整车驱动功率,P21为电器设备功率。
需要说明的是,电器设备包括第一电器设备和第二电器设备,即电器设备功率P21可包括高压电器设备和低压电器设备所需的功率。
还需说明的是,整车驱动功率P11可包括动力电机的输出功率,可根据动力电机的预设油门-转矩曲线以及动力电机的转速获取整车驱动功率P11,其中,预设油门-转矩曲线可在混合动力汽车动力匹配时进行确定;可根据整车运行的电器设备实时获取电器设备功率P21,例如通过总线上DC消耗来计算电器设备功率P21;可根据动力电池的SOC值获取动力电池的充电功率P3,并根据低压蓄电池的SOC值获取低压蓄电池的充电功率P4。
具体来说,在混合动力汽车行驶过程中,可获取动力电池的充电功率P3、低压蓄电池的充电功率P4、整车驱动功率P11和电器设备功率P21,并将动力电池的充电功率P3、低压蓄电池的充电功率P4、整车驱动功率P11和电器设备功率P21之和作为副电机的发电功率P1,由此,可根据计算出的P1值对副电机的发电功率进行调节,例如可根据计算出的P1值对发动机的输出扭矩和转速进行控制,以对发动机副电机进行发电的功率进行调节。
进一步地,根据本发明的一个实施例,对副电机的发电功率进行调节,包括:获取动力电池的SOC值变化速率,并根据整车需求功率与发动机的最佳经济区域对应的最小输出功率之间的关系以及动力电池的SOC值变化速率、低压蓄电池的SOC值、低压蓄电池的SOC值变化速率调节副电机的发电功率。
应当理解的是,可根据动力电池的SOC值获取动力电池的SOC值变化速率,例如,每个时间间隔t采集一次动力电池的SOC值,如此可将动力电池的当前SOC值与前一SOC值之差与时间间隔t的比值作为动力电池的SOC值变化速率。类似地,可根据低压蓄电池的SOC值获取低压蓄电池的SOC值变化速率,例如,每个时间间隔t采集一次低压蓄电池的SOC值,如此可将低压蓄电池的当前SOC值与前一SOC值之差与时间间隔t的比值作为低压蓄电池的SOC值变化速率。
具体来说,可根据图7所示的发动机万有特性曲线确定发动机的最佳经济区域,进而获取发动机的最佳经济区域对应的最小输出功率,在确定发动机的最佳经济区域对应的最小输出功率之后,即可根据整车需求功率P2与发动机的最佳经济区域对应的最小输出功率Pmin之间的关系以及动力电池的SOC值变化速率、低压蓄电池的SOC值、低压蓄电池的SOC值变化速率调节副电机的发电功率。
由此,在混合动力汽车低速行驶时,使发动机工作在经济区域,可减少油耗,降低发动机噪音,提高整车的经济性能,并且,在低速时发动机可只发电不参与驱动,由于发动机不参与驱动,离合器无需使用,从而可减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,进而维持整车低速电平衡及低速平顺性,提升整车性能。
下面进一步介绍当副电机5进入发电功率调节模式后,根据整车需求功率P2与发动机的最佳经济区域对应的最小输出功率Pmin之间的关系以及动力电池的SOC值变化速率、低压蓄电池的SOC值、低压蓄电池的SOC值变化速率调节副电机的发电功率的具体控制方式。
具体地,当低压蓄电池的SOC值大于预设的低电量阈值时,根据动力电池的SOC值变化速率获取动力电池的充电功率,并判断动力电池的充电功率是否小于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,其中,如果动力电池的充电功率小于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,则通过控制发动机以该最小输出功率进行发电以调节副电机的发电功率;如果动力电池的充电功率大于等于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,则根据动力电池的充电功率与 整车需求功率之和获取发动机在预设的最佳经济区域内的输出功率,并通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率。
具体地,当低压蓄电池的SOC值小于等于预设的低电量阈值时,获取低压蓄电池的SOC值变化速率和动力电池的SOC值变化速率,并根据低压蓄电池的SOC值变化速率获取低压蓄电池的充电功率和根据动力电池的SOC值变化速率获取动力电池的充电功率,以及判断低压蓄电池的充电功率与动力电池的充电功率之和是否小于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,其中,如果低压蓄电池的充电功率与动力电池的充电功率之和小于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,则通过控制发动机以该最小输出功率进行发电以调节副电机的发电功率;如果低压蓄电池的充电功率与动力电池的充电功率之和大于等于发动机的最佳经济区域对应的最小输出功率与整车需求功率之差,则根据动力电池的充电功率、低压蓄电池的充电功率与整车需求功率之和获取发动机在预设的最佳经济区域内的输出功率,以及通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率。
需要说明的是,控制模块内可预存动力电池的SOC值变化速率与动力电池的充电功率P3之间的第一关系表,由此,在获取动力电池的SOC值变化速率之后,通过比对第一关系表即可获取对应的动力电池的充电功率P3。例如,动力电池的SOC值变化速率与动力电池的充电功率P3之间的第一关系表可如下表1所示。
表1
动力电池的SOC值变化速率 | A1 | A2 | A3 | A4 | A5 |
动力电池的充电功率 | B1 | B2 | B3 | B4 | B5 |
由上表1可知,当动力电池的SOC值变化速率为A1时可获取对应的动力电池的充电功率P3为B1;当动力电池的SOC值变化速率为A2时可获取对应的动力电池的充电功率P3为B2;当动力电池的SOC值变化速率为A3时可获取对应的动力电池的充电功率P3为B3;当动力电池的SOC值变化速率为A4时可获取对应的动力电池的充电功率P3为B4;当动力电池的SOC值变化速率为A5时可获取对应的动力电池的充电功率P3为B5。
类似地,控制模块内可预存低压蓄电池的SOC值变化速率与低压蓄电池的充电功率P4之间的第二关系表,由此,在获取低压蓄电池的SOC值变化速率之后,通过比对第二关系表即可获取对应的低压蓄电池的充电功率P4。例如,低压蓄电池的SOC值变化速率与低 压蓄电池的充电功率P4之间的第一关系表可如下表2所示。
表2
低压蓄电池的SOC值变化速率 | A11 | A12 | A13 | A14 | A15 |
低压蓄电池的充电功率 | B11 | B12 | B13 | B14 | B15 |
由上表2可知,当低压蓄电池的SOC值变化速率为A11时可获取对应的低压蓄电池的充电功率P4为B11;当低压蓄电池的SOC值变化速率为A12时可获取对应的低压蓄电池的充电功率P4为B12;当低压蓄电池的SOC值变化速率为A13时可获取对应的低压蓄电池的充电功率P4为B13;当低压蓄电池的SOC值变化速率为A14时可获取对应的低压蓄电池的充电功率P4为B14;当低压蓄电池的SOC值变化速率为A15时可获取对应的低压蓄电池的充电功率P4为B15。
具体来说,在副电5进入电功率调节模式后,可获取低压蓄电池的SOC值、动力电池的SOC值、整车需求功率P2(整车驱动功率P11与电器设备功率P21之和),然后,判断低压蓄电池的SOC值是否大于预设的低电量阈值。
如果低压蓄电池的SOC值大于预设的低电量阈值,则获取动力电池的SOC值变化速率,并查询动力电池的SOC值变化速率对应的动力电池的充电功率P3,以选择出合适的充电功率P3使动力电池的SOC值能够上升,并进一步判断动力电池的充电功率P3是否小于发动机的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差,如果是,即P3<Pmin-P2,则通过控制发动机以该最小输出功率Pmin进行发电以调节副电机的发电功率,即控制发动机在最佳经济区域对应的最小输出功率Pmin运行,并以最佳经济区域对应的最小输出功率Pmin减去整车需求功率P2的功率即Pmin-P2对动力电池充电;如果否,即P3≥Pmin-P2,则根据动力电池的充电功率P3与整车需求功率P2之和获取发动机在预设的最佳经济区域内的输出功率,并通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率,即在发动机的预设的最佳经济区域内查找相应的输出功率,该获取的输出功率可为动力电池的充电功率P3与整车需求功率P2之和即(P2+P3或P11+P21+P3),并控制发动机以获取的输出功率进行发电。
如果低压蓄电池的SOC值小于等于预设的低电量阈值,则获取动力电池的SOC值变化速率,并查询动力电池的SOC值变化速率对应的动力电池的充电功率P3,以选择出合适的充电功率P3使动力电池的SOC值能够上升,并获取低压蓄电池的SOC值变化速率,并查询低压蓄电池的SOC值变化速率对应的低压蓄电池的充电功率P4,以选择出合适的 充电功率P4使低压蓄电池的SOC值能够上升,并进一步判断低压蓄电池的充电功率P4与动力电池的充电功率P3之和是否小于发动机的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差。如果是,即P3+P4<Pmin-P2,则通过控制发动机以该最小输出功率Pmin进行发电以调节副电机的发电功率,即控制发动机在最佳经济区域对应的最小输出功率Pmin运行,并以最佳经济区域对应的最小输出功率Pmin减去整车需求功率P2的功率即Pmin-P2对动力电池和低压蓄电池充电;如果否,即P3+P4≥Pmin-P2,则根据动力电池的充电功率P3、低压蓄电池的充电功率P4与整车需求功率P2之和获取发动机在预设的最佳经济区域内的输出功率,以及通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率,即在发动机的预设的最佳经济区域内查找相应的输出功率,该获取的输出功率可为动力电池的充电功率P3、低压蓄电池的充电功率P4与整车需求功率P2之和即(P2+P3+P4或P11+P21+P3+P4),并控制发动机以获取的输出功率进行发电。
由此,在低速时发动机能够工作在经济区域,且只发电不参与驱动,从而不使用离合器,减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且减少油耗,降低发动机噪音,进而维持整车低速电平衡及低速平顺性,提升整车性能。
如上所述,如图10所示,本发明实施例的混合动力汽车的发电控制方法包括以下步骤:
S601:获取动力电池的SOC值M和混合动力汽车的车速V。
S602:判断混合动力汽车的车速V是否小于第一预设车速V1。
如果是,则执行步骤S603;如果否,则执行步骤S604。
S603:判断动力电池的SOC值M是否小于等于第一预设值M1。
如果是,则执行步骤S607;如果否,则执行步骤S606。
S604:判断动力电池的SOC值M是否小于等于第一预设值M1。
如果是,则执行步骤S605;如果否,则执行步骤S606。
S605:控制发动机参与驱动。
S606:控制发动机不带动副电机发电。
S607:获取混合动力汽车的油门踏板深度D和混合动力汽车的整车阻力F。
S608:判断油门踏板深度D是否大于第一预设深度D1或者混合动力汽车的整车阻力F是否大于第一预设阻力F1或者动力电池的SOC值M是否小于预设的极限值M2。
如果是,则执行步骤S605;如果否,则执行步骤S609。
S609:获取混合动力汽车的整车需求功率P2。
S610:判断整车需求功率P2是否小于等于副电机的最大允许发电功率Pmax。
如果是,则执行步骤S611;如果否,则执行步骤S605。
S611:控制发动机带动副电机进行发电,且发动机不参与驱动。此时,控制副电机进入发电功率调节模式。
S612:判断低压蓄电池的SOC值是否小于等于预设的低电量阈值。
如果是,则执行步骤S617;如果否,则执行步骤S613。
S613:根据动力电池的SOC值变化速率获取动力电池的充电功率P3。
S614:判断动力电池的充电功率P3是否小于发动机的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差。
如果是,则执行步骤S615;如果否,则执行步骤S616。
S615:通过控制发动机以该最小输出功率Pmin进行发电以调节副电机的发电功率。
S616:根据动力电池的充电功率P3与整车需求功率P2之和获取发动机在预设的最佳经济区域内的输出功率,并通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率。
S617:根据低压蓄电池的SOC值变化速率获取低压蓄电池的充电功率P4。
S618:根据动力电池的SOC值变化速率获取动力电池的充电功率P3。
S619:判断低压蓄电池的充电功率P4与动力电池的充电功率P3之和是否小于发动机的最佳经济区域对应的最小输出功率Pmin与整车需求功率P2之差。
如果是,则执行步骤S620;如果否,则执行步骤S621。
S620:通过控制发动机以该最小输出功率Pmin进行发电以调节副电机的发电功率。
S621:根据动力电池的充电功率P3、低压蓄电池的充电功率P4与整车需求功率P2之和获取发动机在预设的最佳经济区域内的输出功率,并通过控制发动机以获取的输出功率进行发电以调节副电机的发电功率。
综上,根据本发明实施例提出的混合动力汽车的发电控制方法,获取动力电池的SOC值、低压蓄电池的SOC值和混合动力汽车的车速,并根据动力电池的SOC值和混合动力汽车的车速控制副电机进入发电功率调节模式,以使发动机运行在预设的最佳经济区域,当副电机进入发电功率调节模式后,还根据低压蓄电池的SOC值对副电机的发电功率进行调节,从而能够使发动机在低速时不参与驱动,进而不使用离合器,减少离合器磨损或滑磨,同时减少了顿挫感,提高了舒适性,并且在低速时能够使发动机工作在经济区域,只发电不驱动,减少油耗,降低发动机噪音,维持整车低速电平衡及低速平顺性,提升整车 性能。
最后,本发明实施例还提出了一种计算机可读存储介质,具有存储于其中的指令,当指令被执行时,混合动力汽车执行上实施例的发电控制方法。
尽管上面已经示出和描述了本发明的实施例,可以理解的是,上述实施例是示例性的,不能理解为对本发明的限制,本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。
Claims (26)
- 一种混合动力汽车的动力***,其特征在于,包括:发动机,所述发动机通过离合器将动力输出到所述混合动力汽车的车轮;动力电机,所述动力电机用于输出驱动力至所述混合动力汽车的车轮;动力电池,所述动力电池用于给所述动力电机供电;DC-DC变换器;低压蓄电池,所述低压蓄电池与所述DC-DC变换器相连;与所述发动机相连的副电机,所述副电机分别与所述动力电机、所述DC-DC变换器和动力电池相连,所述副电机在所述发动机的带动下进行发电;控制模块,所述控制模块用于获取所述动力电池的SOC值、所述低压蓄电池的SOC值和所述混合动力汽车的车速,并根据所述动力电池的SOC值和所述混合动力汽车的车速控制所述副电机进入发电功率调节模式,以使所述发动机运行在预设的最佳经济区域,其中,当所述副电机进入发电功率调节模式后,所述控制模块还用于根据所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
- 如权利要求1所述的混合动力汽车的动力***,其特征在于,所述控制模块用于:当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值时,如果所述混合动力汽车的车速小于第一预设车速,控制所述副电机进入所述发电功率调节模式。
- 如权利要求2所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值、以及所述混合动力汽车的车速小于第一预设车速时,获取所述混合动力汽车的整车需求功率,并在所述整车需求功率小于等于所述副电机的最大允许发电功率时,控制所述副电机进入所述发电功率调节模式。
- 如权利要求3所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速、且所述整车需求功率小于等于所述副电机的最大允许发电功率时,获取所述混合动力汽车的油门踏板深度和所述混合动力汽车的整车阻力,并在所述油门踏板深度小于等于第一预设深度且所述混合动力汽车的整车阻力小于等于第一预设阻力时,控制所述副电机进入所述发电功率调节模式。
- 如权利要求1-4中任一项所述的混合动力汽车的动力***,其特征在于,所述控制 模块还用于:当所述副电机进入所述发电功率调节模式后,根据所述混合动力汽车的整车需求功率、所述动力电池的充电功率和所述低压蓄电池的充电功率、所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
- 如权利要求5所述的混合动力汽车的动力***,其特征在于,根据所述混合动力汽车的整车需求功率、所述动力电池的充电功率和所述低压蓄电池的充电功率调节所述副电机的发电功率的公式如下:P1=P2+P3+P4,其中,P2=P11+P21,P1为所述副电机的发电功率,P2为整车需求功率,P3为动力电池的充电功率,P4为低压蓄电池的充电功率,P11为整车驱动功率,P21为电器设备功率。
- 如权利要求6所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:获取所述动力电池的SOC值变化速率,并根据所述整车需求功率与所述发动机的最佳经济区域对应的最小输出功率之间的关系以及所述动力电池的SOC值变化速率、所述低压蓄电池的SOC值、所述低压蓄电池的SOC值变化速率调节所述副电机的发电功率。
- 如权利要求7所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述低压蓄电池的SOC值大于预设的低电量阈值时,根据所述动力电池的SOC值变化速率获取所述动力电池的充电功率,并判断所述动力电池的充电功率是否小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,其中,如果所述动力电池的充电功率小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则通过控制所述发动机以该最小输出功率进行发电以调节所述副电机的发电功率;如果所述动力电池的充电功率大于等于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则根据所述动力电池的充电功率与所述整车需求功率之和获取所述发动机在预设的最佳经济区域内的输出功率,并通过控制所述发动机以获取的输出功率进行发电以调节所述副电机的发电功率。
- 如权利要求7或8所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述低压蓄电池的SOC值小于等于预设的低电量阈值时,获取所述低压蓄电池的SOC值变化速率和所述动力电池的SOC值变化速率,并根据所述低压蓄电池的SOC值变化速率获取所述低压蓄电池的充电功率和根据所述动力电池的SOC值变化速率获取所述动力电池的充电功率,以及判断所述低压蓄电池的充电功率与所述动力电池的充电功率之和 是否小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,其中,如果所述低压蓄电池的充电功率与所述动力电池的充电功率之和小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则通过控制所述发动机以该最小输出功率进行发电以调节所述副电机的发电功率;如果所述低压蓄电池的充电功率与所述动力电池的充电功率之和大于等于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则根据所述动力电池的充电功率、所述低压蓄电池的充电功率与所述整车需求功率之和获取所述发动机在预设的最佳经济区域内的输出功率,以及通过控制所述发动机以获取的输出功率进行发电以调节所述副电机的发电功率。
- 如权利要求7-9任意一项所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述整车需求功率大于所述副电机的最大允许发电功率时,还控制所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮。
- 如权利要求1-4任意一项所述的混合动力汽车的动力***,其特征在于,所述控制模块还用于:当所述动力电池的SOC值小于等于预设的极限值时,控制所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮;当所述动力电池的SOC值小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速且所述油门踏板深度大于第一预设深度时,控制所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮;当所述动力电池的SOC值小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速且所述混合动力汽车的整车阻力大于第一预设阻力时,所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮。
- 如权利要求1-11任意一项所述的混合动力汽车的动力***,其特征在于,所述发动机和所述动力电机共同驱动所述混合动力汽车的同一车轮。
- 如权利要求1-11任意一项所述的混合动力汽车的动力***,其特征在于,所述混合动力汽车的车轮包括第一车轮和第二车轮;发动机通过离合器将动力输出到所述混合动力汽车的第一车轮;所述动力电机用于输出驱动力至所述混合动力汽车的第二车轮。
- 一种混合动力汽车,其特征在于,包括如权利要求1-13中任一项所述的混合动力汽车的动力***。
- 一种混合动力汽车的发电控制方法,其特征在于,包括以下步骤:获取所述混合动力汽车的动力电池的SOC值和所述混合动力汽车的车速、所述混合动力汽车的低压蓄电池的SOC值;根据所述动力电池的SOC值和所述混合动力汽车的车速控制所述混合动力汽车的副电机进入发电功率调节模式,以使所述混合动力汽车的发动机运行在预设的最佳经济区域,其中,所述副电机在所述发动机的带动下进行发电;当所述副电机进入发电功率调节模式后,根据所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
- 如权利要求15所述的混合动力汽车的发电控制方法,其特征在于,当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值时,如果所述混合动力汽车的车速小于第一预设车速,则控制所述副电机进入所述发电功率调节模式。
- 如权利要求16所述的混合动力汽车的发电控制方法,其特征在于,当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值、以及所述混合动力汽车的车速小于第一预设车速时,还获取所述混合动力汽车的整车需求功率,并在所述整车需求功率小于等于所述副电机的最大允许发电功率时,控制所述副电机进入所述发电功率调节模式。
- 如权利要求17所述的混合动力汽车的发电控制方法,其特征在于,当所述动力电池的SOC值大于预设的极限值且小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速、且所述整车需求功率小于等于所述副电机的最大允许发电功率时,还获取所述混合动力汽车的油门踏板深度和所述混合动力汽车的整车阻力,并在所述油门踏板深度小于等于第一预设深度且所述混合动力汽车的整车阻力小于等于第一预设阻力时,控制所述副电机进入所述发电功率调节模式。
- 如权利要求15-18中任一项所述的混合动力汽车的发电控制方法,其特征在于,当所述副电机进入所述发电功率调节模式后,根据所述混合动力汽车的整车需求功率、所述动力电池的充电功率和所述低压蓄电池的充电功率、所述低压蓄电池的SOC值对所述副电机的发电功率进行调节。
- 如权利要求19所述的混合动力汽车的发电控制方法,其特征在于,根据所述混合动力汽车的整车需求功率、所述动力电池的充电功率和所述低压蓄电池的充电功率调节所述副电机的发电功率的公式如下:P1=P2+P3+P4,其中,P2=P11+P21,P1为所述副电机的发电功率,P2为整车需求功率,P3为动力电池的充电功率,P4为 低压蓄电池的充电功率,P11为整车驱动功率,P21为电器设备功率。
- 如权利要求20所述的混合动力汽车的发电控制方法,其特征在于,对所述副电机的发电功率进行调节,包括:获取所述动力电池的SOC值变化速率,并根据所述整车需求功率与所述发动机的最佳经济区域对应的最小输出功率之间的关系以及所述动力电池的SOC值变化速率、所述低压蓄电池的SOC值、所述低压蓄电池的SOC值变化速率调节所述副电机的发电功率。
- 如权利要求21所述的混合动力汽车的发电控制方法,其特征在于,当所述低压蓄电池的SOC值大于预设的低电量阈值时,根据所述动力电池的SOC值变化速率获取所述动力电池的充电功率,并判断所述动力电池的充电功率是否小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,其中,如果所述动力电池的充电功率小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则通过控制所述发动机以该最小输出功率进行发电以调节所述副电机的发电功率;如果所述动力电池的充电功率大于等于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则根据所述动力电池的充电功率与所述整车需求功率之和获取所述发动机在预设的最佳经济区域内的输出功率,并通过控制所述发动机以获取的输出功率进行发电以调节所述副电机的发电功率。
- 如权利要求21或22所述的混合动力汽车的发电控制方法,其特征在于,当所述低压蓄电池的SOC值小于等于预设的低电量阈值时,获取所述低压蓄电池的SOC值变化速率和所述动力电池的SOC值变化速率,并根据所述低压蓄电池的SOC值变化速率获取所述低压蓄电池的充电功率和根据所述动力电池的SOC值变化速率获取所述动力电池的充电功率,以及判断所述低压蓄电池的充电功率与所述动力电池的充电功率之和是否小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,其中,如果所述低压蓄电池的充电功率与所述动力电池的充电功率之和小于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则通过控制所述发动机以该最小输出功率进行发电以调节所述副电机的发电功率;如果所述低压蓄电池的充电功率与所述动力电池的充电功率之和大于等于所述发动机的最佳经济区域对应的最小输出功率与所述整车需求功率之差,则根据所述动力电池的充电功率、所述低压蓄电池的充电功率与所述整车需求功率之和获取所述发动机在预设的最 佳经济区域内的输出功率,以及通过控制所述发动机以获取的输出功率进行发电以调节所述副电机的发电功率。
- 如权利要求21-23任意一项所述的混合动力汽车的发电控制方法,其特征在于,当所述整车需求功率大于所述副电机的最大允许发电功率时,还控制所述发动机参与驱动以使所述发动机通过离合器将动力输出到所述混合动力汽车的车轮。
- 如权利要求15-18任意一项所述的混合动力汽车的发电控制方法,其特征在于,其中,当所述动力电池的SOC值小于等于预设的极限值时,还控制所述发动机参与驱动以使所述发动机通过离合器将动力输出到所述混合动力汽车的车轮;当所述动力电池的SOC值小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速且所述油门踏板深度大于第一预设深度时,还控制所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮;当所述动力电池的SOC值小于等于第一预设值、所述混合动力汽车的车速小于第一预设车速且所述混合动力汽车的整车阻力大于第一预设阻力时,还控制所述发动机参与驱动以使所述发动机通过所述离合器将动力输出到所述车轮。
- 一种计算机可读存储介质,其特征在于,具有存储于其中的指令,当所述指令被执行时,所述混合动力汽车执行如权利要求15-25中任一项所述的发电控制方法。
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