CN106800020B - Four-wheel drive hybrid power system and control method thereof - Google Patents
Four-wheel drive hybrid power system and control method thereof Download PDFInfo
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- CN106800020B CN106800020B CN201510820464.1A CN201510820464A CN106800020B CN 106800020 B CN106800020 B CN 106800020B CN 201510820464 A CN201510820464 A CN 201510820464A CN 106800020 B CN106800020 B CN 106800020B
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- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 7
- 238000011084 recovery Methods 0.000 claims description 7
- 238000010248 power generation Methods 0.000 claims description 4
- 238000004891 communication Methods 0.000 claims description 3
- 239000000446 fuel Substances 0.000 abstract description 8
- 230000001133 acceleration Effects 0.000 abstract description 5
- 230000005611 electricity Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 101100236764 Caenorhabditis elegans mcu-1 gene Proteins 0.000 description 2
- 238000009826 distribution Methods 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 230000008341 ER-associated protein catabolic process Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
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Classifications
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1886—Controlling power supply to auxiliary devices
- B60W30/1888—Control of power take off [PTO]
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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
Abstract
The invention provides a four-wheel-drive hybrid power system and a control method thereof, wherein the four-wheel-drive hybrid power system comprises: the front shaft driving assembly comprises an engine, an ISG motor and a gearbox which are coaxially connected, the rear shaft driving assembly comprises a rear shaft motor and a differential speed reducer which are coaxially connected, the ISG motor is electrically connected with a first motor controller, the rear shaft motor is electrically connected with a second motor controller, and the first motor controller and the second motor controller are electrically connected with a power battery; the whole vehicle controller is respectively connected with the first motor controller, the second motor controller, the battery management system and the engine management system through signals and is used for distributing torque according to the running working conditions of the vehicle and the values of the sensors of the vehicle. The embodiment of the invention has simple structure and relatively low cost, the front axle and the rear axle of the vehicle can be independently driven, and the power acceleration performance, the fuel economy, the running stability and the adaptability of the vehicle to the running environment of the vehicle can be improved.
Description
Technical Field
The invention relates to the field of new energy automobiles, in particular to a four-wheel drive hybrid power system and a control method thereof.
Background
The hybrid electric vehicle field possesses the motorcycle type of various structures, distinguishes according to mixing intensity, can divide into: weakly mixing, moderately mixing and strongly mixing. The weak mixing mainly refers to the mixed power of a BSG structure, namely, a starting motor is added to the engine, and the starting motor has the functions of assisting in starting the engine, automatically stopping, recovering sliding and the like, and has the oil saving rate of about 5%; the middle mixing mainly comprises adding an ISG motor or a low-power rear-drive motor and the like, and can realize the functions of weak mixing and low-speed pure electric functions. The hybrid power generally belongs to two-drive hybrid power, when one side of the front wheel of the vehicle is waded or ice is in slipping, the vehicle is easy to run away, and the two-drive hybrid power vehicle is easy to sink into a puddle due to the driving wheels when running on a muddy road, so that the vehicle is trapped.
Based on the current situation that a general hybrid electric vehicle is two-drive, a phenomenon of skidding can occur when a road surface with poor adhesion is encountered. The FF model is understeered by the spin of the wheels, deviating from the curve, while the FR model is tailed. If the hybrid power system of the traditional four-wheel drive vehicle structure is adopted, the problems of complex structure, high cost and the like can be caused due to the structure of a central differential mechanism and the like.
Disclosure of Invention
The invention aims to solve the technical problem of providing a four-wheel drive hybrid power system which can improve the power acceleration performance, the fuel economy and the running stability of a vehicle and has a simple structure and a control method thereof.
In order to solve the above technical problems, the present invention provides a four-wheel drive hybrid system, comprising:
the front shaft driving assembly comprises an engine, an ISG motor and a gearbox which are coaxially connected, the rear shaft driving assembly comprises a rear shaft motor and a differential speed reducer which are coaxially connected, the ISG motor is electrically connected with a first motor controller, the rear shaft motor is electrically connected with a second motor controller, and the first motor controller and the second motor controller are electrically connected with a power battery;
the whole vehicle controller is respectively connected with the first motor controller, the second motor controller, the battery management system and the engine management system in a signal manner and is used for distributing torque to the front axle driving assembly and the rear axle driving assembly according to the running working condition of the vehicle and the numerical value of the vehicle sensor.
Wherein, the differential speed reducer coaxially connected with the rear axle motor has a large reduction ratio.
The vehicle controller, the first motor controller, the second motor controller, the battery management system and the engine management system are in interactive communication through the CAN bus.
The four-wheel drive hybrid power system is a four-wheel drive plug-in hybrid power system.
The whole vehicle controller is also used for selecting a pure electric mode, a range-extending mode or a hybrid mode according to the running condition of the vehicle and the numerical value of the vehicle sensor.
The invention also provides a control method of the four-wheel drive hybrid power system, which comprises the following steps:
the vehicle controller VCU sends a torque request instruction to the ISG motor, and the ISG motor outputs torque to start the engine;
the VCU controls the engine to stop according to the current SOC value of the power battery, and the rear axle motor starts to drive;
and the VCU calculates the current whole vehicle driving torque demand according to the current accelerator depth, the SOC value and the vehicle speed, and distributes all torque to the rear axle motor in a power range which can be met by the rear axle motor when the SOC value is higher than a certain threshold value, so that the rear axle motor drives.
If the current SOC value is greater than or equal to the automatic stop threshold, the engine enters an automatic stop state, the VCU calculates a driver torque request according to the accelerator depth of the driver, the driver torque request is sent to the second motor controller, the rear axle motor starts to drive, and the vehicle enters a pure electric mode.
And if the current SOC value is lower than the automatic stop threshold, generating power by the ISG motor, starting and driving the rear axle motor, and enabling the vehicle to enter a range-extending mode.
If the power of the rear axle motor cannot meet the torque requirement of a driver, the VCU starts the engine, the vehicle enters a hybrid mode, the engine uses redundant torque for generating electricity, and if the torque is still insufficient, the torque of the insufficient output part of the rear axle motor is used for assisting; if the torque of both the engine and the rear axle motor cannot meet the driver torque demand, torque is output by the ISG motor for assistance.
When the VCU receives the forced pure electric signal, judging whether the current SOC value is larger than a forced pure electric threshold value, and if so, distributing torque to the rear axle motor only by the VCU.
Wherein the forced pure electric threshold is greater than the automatic stop threshold, which is a hysteresis loop [ second automatic stop threshold, first automatic stop threshold ].
Wherein the first automatic stop threshold is set to 25% -30%, and the second automatic stop threshold is set to 15% -25%.
When the vehicle brakes or slides, the VCU sends negative torque to the rear axle motor according to the speed of the vehicle and the depth of a brake pedal, and braking and sliding energy recovery are carried out.
The four-wheel drive hybrid power system and the control method thereof have the advantages that the structure is simple, the cost is relatively low, the power distribution of the front and rear axles of the vehicle is intelligently distributed by the vehicle controller VCU according to the current working condition of the vehicle, the front and rear axles can be independently driven, the tracking performance of the vehicle is better, the power acceleration performance, the fuel economy, the running stability and the adaptability of the vehicle to the running environment of the vehicle can be improved, and the passing performance of the vehicle is better.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a four-wheel drive hybrid system according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of vehicle travel mode selection in an embodiment of the invention.
Fig. 3 is a flowchart of a control method of a two-four-wheel drive hybrid system according to an embodiment of the invention.
Detailed Description
The following description of embodiments refers to the accompanying drawings, which illustrate specific embodiments in which the invention may be practiced. The terms of direction and position in the present invention, such as "up", "down", "front", "back", "left", "right", "inside", "outside", "top", "bottom", "side", etc., refer only to the direction or position of the drawing. Accordingly, directional and positional terms are used to illustrate and understand the invention and are not intended to limit the scope of the invention.
Referring to fig. 1, an embodiment of the present invention provides a four-wheel drive hybrid system, including:
the front shaft driving assembly comprises an engine, an ISG motor and a gearbox which are coaxially connected, the rear shaft driving assembly comprises a rear shaft motor and a differential speed reducer which are coaxially connected, the ISG motor is electrically connected with a first motor controller, the rear shaft motor is electrically connected with a second motor controller, and the first motor controller and the second motor controller are electrically connected with a power battery;
the whole vehicle controller is respectively connected with the first motor controller, the second motor controller, the battery management system and the engine management system in a signal manner and is used for distributing torque to the front axle driving assembly and the rear axle driving assembly according to the running working condition of the vehicle and the numerical value of the vehicle sensor.
Wherein, the differential speed reducer coaxially connected with the rear axle motor has a large reduction ratio.
The hybrid power system has the advantages of simple structure, relatively low cost and high fuel economy, the front shaft and the rear shaft can be independently driven, torque can be intelligently distributed according to the running working condition of the vehicle, and the hybrid power system is more suitable for industrial production in the aspects of whole vehicle control and system integration.
According to the embodiment of the invention, a rear axle motor (Electric Rear Axle Drive Motor or ERAD motor) is added on the basis of starting an integrated generator ISG (Integrate starter/generator) four-wheel drive hybrid electric vehicle (E4 WD), and the rear axle motor is connected with a rear axle through a differential speed reducer with a large reduction ratio. In the figure, the MCU is a motor controller (Motor Control Unit), wherein the ISG motor is controlled by a first motor controller MCU1, the rear axle motor is controlled by a second motor controller MCU2, the power battery is controlled by a battery management system BMS (Battery Management System), the MCU1, the MCU2, the BMS and an engine management system EMS are in interactive communication with a whole vehicle controller VCU (Vehicle Control System) through a CAN bus, and the whole vehicle controller VCU monitors vehicles, calculates torque requests of drivers, distributes front and rear axles of torque and the like.
The embodiment of the invention is applied to a four-wheel drive hybrid electric vehicle, and can adopt plug-in hybrid electric vehicles (PHEV) and non-plug-in Hybrid Electric Vehicles (HEV). If plug-in hybrid power is adopted, the battery capacity and the power of a rear axle motor can be increased, the rear axle motor can participate in driving more, and the hybrid power system can be attributed to strong mixing; if the non-plug-in hybrid power is adopted, the battery capacity and the power of the rear axle motor are smaller, and the output of the rear axle motor is mainly used for a small number of working conditions such as vehicle starting, gear shifting assistance, full accelerator acceleration assistance and the like, and belongs to middle mixing. The embodiment is preferably applied to plug-in hybrid power, and can effectively ensure the dynamic property of the rear axle drive of the vehicle due to the strong mixing series.
The invention distributes the torque of the front axle and the rear axle according to the running condition of the vehicle and the numerical value of the vehicle sensor through the whole vehicle controller VCU. Under various conditions, for example: the VCU automatically distributes torque to the front and rear axles during vehicle start, normal running of the vehicle, recovery of braking and sliding, forced pure electric by a driver and the like. That is, the VCU can intelligently select the driving mode of the vehicle, so as to achieve the best economy without sacrificing the power performance, and the mode selection schematic diagram is shown in fig. 2, which specifically includes the following aspects:
1. vehicle start-up
Unlike a conventional 12V starter motor start engine, the present invention uses an ISG motor start engine. The VCU sends a torque request instruction to the ISG motor, the ISG motor outputs torque, and the engine is pulled up to a higher rotating speed to start oil injection, so that the engine is started. The engine is started by the ISG motor, so that the problems of large oil consumption and poor emission in the traditional vehicle starting process are solved, and the fuel economy and the emission are effectively improved.
2. Vehicle starting
After the vehicle is started, the VCU determines whether the engine enters an automatic stop state according to the current SOC value after the engine self-learns and completes related functions such as tail gas catalyst heating. If the SOC value is greater than or equal to a certain threshold value, the engine enters an automatic stop state, the VCU calculates a driver torque request according to the accelerator depth of the driver, and sends the driver torque request to the second motor controller MCU2, so that the rear axle motor starts to drive, and the vehicle enters a pure electric mode; if the SOC value is lower than a certain threshold value, the rear axle motor starts to drive, but the vehicle is in a range-extending mode, namely a series hybrid mode in which the ISG motor generates power and the rear axle motor drives. In the starting mode, only the rear axle motor works, if the battery SOC value is lower, the ISG motor charges the power battery, and the power battery supplies power to the rear axle motor. The engine is stopped and started in pure electric mode, but after the vehicle speed is up, the engine is started to generate electricity.
3. Driving of a vehicle
When the vehicle starts and enters normal driving, the VCU calculates the current whole vehicle driving torque demand according to the current accelerator depth, the SOC value and the vehicle speed, and monitors the torque output capacity of the rear axle motor in real time. When the SOC value is high, in a power range which can be met by the rear axle motor, the VCU distributes torque to the rear axle motor completely, so that the rear axle motor is driven to meet the torque requirement of the whole vehicle, the engine is still in a stop state, and the vehicle runs purely electrically; if the power of the rear axle motor cannot meet the torque requirement of a driver, the VCU starts the engine, the vehicle enters a hybrid mode, the engine works in a high-efficiency interval, excessive torque is used for generating electricity, and if the torque is still insufficient, the torque of the insufficient output part of the rear axle motor is used for assisting.
4. Forced pure electric
The driver can realize forced pure electric running through the EV-On button according to own preference, and at the moment, the VCU does not limit the accelerator depth and the vehicle speed of the driver as long as the SOC is larger than a certain value, and only the torque is distributed to the rear axle motor by the VCU, so that the pure electric running of the vehicle is realized. The pure electric vehicle has the advantages of strong starting dynamic property, quick dynamic response, low noise and the like, and a driver can fully enjoy the pleasure of the pure electric vehicle. In the case of adopting a high-power rear axle motor and a high-capacity power battery in the embodiment, the pure electric range of the vehicle can reach 50km, and the highest pure electric vehicle speed can reach 130km/h.
Different from the starting stage, the requirement of the pure electric vehicle on the SOC value is higher, and the requirement of the pure electric vehicle can be met by more than 30% of the SOC value; in the starting stage, the SOC value is generally only greater than 20%.
5. Braking and coasting recovery
When the vehicle brakes or slides, the VCU sends negative torque to the rear axle motor according to the speed of the vehicle and the depth of a brake pedal, and braking and sliding energy recovery are carried out, so that the fuel economy can be effectively improved through energy recovery.
Referring to fig. 3, a second embodiment of the present invention provides a control method of a four-wheel-drive hybrid system according to the first embodiment of the present invention, including:
the vehicle controller VCU sends a torque request instruction to the ISG motor, and the ISG motor outputs torque to start the engine;
the VCU controls the engine to stop according to the current SOC value of the power battery, and the rear axle motor starts to drive;
and the VCU calculates the current whole vehicle driving torque demand according to the current accelerator depth, the SOC value and the vehicle speed, and distributes all torque to the rear axle motor in a power range which can be met by the rear axle motor when the SOC value is higher than a certain threshold value, so that the rear axle motor drives.
As described above, the start drive by the rear axle motor includes two cases: if the SOC value is greater than or equal to the automatic stop threshold, the engine enters an automatic stop state, the VCU calculates a driver torque request according to the accelerator depth of the driver, the driver torque request is sent to the second motor controller MCU2, the rear axle motor starts to drive, and the vehicle enters a pure electric mode; if the SOC value is lower than the automatic stop threshold value, the rear axle motor starts to drive, but the vehicle is in a range-extending mode, namely a series hybrid mode in which the ISG motor generates power and the rear axle motor drives. In this embodiment, the automatic stop threshold is a hysteresis loop [ second automatic stop threshold, first automatic stop threshold ], where the first automatic stop threshold is set to 25% -30%, and the second automatic stop threshold is set to 15% -25%. The purpose of setting the auto-stop threshold to a hysteresis loop is to avoid the engine from starting and stopping back and forth at all times. For convenience of description, taking the first automatic stop threshold value as 25% and the second automatic stop threshold value as 20%, that is, the hysteresis loop is [20%,25% ] as an example, when the SOC value is above 25% (greater than the first automatic stop threshold value), the engine is stopped, and after the SOC value enters the hysteresis loop, for example, the SOC value becomes 23%, the engine will still keep the stopped state; below 20% (second auto stop threshold) the engine starts and after the SOC value enters the hysteresis loop, for example the SOC value rises back to 23%, the engine remains started. If no hysteresis loop control is adopted, for example, 25% is directly used as an automatic engine stop threshold value, the engine is stopped when the SOC value is above 25%, and the engine is started again when the SOC value is below 25%, so that power generation is performed; after power generation, the SOC value is raised to more than 25%, and the engine is stopped, so that the engine is always started and stopped to work back and forth.
When the vehicle starts and enters normal driving, the VCU distributes torque to the rear axle motor completely, so that the rear axle motor is driven to meet the torque requirement of the whole vehicle, the engine is still in a stop state, and the vehicle runs purely electrically. If the power of the rear axle motor cannot meet the torque requirement of a driver, the VCU starts the engine, the vehicle enters a hybrid mode, the engine works in a high-efficiency interval, excessive torque is used for generating electricity, and if the torque is still insufficient, the torque of the insufficient output part of the rear axle motor is used for assisting. If the torque of both the engine and the rear axle motor cannot meet the driver torque demand, torque is output by the ISG motor for assistance.
If the driver wishes to force electric-only travel, this can be achieved by pressing the EV-On button. The VCU receives the signal of the EV-On button, judges whether the current SOC value is larger than the forced pure electric threshold, if so, the VCU does not limit the accelerator depth and the vehicle speed of a driver, and only distributes torque to a rear axle motor, so that the vehicle runs purely electrically. As described above, the requirement of the pure electric driving on the SOC value is relatively high, and the forced pure electric threshold is greater than the automatic stop threshold in the starting stage in this embodiment. In addition, when the vehicle brakes or slides, the VCU sends negative torque to the rear axle motor according to the speed of the vehicle and the depth of a brake pedal, and braking and sliding energy recovery are carried out, so that the fuel economy can be effectively improved through the recovered energy.
The four-wheel drive hybrid power system and the control method thereof have the advantages that the structure is simple, the cost is relatively low, the power distribution of the front and rear axles of the vehicle is intelligently distributed by the vehicle controller VCU according to the current working condition of the vehicle, the front and rear axles can be independently driven, the tracking performance of the vehicle is better, the power acceleration performance, the fuel economy, the running stability and the adaptability of the vehicle to the running environment of the vehicle can be improved, and the passing performance of the vehicle is better.
The foregoing disclosure is illustrative of the present invention and is not to be construed as limiting the scope of the invention, which is defined by the appended claims.
Claims (10)
1. A four-wheel drive hybrid system, comprising:
the front shaft driving assembly comprises an engine, an ISG motor and a gearbox which are coaxially connected, the rear shaft driving assembly comprises a rear shaft motor and a differential speed reducer which are coaxially connected, the ISG motor is electrically connected with a first motor controller, the rear shaft motor is electrically connected with a second motor controller, and the first motor controller and the second motor controller are electrically connected with a power battery;
the whole vehicle controller is respectively connected with the first motor controller, the second motor controller, the battery management system and the engine management system through signals and is used for distributing torque to the front axle driving assembly and the rear axle driving assembly according to the running condition of the vehicle and the numerical value of the vehicle sensor;
the whole vehicle controller is also used for judging whether the current SOC value is larger than a forced pure electric threshold value or not when receiving the forced pure electric signal, and if so, distributing torque to the rear axle motor only; the forced pure electric threshold is larger than an automatic stop threshold, and the automatic stop threshold is a hysteresis loop [ second automatic stop threshold, first automatic stop threshold ]; if the current SOC value is greater than or equal to the auto-stop threshold, the engine enters an auto-stop state.
2. The four-wheel drive hybrid system of claim 1, wherein the vehicle controller is in communication with the first motor controller, the second motor controller, the battery management system, and the engine management system via a CAN bus.
3. The four-wheel drive hybrid system of claim 1, wherein the four-wheel drive hybrid system is a four-wheel drive plug-in hybrid system.
4. The four-wheel drive hybrid system of claim 1, wherein the vehicle controller is further configured to select a range-extending mode, or a hybrid mode based on a vehicle driving condition and a vehicle sensor value.
5. A control method of the four-wheel drive hybrid system according to any one of claims 1 to 4, comprising:
the vehicle controller VCU sends a torque request instruction to the ISG motor, and the ISG motor outputs torque to start the engine;
the VCU controls the engine to stop according to the current SOC value of the power battery, and the rear axle motor starts to drive; the method specifically comprises the following steps: if the current SOC value is greater than or equal to the automatic stop threshold value, controlling the engine to enter an automatic stop state;
and the VCU calculates the current whole vehicle driving torque demand according to the current accelerator depth, the SOC value and the vehicle speed, and distributes all torque to the rear axle motor in a power range which can be met by the rear axle motor when the SOC value is higher than a certain threshold value, so that the rear axle motor drives.
6. The control method according to claim 5, wherein when the engine enters an auto stop state, the VCU calculates a driver torque request based on a driver's accelerator depth, sends the driver torque request to the second motor controller, is driven by the rear axle motor for start, and the vehicle enters an electric-only mode.
7. The control method according to claim 5, wherein if the current SOC value is lower than the auto stop threshold, the electric power generation is performed by the ISG motor, the rear axle motor is driven for start-up, and the vehicle enters the range-extending mode.
8. The control method according to any one of claims 5 to 7, characterized in that if the power of the rear axle motor cannot meet the torque demand of the driver, the VCU starts the engine, the vehicle enters a hybrid mode, the engine uses the excessive torque for power generation, and if the torque is insufficient, the torque of the insufficient output portion of the rear axle motor is assisted; if the torque of both the engine and the rear axle motor cannot meet the driver torque demand, torque is output by the ISG motor for assistance.
9. The control method according to claim 5, characterized in that the first automatic stop threshold is set to 25% -30% and the second automatic stop threshold is set to 15% -25%.
10. A control method according to any one of claims 5-7, wherein the VCU transmits a negative torque to the rear axle motor for braking and coasting energy recovery in accordance with the vehicle speed and the brake pedal depth when the vehicle is braked or coasted.
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| CN201510820464.1A CN106800020B (en) | 2015-11-24 | 2015-11-24 | Four-wheel drive hybrid power system and control method thereof |
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| CN201510820464.1A CN106800020B (en) | 2015-11-24 | 2015-11-24 | Four-wheel drive hybrid power system and control method thereof |
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| CN109466540B (en) * | 2018-10-19 | 2020-09-22 | 中国汽车技术研究中心有限公司 | Whole vehicle control method of four-wheel drive hybrid vehicle |
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