CN106427989B - Mode integrating for plug-in hybrid-power automobile optimizes energy hole implementation method - Google Patents

Mode integrating for plug-in hybrid-power automobile optimizes energy hole implementation method Download PDF

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CN106427989B
CN106427989B CN201610897952.7A CN201610897952A CN106427989B CN 106427989 B CN106427989 B CN 106427989B CN 201610897952 A CN201610897952 A CN 201610897952A CN 106427989 B CN106427989 B CN 106427989B
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torque
demand torque
motor
engine
mode
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CN106427989A (en
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裘剡
刘辉
陈洁婧
丁华杰
李训明
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Shanghai Automobile Gear Works
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Shanghai Automobile Gear Works
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—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
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • 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
    • B60W2510/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A kind of Mode integrating optimization energy hole implementation method for plug-in hybrid-power automobile, demand torque and vehicle braking requirement torque is driven to obtain entire car controller input demand torque according to vehicle, then demand torque, vehicle attribute and real-time vehicle condition are inputted according to entire car controller and determines the switching condition between entire car controller output parameter and each operating mode, the demand torque of the engine, motor and brake under each operating mode is calculated again, to formulate optimization torque allocation rule, the vehicle fuel economy optimization of plug-in hybrid-power automobile is realized；The present invention calculates entire car controller according to plug-in hybrid-power automobile component parameters and inputs demand torque, including driving demand torque and vehicle braking requirement torque from static to the vehicle of max. speed, design is reasonable, operand is substantially reduced, and can be improved the reliability of control system and the vehicle fuel economy of plug-in hybrid-power automobile.

Description

Mode integrating for plug-in hybrid-power automobile optimizes energy hole implementation method
Technical field
It is specifically a kind of to be used for plug-in hybrid-power automobile the present invention relates to a kind of technology in electric car field Mode integrating optimize energy hole implementation method.
Background technique
With energy demand rapid growth and petroleum resources increasingly scarcity between contradictory aggravation, energy-saving and emission-reduction increasingly by To global concern, plug-in hybrid-power automobile with the features such as its good fuel economy and environment friendly, meets the tendency of and Out.Energy management and Torque-sharing strategy are the key technologies for improving plug-in hybrid-power automobile fuel economy, are plug-ins The hot spot of formula Development of HEV Technology area research.Rule-based energy management strategies are good with realtime control, apply Extensive feature, therefore fallen over each other to use by major hybrid vehicle development company.
Vehicle operating mode is divided into electric-only mode by rule-based energy management strategies, mould is operated alone in engine Formula, engine and motor combination drive mode, driving charge mode, mechanical braking mode, Brake energy recovery mode and electromechanics Seven kinds of modes such as composite braking mode.There are frequent switchings between multiple modes to lead for existing rule-based energy management strategies The problem of the vehicle fuel economy difference of cause.The existing technology for solving plug-in hybrid-power automobile dynamic mode frequent switching It is that each mode changeover condition and threshold parameter are adjusted by emulation and test repeatedly, this method is time-consuming and laborious and fuel economy Improve limitation.Therefore it must propose a kind of time saving and energy saving, reliable and can fundamentally solve plug-in hybrid-power automobile The vehicle energy management of dynamic mode frequent switching and allocation strategy, to further shorten plug-in hybrid-power automobile exploitation Period improves plug-in hybrid-power automobile fuel economy.
Summary of the invention
The present invention passes through operating mode frequent switching problem, work caused by motor recovers energy for the prior art mostly The frequent variation issue of dynamical element working condition and dynamical element state are whole caused by frequently changing in operation mode handoff procedure The problem of vehicle fuel economy difference proposes that a kind of Mode integrating optimization energy hole for plug-in hybrid-power automobile is realized Method is inputted demand torque by entire car controller and identifies driver intention, controlled using four kinds of integrated dynamic modes The optimization of system reduces the switching times and tail-off frequency of dynamic mode, improves the fuel-economy of hybrid vehicle Property.
The present invention is achieved by the following technical solutions：
The present invention drives demand torque and vehicle braking requirement torque to obtain entire car controller (HCU) input and needs according to vehicle Torque is asked, demand torque, vehicle attribute and real-time vehicle condition are then inputted according to entire car controller and determine entire car controller output ginseng Switching condition between several and each operating mode, then calculate the need of engine under each operating mode, motor and brake Torque is asked, to formulate optimization torque allocation rule, realizes the vehicle fuel economy optimization of plug-in hybrid-power automobile.
The operating mode includes：Mode, engine is operated alone in pure electric vehicle and Brake energy recovery mode, engine It include at least one brake under each driving operating mode with motor combination drive mode and driving charge mode.
The brake refers to：Mechanical braking mode, motor independent brake mode, mechanical braking and the compound system of motor Dynamic model formula.
The entire car controller inputs demand torque Tr=Td+(-Tb), wherein：Vehicle drives demand torque Td=f (α, V), v is speed, and α is accelerator pedal aperture (0~100%)；When the aperture of accelerator pedal is 100%, the driving of various gears turns Square Tt=Temax·ig·i0·ηm, wherein：TemaxFor engine test bench characteristic torque, igTransmission ratio, i are respectively kept off for speed changer0Based on subtract Speed ratio, ηmFor machinery driving efficiency；Vehicle braking requirement torque Tb=nTB_disc, n is wheel count, TB_discFor single wheel The demand torque of braking, TB_disc=2PB·AB·ηB·μB·rB·cB, PBFor brake pressure (Pa), ABFor brake plunger Surface area (m2), ηBFor brake efficiency, μBFor coefficient of friction, rBFor effective friction radius (m), cBFor specific restraint coefficient (disk Formula brake is 1,1) drum brake is greater than.
Various gears driving torque TtThe maximum driving torque that dynamical element for calculating under various gears can provide, for into One step determines that vehicle maximum driving torque envelope lays the foundation.
Brake condition lower brake demand torqueWherein：TrDemand torque is inputted for entire car controller, T'mmaxFor motor peak torque.
The vehicle attribute includes：Battery SOC (State of Charge, state-of-charge) target value, battery SOC are most Low value, motor peak torque, engine test bench characteristic torque and motor maximum generation torque.
The real-time vehicle condition includes：The real-time SOC value of battery, entire car controller input demand torque, engine speed, electricity Machine revolving speed, accelerator pedal aperture, speed, demand gear and brake pressure, wherein：SOC value of battery is acquired from battery management system, Engine speed acquisition is acquired from engine speed sensor, motor speed from motor speed sensor, and accelerator pedal aperture is adopted Collecting autoacceleration pedal opening sensor, brake pressure acquires self-retention pressure sensor, and demand gear is acquired from shift sensor, Speed data collection is from vehicle speed sensor.
Preferably, the battery SOC target value, battery SOC minimum, motor peak torque, motor maximum generation turn Square and engine test bench characteristic torque are stored in the data cell of entire car controller.
The entire car controller output parameter includes：Tail-off signal, motor switch signal, engine demand turn Square, main clutch switching signal, the torque of motor demand and brake demand torque, wherein：Tail-off signal passes through control Engine electric-controlled unit realizes that tail-off, motor switch signal are realized motor switch by electric machine controller, started Machine demand torque is used to control the torque that engine realizes demand, and main clutch switching signal is used to control the engagement of main clutch With separate, motor demand torque be used for control motor realize demand torque, the torque of brake demand pass through brake monitor turn It changes brake pressure into and acts on brake.
The switching condition, obtains in the following manner：Demand is inputted according to the entire car controller in controller parameter Torque and the real-time SOC value of battery, the different sections in the engine test bench characteristic curve and motor peak feature curve matched Determine that mode, engine and motor combination drive mode and row is operated alone in pure electric vehicle and Brake energy recovery mode, engine The incision condition of vehicle charge mode.
The incision condition of the pure electric vehicle and Brake energy recovery mode is：Entire car controller input demand torque is less than Motor peak torque, and the real-time SOC value of battery is greater than the minimum threshold (i.e. battery SOC minimum) for allowing to discharge.
The incision condition that mode is operated alone in the engine is：Entire car controller inputs demand torque and is greater than engine The corresponding torque of minimum specific fuel consumption, and the real-time SOC value of battery is lower than battery SOC target value.
The engine and the incision condition of motor combination drive mode are：Entire car controller input demand torque is greater than Motor peak torque, and the real-time SOC value of battery is greater than the minimum threshold (i.e. battery SOC minimum) for allowing to discharge.
The incision condition of the driving charge mode is：Entire car controller inputs demand torque and is less than engine most low burn The corresponding torque of specific oil consumption, and the real-time SOC value of battery is lower than battery SOC target value.
The optimization torque allocation rule includes：Mould is operated alone in pure electric vehicle and Brake energy recovery mode, engine Optimization torque allocation rule under formula, engine and motor combination drive mode and driving charge mode.
The pure electric vehicle refers to the optimization torque allocation rule under Brake energy recovery mode：When entire car controller is defeated Enter demand torque greater than zero, then operating mode is electric-only mode；Otherwise, need to further judge using mechanical braking mode still Brake energy recovery：When the real-time SOC value of battery is greater than lower the battery capacity upper limit, speed or emergency braking without Brake Energy Amount recycling, then be mechanical braking mode, be otherwise Brake energy recovery mode：When the vehicle braking requirement torque of motor output end Then it is motor independent brake energy regenerating less than motor maximum generation torque, is otherwise mechanical braking and motor composite braking energy Amount recycling.
Engine demand torque under the electric-only mode is zero, and motor demand torque is that vehicle drives demand torque And be not zero, brake demand torque is zero；Engine demand torque under mechanical braking mode is zero, and motor demand torque is Zero, brake demand torque is single wheel braking demand torque and is not zero；Start under motor independent brake energy regenerating Machine demand torque is zero, and motor demand torque is the vehicle braking requirement torque of motor output end, and brake demand torque is zero； Engine demand torque under mechanical braking and the recycling of motor combined brake energy is zero, and motor demand torque is the electricity of road wheel end Machine peak torque, brake demand torque are the difference that entire car controller inputs that demand torque subtracts motor peak torque, then Divided by wheel count.
The optimization torque allocation rule that the engine is operated alone under mode is：When entire car controller input demand turns Square is greater than zero, then engine demand torque is that vehicle drives demand torque, and motor demand torque is zero, and brake demand torque is Zero；When entire car controller input demand torque is less than or equal to zero, operating mode is mechanical braking mode, at this time engine demand Torque is zero, and motor demand torque is zero, and brake demand torque is single wheel braking demand torque and is not zero, i.e.,：TB =TB_disc。
The engine is with the optimization torque allocation rule under motor combination drive mode：When entire car controller inputs Demand torque is greater than zero, then engine demand torque is the torque that fuel consumption rate is minimum under current rotating speed, motor demand torque Demand torque is driven to subtract the difference of engine demand torque for vehicle, brake demand torque is zero；When entire car controller is defeated Enter demand torque less than or equal to zero, operating mode is mechanical braking mode, and engine demand torque is zero, motor demand torque It is zero, brake demand torque is single wheel braking demand torque and is not zero.
Optimization torque allocation rule under the driving charge mode is：When entire car controller input demand torque is greater than Zero, then engine demand torque is the torque that fuel consumption rate is minimum under current rotating speed, and motor demand torque is engine demand Torque subtracts the difference of vehicle driving demand torque, and brake demand torque is zero；When entire car controller input demand torque is small In or be equal to zero, operating mode be mechanical braking mode, engine demand torque at this time is zero, and motor demand torque is zero, system Dynamic device demand torque is single wheel braking demand torque and is not zero.
Technical effect
Compared with prior art, the present invention inputs demand torque by entire car controller and identifies driver intention, is not having The complexity that control system is reduced under the premise of reducing control system function, improves the reliability of control system；And it utilizes Four kinds of operating modes complete the function of seven kinds of dynamic modes of hybrid vehicle, give full play to the section of plug-in hybrid-power automobile Oily potentiality improve fuel economy, reduce dynamic mode switching times and tail-off frequency, optimize the work of engine Section；With in the prior art based on the energy management strategies of optimization compared with, calculation amount of the invention is substantially reduced, and calculates energy in real time Power is strong, has good real vehicle application prospect.
Detailed description of the invention
Fig. 1 is plug-in hybrid-power automobile structural schematic diagram in embodiment；
In figure：1 battery management system, 2 battery pack bodies, 3 electric machine controllers, 4 motor bodies, 5 motor speed sensors, 6 engines, 7 engine speed sensors, 8 engine electric-controlled units, 9 engine flywheels, 10 main clutch, 11 double clutches become Fast device, 12 shift sensor, 13 vehicle speed sensor, 14 main gearbox assemblies, 15 driver's cabins, 16 accelerator pedal jaw opening sensors, 17 Brake-pressure sensor, 18 entire car controllers, 19 brake monitors, 20 brakes；
Fig. 2 is schematic diagram of the present invention；
Fig. 3 is that embodiment respectively keeps off maximum driving torque；
Fig. 4 is the envelope of embodiment maximum driving torque；
Fig. 5 is embodiment demand torque M ap figure；
Fig. 6 is to implement csr controller input and output figure；
Fig. 7 is embodiment engine and motor torque Character Comparison figure；
Fig. 8 is that prior art speed follows situation curve；
Fig. 9 is the real-time SOC value change curve of prior art battery；
Figure 10 is prior art oil changes curve；
Figure 11 is that embodiment speed follows curve；
Figure 12 is the real-time SOC value change curve of embodiment battery；
Figure 13 is embodiment oil changes curve.
Specific embodiment
It elaborates below to the embodiment of the present invention, the present embodiment carries out under the premise of the technical scheme of the present invention Implement, the detailed implementation method and specific operation process are given, but protection scope of the present invention is not limited to following implementation Example.
Embodiment 1
As depicted in figs. 1 and 2, the present embodiment includes the following steps：
Step 1 calculates entire car controller input demand torque, specifically includes：
Step 1.1) calculates vehicle and drives demand torque.
The vehicle drives demand torque Td=f (α, v), wherein：α is accelerator pedal aperture (0~100%), and v is vehicle Speed, f indicate interpolating function, are realized using in MATLAB/Simulink by Look-up module.
As shown in figure 5, can be regarded as accelerator pedal in order to more easily obtain entire car controller input demand torque and be opened The function of α and speed v are spent, which can be indicated with the form of two-dimensional table.It is calculated first using the method for interpolation each Torque of the accelerator pedal aperture from 0 to 100% under speed, and result value is made into function Map figure, it is according to function Map figure The numerical value of vehicle driving demand torque can be obtained.
As shown in figure 3, the driving torque T of the various gears when aperture α of the accelerator pedal is 100%t=Temax· ig·i0·ηm, wherein：TemaxFor engine test bench characteristic torque, igTransmission ratio, i are respectively kept off for speed changer0For base ratio, ηmFor machine Tool transmission efficiency.
As shown in figure 4, the vehicle tractive force under speed changer various gears is special when being 100% by the aperture α to accelerator pedal Linearity curve data are handled, and the driving torque maximum value of various gears under each speed is taken, and obtain various gears under each speed The envelope of maximum driving torque.
Step 1.2) calculates the torque of vehicle braking requirement.
The Computing Principle of the vehicle braking requirement torque is the brake pedal opening amount signal conversion for giving driver Structural parameters for brake pressure signal, and combination brake itself obtain the demand torque T of single wheel brakingB_disc。
The demand torque T of the single wheel brakingB_disc=2PB·AB·ηB·μB·rB·cB, wherein：PBFor Brake pressure (Pa), ABFor brake plunger surface area (m2), ηBFor brake efficiency, μBFor coefficient of friction, rBEffectively to rub Radius (m), cBFor specific restraint coefficient, (1) disk brake 1, drum brake are greater than.
If each wheel is all made of the brake of same type, then the torque of vehicle braking requirement is each wheel braking demand The sum of torque, i.e. vehicle braking requirement torque Tb=nTB_disc, wherein：N is wheel count, TB_discFor single wheel braking Demand torque.
Step 1.3) calculates entire car controller and inputs demand torque.
The entire car controller inputs demand torque TrFor design work mode changeover condition, and identification driver The significant variable of intention, therefore it should be able to reflect acceleration and the braking intention of driver.
The entire car controller inputs demand torque Tr=Td+(-Tb)。
Step 2 determines that entire car controller exports according to entire car controller input demand torque, vehicle attribute and real-time vehicle condition Parameter.
As shown in fig. 6, selecting suitable controller to output and input parameter is the key that the present embodiment can normally be implemented Step.For the present embodiment using vehicle attribute in such a way that real-time vehicle condition combines, vehicle attribute is pre-set in controller Fixed value, and real-time vehicle condition is acquired in real time in vehicle operation by sensor.
The vehicle attribute includes：Battery SOC target value SOCobj, battery SOC minimum SOCmin, motor peak torque Tmmax(Nm), engine test bench characteristic torque Temax(Nm) and motor maximum generation torque Tgmax(Nm)。
The real-time vehicle condition includes：The real-time SOC value of battery, entire car controller input demand torque Tr(Nm), engine Revolving speed ne(r/min), motor speed nm(r/min), accelerator pedal aperture α (%), speed v (km/h), demand gear RgAnd braking Pressure PB(Pa)。
The entire car controller output parameter includes：Tail-off signal Se, motor switch signal Sm, main clutch Switching signal C1, engine demand torque Te(Nm), motor demand torque Tm(Nm) and brake demand torque TB(Nm)。
Switching condition between step 3 and each operating mode.
The operating mode includes：Mode, engine is operated alone in pure electric vehicle and Brake energy recovery mode, engine With motor combination drive mode and driving charge mode.
It include mechanical braking mode under each operating mode.
As shown in fig. 7, the switching condition between each operating mode of design refers to：The engine test bench characteristic that will be matched The best fuel consumption rate curve of curve, engine and motor peak feature Drawing of Curve are on a figure, according to entire car controller The torque of input demand and different sections of the real-time SOC value of battery in engine test bench characteristic curve and motor peak feature curve are true The incision condition of fixed each operating mode.
Difference between electric-only mode and Brake energy recovery mode is that the working condition of motor is different, pure electric vehicle mould Motor work motor under electric motor state, Brake energy recovery mode works in Generator Status, the work of other component under formula It is identical to make state, therefore electric-only mode and Brake energy recovery mode can be merged into a mode, passes through control system In module realize.Hybrid vehicle is in the operational process under a certain operating mode, at a time, works as needs When still continuing previous operating mode after mechanical braking and end of braking, machinery should be completed in not switching working mode Braking.Therefore in order to reduce pattern switching number, fuel economy is improved, the present embodiment proposes to cancel in control strategy independent Mechanical braking mode, the method that mechanical braking mode is merged with each operating mode.
The incision condition of the pure electric vehicle and Brake energy recovery mode is：Entire car controller inputs demand torque TrIt is small In motor peak torque Tmmax, and the real-time SOC value of battery is greater than minimum threshold (the i.e. battery SOC minimum for allowing to discharge SOCmin)。
Under pure electric vehicle and Brake energy recovery mode, when entire car controller inputs demand torque TrMotor work when for positive value Make in electric motor state, when entire car controller inputs demand torque TrMotor work is in Generator Status when for negative value.
The incision condition that mode is operated alone in the engine is：Entire car controller inputs demand torque TrGreater than starting The corresponding torque T of machine minimum specific fuel consumptioneopt, and the real-time SOC value of battery is lower than battery SOC target value SOCobj。
The engine and the incision condition of motor combination drive mode are：Entire car controller inputs demand torque TrGreatly In motor peak torque Tmmax, and the real-time SOC value of battery is greater than minimum threshold (the i.e. battery SOC minimum for allowing to discharge SOCmin)。
The incision condition of the driving charge mode is：Entire car controller inputs demand torque TrIt is minimum less than engine The corresponding torque T of fuel consumption rateeopt, and SOC value of battery is lower than battery SOC target value SOCobj。
Torque distribution rule are formulated in the demand torque of step 4, the engine, motor and the brake that are calculated according to operating mode Then.
The torque allocation rule of the pure electric vehicle and Brake energy recovery mode is：When entire car controller input demand turns Square TrGreater than 0, then operating mode is electric-only mode；Otherwise, need to further judge to use mechanical braking mode or Brake Energy Amount recycling：It is returned when the real-time SOC value of battery is greater than lower the battery capacity upper limit, speed or emergency braking without braking energy It receives, is then mechanical braking mode, is otherwise Brake energy recovery mode：As the vehicle braking requirement torque T of motor output endb' Less than motor maximum generation torque Tgmax, then it is motor independent brake energy regenerating, is otherwise mechanical braking and the compound system of motor Energy recycling.
Engine demand torque under the electric-only mode is zero, i.e. Te=0, motor demand torque is vehicle driving It demand torque and is not zero, i.e. Tm=Td≠ 0, brake demand torque is zero, i.e. TB=0；Engine under mechanical braking mode Demand torque is zero, i.e. Te=0, motor demand torque is zero, i.e. Tm=0, brake demand torque is single wheel braking demand It torque and is not zero, i.e. TB≠0；Engine demand torque under motor independent brake energy regenerating is zero, i.e. Te=0, motor needs Asking torque is the vehicle braking requirement torque of motor output end, i.e. Tm=Tb' ≠ 0, brake demand torque is zero, i.e. TB=0； Engine demand torque under mechanical braking and the recycling of motor combined brake energy is zero, i.e. Te=0, motor demand torque is vehicle Take turns the motor peak torque at end, i.e. Tm=Tm'max≠ 0, brake demand torque is that entire car controller input demand torque subtracts electricity The difference of machine peak torque, then divided by wheel count n, i.e.,
The vehicle braking requirement torque T of the motor output endb' conversion formula be：Tb'=Tb/ig/i0/ηm。
The motor peak torque T of the road wheel endm'maxConversion formula be：Tm'max=Tmmax·ig·i0·ηm。
The torque allocation rule that mode is operated alone in the engine is：When entire car controller inputs demand torque TrGreatly In 0, then engine demand torque is that vehicle drives demand torque, i.e. Te=Td≠ 0, motor demand torque is zero, i.e. Tm=0, by It is drive mode at this time, brake demand torque is zero, i.e. TB=0；When entire car controller inputs demand torque TrLess than 0, by It is shutdown in the state of previous moment motor, for the switching times for reducing dynamical element state, operating mode is mechanical braking mould Formula, at this time engine demand torque are zero, i.e. Te=Td=0, motor demand torque is zero, i.e. Tm=0, brake demand torque For single wheel braking demand torque and be not zero, i.e. TB≠0。
The engine and the torque allocation rule of motor combination drive mode are：When entire car controller input demand turns Square TrIt is engine and motor combination drive, then engine demand torque is that fuel consumption rate is minimum under current rotating speed greater than 0 Torque, i.e. Te=Teopt≠ 0, motor demand torque is the difference that entire car controller inputs that demand torque subtracts engine demand torque Value, i.e. Tm=Td-Te≠ 0, brake demand torque is zero, i.e. TB=0；When entire car controller inputs demand torque TrLess than 0, by It is shutdown in the state of previous moment motor, for the switching times for reducing dynamical element state, operating mode is mechanical braking mould Formula, engine demand torque are zero, i.e. Te=Td=0, motor demand torque is zero, i.e. Tm=0, brake demand torque is single It a wheel braking demand torque and is not zero, i.e. TB≠0。
The torque allocation rule of the driving charge mode is：When entire car controller inputs demand torque TrGreater than 0, then Engine demand torque is the torque that fuel consumption rate is minimum under current rotating speed, i.e. Te=Teopt≠ 0, motor demand torque is hair Motivation demand torque subtracts the difference of vehicle driving demand torque, i.e. Tm=Te-Td≠ 0, brake demand torque is zero, i.e. TB =0；When entire car controller inputs demand torque TrIt is dynamic to reduce since the state of previous moment motor is motoring condition less than 0 The switching times of power element state, operating mode are mechanical braking mode, and engine demand torque at this time is zero, i.e. Te=Td= 0, motor demand torque is zero, i.e. Tm=0, brake demand torque is single wheel braking demand torque and is not zero, i.e. TB≠ 0。
The present embodiment entire car controller under electric-only mode inputs demand torque TrIt is provided separately by motor；Engine list Entire car controller inputs demand torque T under only drive moderIt is provided separately by engine；Engine and motor combination drive mode Under, engine provides the torque in the optimal area of fuel consumption rate, remaining entire car controller inputs demand torque TrIt is provided by motor；Row Need to judge that entire car controller inputs demand torque T under vehicle charge moderWith motor maximum generation torque TgmaxThe sum of whether be more than The torque in the optimal area of engine fuel consumption rate, if being more than, engine exports the torque in the optimal area of fuel consumption rate, and provides Small torque charges the battery, if not exceeded, then engine output torque is equal to entire car controller input demand torque TrWith motor Maximum generation torque TgmaxThe sum of, motor is with maximum generation torque TgmaxIt charges the battery；By motor under Brake energy recovery mode Recycle braking energy.
Step 5 carries out simulating, verifying to step 1~4.
A plug-in hybrid-power automobile for having matched kinetic parameter is selected, the emulation journey of hybrid vehicle is utilized Sequence verifies preceding method using vehicle fuel economy as evaluation index.
The engine of the plug-in hybrid-power automobile for having matched kinetic parameter is the turbocharging of discharge capacity 2.0L Gasoline engine, peak speed 6000r/min, peak torque 253Nm, peak power 133kW；Motor is permanent magnet synchronous motor, peak value Revolving speed 7000r/min, peak torque 241Nm, peak power 69kW；Speed changer is six gear double-clutch automatic gearboxes, and each gear passes Dynamic ratio is 13.9/8.04/5.15/3.82/2.92/2.26；Brake plunger surface area ABFor 0.0018m2, brake efficiency etaB It is 0.99, friction coefficient μBIt is 0.25, effective friction radius rBFor 0.13m, restraint coefficient cBIt is 1, wheel count n is 4.
Vehicle attribute in the present embodiment is：Battery SOC target value SOCobj=0.30, battery SOC minimum SOCmin= 0.285, motor peak torque Tmmax=241Nm, engine test bench characteristic torque Temax=253Nm, motor maximum generation torque Tgmax =241Nm.
The parameter value of the present embodiment is substituted into obtain：TB_disc=0.00011583PB, Tb=4TB_disc= 0.00046332·PB。
As shown in figs. 8-10, it is emulated to obtain the fuel consumption per hundred kilometers of plug-in hybrid-power automobile using the prior art For 6.267L/100km, the constant interval of the real-time SOC value of battery is 0.30~0.2935, and whole story SOC difference is between 3%；Such as Shown in Figure 11~13, the fuel consumption per hundred kilometers that the present embodiment emulates is 5.306L/100km, the variation zone of the real-time SOC value of battery Between be 0.30~0.2915, whole story SOC difference meets the requirement of cell equalization between 3%；With prior art phase Than the present embodiment makes the fuel economy of plug-in hybrid-power automobile improve 15.33%.

Claims (7)

1. a kind of Mode integrating for plug-in hybrid-power automobile optimizes energy hole implementation method, which is characterized in that root Demand torque and vehicle braking requirement torque is driven to obtain entire car controller (HCU) input demand torque according to vehicle, then basis Entire car controller input demand torque, vehicle attribute and real-time vehicle condition determine entire car controller output parameter and each Working mould Switching condition between formula, then the demand torque of the engine, motor and brake under each operating mode is calculated, to formulate excellent Change torque allocation rule, realizes the vehicle fuel economy optimization of plug-in hybrid-power automobile；
The operating mode includes：Including：Pure electric vehicle is operated alone mode with Brake energy recovery mode, engine, starts Machine and motor combination drive mode and driving charge mode, including at least one brake under each driving operating mode；
The entire car controller inputs demand torque Tr=Td+(-Tb), wherein：Vehicle drives demand torque Td=f (α, v), v For speed, α is accelerator pedal aperture；When the aperture of accelerator pedal is 100%, the driving torque T of various gearst=Temax· ig·i0·ηm, wherein：TemaxFor engine test bench characteristic torque, igTransmission ratio, i are respectively kept off for speed changer0For base ratio, ηmFor machine Tool transmission efficiency；Vehicle braking requirement torque Tb=nTB_disc, n is wheel count, TB_discFor the demand of single wheel braking Torque, TB_disc=2PB·AB·ηB·μB·rB·cB, PBFor brake pressure, ABFor brake plunger surface area, ηBFor braking Device efficiency, μBFor coefficient of friction, rBFor effective friction radius, cBFor specific restraint coefficient；
The switching condition, obtains in the following manner：Demand torque is inputted according to the entire car controller in controller parameter With the real-time SOC value of battery, the different sections in the engine test bench characteristic curve and motor peak feature curve matched are determined Mode, engine and motor combination drive mode is operated alone with Brake energy recovery mode, engine for pure electric vehicle and driving is filled The incision condition of power mode；
The incision condition of the pure electric vehicle and Brake energy recovery mode is：Entire car controller inputs demand torque and is less than motor Peak torque, and the real-time SOC value of battery is greater than the minimum threshold for allowing to discharge；Mode is operated alone in the engine Incision condition is：Entire car controller inputs demand torque and is greater than the corresponding torque of engine minimum specific fuel consumption, and battery Real-time SOC value is lower than battery SOC target value；The engine and the incision condition of motor combination drive mode are：Vehicle control Device input demand torque processed is greater than motor peak torque, and the real-time SOC value of battery is greater than the minimum threshold for allowing to discharge；Institute The incision condition for the driving charge mode stated is：Entire car controller inputs demand torque and is less than engine minimum specific fuel consumption pair The torque answered, and the real-time SOC value of battery is lower than battery SOC target value.
2. according to the method described in claim 1, it is characterized in that, the brake refers to：Mechanical braking mode, motor list Only braking mode, mechanical braking and motor composite braking mode.
3. according to the method described in claim 1, it is characterized in that, the vehicle attribute includes：Battery SOC target value, battery SOC minimum, motor peak torque, engine test bench characteristic torque and motor maximum generation torque.
4. according to the method described in claim 1, it is characterized in that, the real-time vehicle condition includes：The real-time SOC value of battery, vehicle Controller inputs demand torque, engine speed, motor speed, accelerator pedal aperture, speed, demand gear and brake pressure, Wherein：SOC value of battery acquisition is acquired from battery management system, engine speed from engine speed sensor, and motor speed is adopted For collection from motor speed sensor, accelerator pedal aperture acquires autoacceleration pedal opening sensor, brake pressure acquisition self-control dynamic pressure Force snesor, the acquisition of demand gear is from shift sensor, and speed data collection is from vehicle speed sensor.
5. according to the method described in claim 1, it is characterized in that, the entire car controller output parameter includes：Engine is opened OFF signal, motor switch signal, main clutch engagement signal, engine demand torque, the torque of motor demand and brake demand Torque, wherein：Tail-off signal realizes that tail-off, motor switch signal are logical by control engine electric-controlled unit Electric machine controller is crossed to realize motor switch, engine demand torque is used to control the torque that engine realizes demand, main clutch Device switching signal be used to control the engagement of main clutch with separate, motor demand torque is used to control turn that motor realizes demand Square, the torque of brake demand are converted into brake pressure by brake monitor and act on brake.
6. according to the method described in claim 1, it is characterized in that, the optimization torque allocation rule includes：Pure electric vehicle and system Energy take-back model, engine are operated alone under mode, engine and motor combination drive mode and driving charge mode Optimize torque allocation rule.
7. according to the method described in claim 6, it is characterized in that, the optimization under the pure electric vehicle and Brake energy recovery mode Torque allocation rule refers to：When entire car controller input demand torque is greater than zero, then operating mode is electric-only mode；Otherwise, It need to further judge to use mechanical braking mode or Brake energy recovery：When the real-time SOC value of battery be greater than the battery capacity upper limit, Without Brake energy recovery when speed is lower or emergency braking, then it is mechanical braking mode, is otherwise Brake energy recovery mould Formula：When motor output end vehicle braking requirement torque be less than the torque of motor maximum generation, then be motor independent brake energy return It receives, is otherwise recycled for mechanical braking and motor combined brake energy；
Engine demand torque under the electric-only mode is zero, and motor demand torque is that vehicle drives demand torque and not It is zero, brake demand torque is zero；Engine demand torque under mechanical braking mode is zero, and motor demand torque is zero, Brake demand torque is single wheel braking demand torque and is not zero；Engine under motor independent brake energy regenerating needs Asking torque is zero, and motor demand torque is the vehicle braking requirement torque of motor output end, and brake demand torque is zero；It is mechanical Engine demand torque under braking and the recycling of motor combined brake energy is zero, and motor demand torque is the motor peak of road wheel end Be worth torque, brake demand torque is that entire car controller inputs demand torque and subtracts the difference of motor peak torque, then divided by Wheel count；
The optimization torque allocation rule that the engine is operated alone under mode is：When entire car controller input demand torque is big In zero, then engine demand torque is that vehicle drives demand torque, and motor demand torque is zero, and brake demand torque is zero； When entire car controller input demand torque is less than or equal to zero, operating mode is mechanical braking mode, and engine demand turns at this time Square is zero, and motor demand torque is zero, and brake demand torque is single wheel braking demand torque and is not zero, i.e.,：TB= TB_disc；
The engine is with the optimization torque allocation rule under motor combination drive mode：When entire car controller inputs demand Torque is greater than zero, then engine demand torque is the torque that fuel consumption rate is minimum under current rotating speed, and motor demand torque is whole Vehicle driving demand torque subtracts the difference of engine demand torque, and brake demand torque is zero；It is needed when entire car controller inputs Torque is asked to be less than or equal to zero, operating mode is mechanical braking mode, and engine demand torque is zero, and motor demand torque is Zero, brake demand torque is single wheel braking demand torque and is not zero；
Optimization torque allocation rule under the driving charge mode is：It is greater than zero when entire car controller inputs demand torque, Then engine demand torque is the torque that fuel consumption rate is minimum under current rotating speed, and motor demand torque is engine demand torque The difference of vehicle driving demand torque is subtracted, brake demand torque is zero；When entire car controller input demand torque be less than or Equal to zero, operating mode is mechanical braking mode, and engine demand torque at this time is zero, and motor demand torque is zero, brake Demand torque is single wheel braking demand torque and is not zero.
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