CN102673372B - Power assembly system of ISG (integrated starter and generator) type parallel hybrid electric vehicle and control method - Google Patents
Power assembly system of ISG (integrated starter and generator) type parallel hybrid electric vehicle and control method Download PDFInfo
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- CN102673372B CN102673372B CN201210000853.6A CN201210000853A CN102673372B CN 102673372 B CN102673372 B CN 102673372B CN 201210000853 A CN201210000853 A CN 201210000853A CN 102673372 B CN102673372 B CN 102673372B
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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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a power assembly system of an ISG (integrated starter and generator) type parallel hybrid electric vehicle and a control method. The system comprises an engine, a main motor and an ISG motor, small gears at two ends of an auxiliary transmission shaft of the ISG motor are meshed with a gear of an output shaft of the engine and a gear of an output shaft of the main motor respectively so as to form an efficiency optimization gear set, and the ISG motor is used for optimizing input and output efficiency of the engine and the main motor. A large gear on an output shaft of the engine is mounted on an engine flywheel, and the output shaft of the engine is coupled with a final transmission shaft via a clutch and a central gear set so that main transmission loss is reduced. The system can optimize the efficiency of the engine and the main motor, has an auxiliary driving function and is simple in structure and convenient to implement and maintain. A central controller regulates input or output power distribution of an engine and a motor driving system and between the main motor and the ISG motor by judging SOC (state of charge) values of batteries, so that the hybrid electric vehicle can run in different work modes, and fuel economy and driving system efficiency of the complete vehicle are improved finally.
Description
Technical field
The invention belongs to Development of HEV Technology field, relate to a kind of power assembly system structure of ISG parallel hybrid electric vehicle and the control method of assembly system drive pattern.
Background technology
Hybrid vehicle is the focus of research both at home and abroad nearly ten years.The research of hybrid vehicle belongs to starting or preliminary test stage at home, and major part single based on structure, control simple light hybrid, be hung on driving engine side outside motor for engine starting or for regenerative brake, motor driven systems efficiency is relatively low.In addition, fundamentally to improve the efficiency of hybrid vehicle, the degree of mixing of automobile should be improved, when hybrid vehicle degree of mixing is higher, the complexity of hybrid vehicle configurations will be increased, the requirement of motor driven systems also can correspondingly be increased, when appearance 2 motors or multiple motor, must according to the size of automobile demand power, binding engine, motor driven systems, battery charge state (SOC) value judge the mode of operation of each parts, make the performance of car load reach best.
Summary of the invention
The object of this invention is to provide a kind of ISG parallel hybrid electric vehicle power assembly system and control method, to solve the contradiction between hybrid vehicle efficiency and configuration of automobiles complexity.
For achieving the above object, ISG parallel hybrid electric vehicle power assembly system of the present invention, comprise driving engine and mair motor, the output shaft of described driving engine is main driving axle, big gear wheel on main driving axle is arranged on engine flywheel, main driving axle is through power-transfer clutch, central tooth wheels directly connect with final drive shaft, described main motor output shaft is counter drive shaft, this counter drive shaft is through power-transfer clutch, gear and mair motor rotor of output shaft axle integrated, directly connect with central tooth wheels, described mair motor is by mair motor inverter control, this mair motor inverter exports control linkage by electric machine controller, described electric machine controller is also by ISG motor inverter control linkage ISG motor, this ISG rotor two ends output shaft is as attachment driving shaft, two accessory drives shaft ends are separately installed with power-transfer clutch, two clutch spindles connect with miniature gears respectively, miniature gears respectively with the big gear wheel on main driving axle and the gears meshing on counter drive shaft, composition efficiency optimization gear cluster, described driving engine, electric machine controller, each power-transfer clutch are connected with central controller controls respectively.
Further, described ISG motor and mair motor are permanent magnet synchronous DC motor, and mair motor rotates forward and is used for generating or drives, and ISG motor rotates forward, reversion all can be used for generating or drive.
Further, described maximum power output equals the maximum output power sum of mair motor and ISG motor.
ISG parallel hybrid electric vehicle Powertrain control method of the present invention, is characterized in that: central controller judges battery charge state SOC value and the higher limit set from large to small
, lower limit
and expected value
relation, enter corresponding mode of operation, and according to mode of operation control respectively corresponding disengaging of clutch, driving engine run or close, realize the conversion of mode of operation and the distribution of power; During driving, when SOC value exists
extremely
time interval, enter driving engine and drive separately or combination drive pattern; SOC value is
extremely
time, enter pure electronic or combination drive pattern, SOC is less than or equal to
time, enter the independent drive pattern of driving engine or braking mode, SOC value reaches higher limit
time, hard closing driving engine, enters electric-only mode.
Further, described when entering electric-only mode, power is less than ISG motor maximum power, driven separately by ISG motor, power is greater than ISG motor maximum power and is less than mair motor maximum power, and mair motor drives separately, is greater than mair motor maximum power, mair motor maximum power output, all the other power are provided by ISG motor.
Further, the independent drive pattern of driving engine comprises driving engine fully optimized power mode output and driving charge mode.
Further, the described driving engine that enters is when driving separately, driving engine operates on engine optimization curve, the power that driving engine exports is for optimizing driving power, it is maximum power output that automobile can obtain maximum power, when engine power exports and is greater than automobile demand power, enter driving charge mode.
Further, described in when entering combination drive pattern, automobile demand power is less than 8KW-10KW, and SOC value is greater than expected value
time, switch to electric-only mode; Automobile demand power and engine optimization output work rate variance are less than ISG motor maximum power, ISG motor provides auxiliary power, be greater than ISG motor maximum power and be less than mair motor maximum power, thered is provided by mair motor, be greater than mair motor maximum power, mair motor maximum power output, ISG motor provides auxiliary power.
Further, described clutch control is according to the SOC condition adjudgement of the distribution of hybrid vehicle pattern, power and battery, and ISG rotor output shaft is provided with 2 power-transfer clutchs, one in conjunction with time, another is separated.
Further, described SOC value higher limit is
=0.75, lower limit is
=0.25, expected value is
=0.5.
ISG parallel hybrid electric vehicle power assembly system of the present invention, ISG motor instead of the starter of driving engine, the miniature gears at ISG motor assist transmission shaft two ends cogs with engine output shaft respectively and main motor output shaft cogs engages, composition efficiency optimization gear cluster, optimizes driving engine output efficiency and mair motor I/O efficiency by ISG motor; Engine output shaft is main driving axle, and the big gear wheel on main driving axle is arranged on engine flywheel, and main driving axle directly connects with final drive shaft through power-transfer clutch, central tooth wheels, to reduce main gear loss; The present invention is by increasing ISG motor assist transmission shaft, ISG motor is made to have fire an engine, optimize driving engine and the efficiency of mair motor and the function of assistive drive, dynamic assembly structure is simple, be convenient to realize and safeguard, power division control policy is concisely accurate, can well improve car load fuel economy.
ISG parallel hybrid electric vehicle Powertrain control method of the present invention, central controller is by judging battery charge state SOC value, control the separation of each power-transfer clutch or combination, engine start/stop, regulate the power division of driving engine and motor driven systems, between mair motor and ISG motor, input or output power division, under making hybrid vehicle operate in different working modes, final fuel economy and the drive-train efficiency improving car load.
Accompanying drawing explanation
Fig. 1 is the power assembly system constructional drawing of the embodiment of the present invention;
Fig. 2 is that the poower flow of the embodiment of the present invention exports or input path figure;
Fig. 3 is the engine efficiency Optimal Curve figure of the embodiment of the present invention;
Fig. 4 is the car load mode of operation determination diagram of circuit of the embodiment of the present invention;
Fig. 5 is the various mode power distribution diagrams of the embodiment of the present invention.
Detailed description of the invention
As shown in Figure 1, ISG parallel hybrid electric vehicle power assembly system, comprise driving engine 15 flywheel and engine efficiency and optimize gear 1 and be cemented on main output shaft 2, main output shaft 2 is provided with power-transfer clutch 3 near central tooth wheels main gear 4 side; ISG motor 17 output shaft is attachment driving shaft 7, and both-side ends is respectively provided with miniature gears 5,9, optimizes gear 1 respectively and mair motor efficiency optimization gear 12 engages with engine efficiency, and attachment driving shaft 7 is separately installed with power-transfer clutch 6,8 near miniature gears side; Engine efficiency optimization gear 1 forms engine efficiency with miniature gears 5 and optimizes gear cluster 49; Mair motor efficiency optimization gear 12 and miniature gears 9 form electrical efficiency and optimize gear cluster 50; Mair motor 16 place axle is counter drive shaft 10, near mair motor efficiency optimization gear 12 side, power-transfer clutch 11 is installed, mair motor is directly connected with central tooth wheels pinion 13 by mair motor efficiency optimization gear 11, and central tooth wheels pinion 13 engages with central tooth wheels main gear 4 and directly to connect with final output shaft 14 afterwards.ISG motor 17 and mair motor 16 are controlled by respective inverter 19,18 respectively, and inverter 18,19 controls by electric machine controller 20.
As shown in Figure 1, 2, mixed power system structure power stage mode is parallel or single mode, when driving engine 15 drives separately, power stage path is 21, now, power-transfer clutch 3,6 combines, and power-transfer clutch 8,11 is separated, driving engine surplus power is by ISG motor 17 to batteries charging, and ISG motor 17 rotates forward generating.
When driving engine 15 and motor driven systems combination drive, engine operation is on optimal curve, if the difference of automobile demand power and engine output is less than maximum output power under the current rotating speed of ISG motor, now power stage path is 21,22, power-transfer clutch 3,6 combines, power-transfer clutch 8,11 is separated, and ISG motor rotates forward and drives; If the difference of automobile demand power and engine output is greater than maximum output power under the current rotating speed of ISG motor and mair motor maximum output power under being less than current rotating speed, engine operation is on optimal curve, power stage path is 21,23, power-transfer clutch 3,11 combines, power-transfer clutch 6,8 is separated, and mair motor rotates forward and drives; If when automobile demand power and engine output difference are greater than mair motor maximum output power under current rotating speed, engine operation is on optimal curve, mair motor is with maximum power output, power stage path is 21,23,24, power-transfer clutch 6 is separated, other power-transfer clutch combines, and now ISG motor reversal drives.
Pure electronic time, if automobile demand power is less than ISG motor maximum output power under current rotating speed, ISG motor works independently, and power-transfer clutch 8 combines, and other power-transfer clutch is all separated, and power stage path is 24; If automobile demand power is greater than ISG motor maximum output power under current rotating speed and under being less than current rotating speed during mair motor maximum power, mair motor works independently, power-transfer clutch 11 combines, other disengaging of clutch, and power stage path is 23; If automobile demand power is greater than mair motor maximum output power under current rotating speed, mair motor Maximum Power Output, ISG motor provides surplus power, and power-transfer clutch 8,11 combines, and power-transfer clutch 3,6 is separated, and power stage path is 23,24.Pure electronic time, ISG machine operation for reversion drive, mair motor rotate forward drive.
During regenerative brake, clutch operating is electronic consistent with pure, power input path 23,24, and notices that 21,22 power paths can not be reverse, and now, ISG machine operation is reversion generating, mair motor work is rotating forward generating.
As shown in Figure 3, driving engine output optimization efficiency draws according to concrete rotating speed, torque.According to automobile present speed, can engine speed be calculated, obtain respective torque according to torque, rotational speed optimization curve, then draw engine output by torque, rotating speed, power triadic relation.
As shown in Figure 4, when car load runs, first detect and show SOC value of battery (step 25), then detecting automobile demand power and whether be more than or equal to zero (step 26):
If NO, namely automobile demand power is less than zero, and when SOC value of battery is less than 0.75, automobile is operated in braking mode (step 27), and when battery SOC is more than or equal to 0.75, automobile is operated in hydraulic braking pattern or other braking mode.
If automobile demand power is more than or equal to zero: SOC value of battery is for being operated in driving engine independent drive pattern (step 28) when being less than or equal to 0.25; SOC value of battery, for being greater than 0.25 and being less than 0.5, should judge whether automobile silk ball power is greater than engine optimization horsepower output (step 29): otherwise be operated in the independent drive pattern (step 30) of driving engine, and be operated in combination drive pattern (step 31); If SOC value of battery is for being more than or equal to 0.5 and being less than 0.75; Judging whether automobile demand power is greater than engine optimization horsepower output (step 32) equally, otherwise be operated in electric-only mode (step 33), is be operated in combination drive pattern (step 34).If SOC value of battery is more than or equal to 0.75, automobile is operated in electric-only mode (step 36).
As shown in Figure 5, if automobile is operated in combination drive pattern (step 37), driving engine exports optimizing power (step 38), and all the other power and motor driven systems provide.Consistent when power division between motor driven systems and automobile are operated in electric-only mode or braking mode (step 39): to detect motor driven systems power and whether be less than ISG motor maximum output power (step 40), if then motor works independently (step 41), then continue to detect motor driven systems power if not and whether be less than mair motor maximum output power (step 42), if then motor works independently (step 43), then mair motor maximum power output if not, ISG motor provides other power (step 44).
If automobile is operated in the independent drive pattern (step 45) of driving engine, then detect automobile demand power and whether be less than driving engine output optimizing power (step 46), then automobile obtains power is if not that driving engine exports optimizing power (step 47), if then automobile is operated in driving charge mode, driving engine exports optimizing power, and surplus power is supplied to ISG motor charging (step 48).
Claims (9)
1. an ISG parallel hybrid electric vehicle power assembly system, comprise driving engine and mair motor, it is characterized in that, the output shaft of described driving engine is main driving axle, big gear wheel on main driving axle is arranged on engine flywheel, main driving axle is through power-transfer clutch, central tooth wheels directly connect with final drive shaft, described main motor output shaft is counter drive shaft, this counter drive shaft is through power-transfer clutch, gear and mair motor rotor of output shaft axle integrated, directly connect with central tooth wheels, described mair motor is by mair motor inverter control, this mair motor inverter exports control linkage by electric machine controller, described electric machine controller is also by ISG motor inverter control linkage ISG motor, this ISG rotor two ends output shaft is as attachment driving shaft, two accessory drives shaft ends are separately installed with power-transfer clutch, two clutch spindles connect with miniature gears respectively, miniature gears respectively with the big gear wheel on main driving axle and the gears meshing on counter drive shaft, composition efficiency optimization gear cluster, described driving engine, electric machine controller, each power-transfer clutch are connected with central controller controls respectively, the described hybrid power automobile power assembly system power way of output is parallel or single mode.
2. system according to claim 1, is characterized in that: described ISG motor and mair motor are permanent magnet synchronous DC motor, and mair motor rotates forward and is used for generating or drives, and ISG motor rotates forward, reversion all can be used for generating or drive.
3. system according to claim 1 and 2, is characterized in that: described maximum power output equals the maximum output power sum of mair motor and ISG motor.
4. based on a control method for ISG parallel hybrid electric vehicle power assembly system according to claim 1, it is characterized in that: central controller judges battery charge state SOC value and the upper limit value M set from large to small
the upper limit, expected value M
targetwith lower limit M
lower limitrelation, enter corresponding mode of operation, and according to mode of operation control respectively corresponding disengaging of clutch, driving engine run or close, realize the conversion of mode of operation and the distribution of power; During driving, when SOC value is at M
lower limitto M
targettime interval, enter driving engine and drive separately or combination drive pattern; SOC value is M
targetto M
the upper limittime, enter pure electronic or combination drive pattern, SOC is less than or equal to M
lower limittime, enter the independent drive pattern of driving engine or braking mode, SOC value reaches upper limit value M
the upper limittime, hard closing driving engine, enters electric-only mode.
5. method according to claim 4, it is characterized in that: described in when entering electric-only mode, power is less than ISG motor maximum power, driven separately by ISG motor, power is greater than ISG motor maximum power and is less than mair motor maximum power, and mair motor drives separately, is greater than mair motor maximum power, mair motor maximum power output, all the other power are provided by ISG motor.
6. method according to claim 4, is characterized in that: the independent drive pattern of driving engine comprises driving engine fully optimized power mode output and driving charge mode.
7. method according to claim 6, it is characterized in that: described in enter driving engine when driving separately, driving engine operates on engine optimization curve, the power that driving engine exports is for optimizing driving power, it is maximum power output that automobile can obtain maximum power, when engine power exports and is greater than automobile demand power, enter driving charge mode.
8. method according to claim 4, it is characterized in that: described clutch control is according to the SOC condition adjudgement of the distribution of hybrid vehicle pattern, power and battery, ISG rotor output shaft is provided with 2 power-transfer clutchs, one in conjunction with time, another be separated.
9. the method according to any one of claim 4-8, is characterized in that: described SOC value higher limit is M
the upper limit=0.75, lower limit is M
lower limit=0.25, expected value is M
target=0.5.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210000853.6A CN102673372B (en) | 2012-01-04 | 2012-01-04 | Power assembly system of ISG (integrated starter and generator) type parallel hybrid electric vehicle and control method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210000853.6A CN102673372B (en) | 2012-01-04 | 2012-01-04 | Power assembly system of ISG (integrated starter and generator) type parallel hybrid electric vehicle and control method |
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| CN102673372A CN102673372A (en) | 2012-09-19 |
| CN102673372B true CN102673372B (en) | 2015-04-15 |
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