CN108382188B - Hybrid electric vehicle power system and control method thereof - Google Patents

Hybrid electric vehicle power system and control method thereof Download PDF

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Publication number
CN108382188B
CN108382188B CN201810256591.7A CN201810256591A CN108382188B CN 108382188 B CN108382188 B CN 108382188B CN 201810256591 A CN201810256591 A CN 201810256591A CN 108382188 B CN108382188 B CN 108382188B
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motor
gear
power
engine
driving
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CN108382188A (en
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刘建康
李川
杨兴旺
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FAW Group Corp
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FAW Group Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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

Abstract

The invention discloses a hybrid electric vehicle power system and a control method thereof, wherein the hybrid electric vehicle power system comprises an engine, a first motor, a second motor, a transmission and a double clutch. The hybrid electric vehicle power system can realize all hybrid power functions by integrating the two motors and the three-gear transmission, the motors are driven by two gears, the engine is driven by three gears, the power performance and economy of the vehicle can be met, and the gear shifting smoothness can be realized by the speed regulation of the two motors during gear shifting, so that the hybrid electric vehicle power system can be applied to a plug-in hybrid electric vehicle (PHEV) and can also be applied to a non-plug-in Hybrid Electric Vehicle (HEV).

Description

Hybrid electric vehicle power system and control method thereof
Technical Field
The invention relates to a power system of a hybrid electric vehicle, in particular to a hybrid power system driven by two motors and an engine and a corresponding control method thereof, belonging to the technical field of hybrid electric vehicles.
Background
The current hybrid power system mainly comprises two large technical systems, one is a single motor P2 configuration scheme, a motor is positioned in front of a speed changer, a clutch is positioned between an engine and the motor, the scheme is simple in structure, the change amount of the traditional power system is small, the traditional speed changer is easy to produce, but the traditional speed changer is large in gear and large in size, is large in axial size after being integrated with the motor, and is not easy to arrange, in addition, the single motor scheme is difficult to control when the engine is started during running, and the sliding grinding of the front clutch and the sliding grinding of a DCT clutch are required to be controlled, so that the engine is ensured to be successfully started, and the moment transmitted to a wheel section is ensured not to be suddenly changed to prevent the vehicle from being shrugged; another solution is a double-motor planetary gear system represented by Toyota Prius, which has been applied to products with great success, but has drawbacks such as that the engine must drive a generator to generate electricity when driving, and the secondary energy loss is high.
In order to solve the above-mentioned problems, a patent document (application No. 200710302297.7) entitled "power control system and control method of a two-motor hybrid vehicle" discloses a two-motor hybrid system mainly including an engine, two motors, a clutch, a synchronizer connecting the engine and the first motor, a motor controller, a BMS, a TCU, etc., which does not include a transmission, has a relatively simple structure and control, and cannot adjust the operating points of the engine and the motor because no transmission requires a relatively large motor torque, resulting in poor economy.
Disclosure of Invention
The invention aims to provide a hybrid electric vehicle power system and a control method thereof, which solve the problems of structural arrangement, performance and control of the hybrid electric vehicle power system.
The invention solves the technical problems by adopting the following technical scheme: a hybrid electric vehicle powertrain includes an engine, a first electric machine, a second electric machine, a transmission, and a dual clutch;
the transmission comprises a first gear pair, a second gear pair, a third gear pair and a transmission output shaft, wherein the first gear pair consists of a first gear power input gear and a first gear power output gear, the second gear pair consists of a second gear power input gear and a second gear power output gear, and the third gear pair consists of a third gear power input gear and a third gear power output gear; the first-gear power output gear, the second-gear power output gear and the third-gear power output gear are coaxially fixed on the transmission output shaft;
The engine is rigidly connected with a rotor of the first motor, the first motor is rigidly connected with a driving disc of the double clutch through a first input shaft, and the three-gear power input gear is rotatably arranged on the first input shaft and is fixed with a first driven disc of the double clutch; the second driven disc of the double clutch is in transmission connection with a rotor of the second motor through a second input shaft, the second-gear power input gear and the first-gear power input gear are both rotatably arranged on the second input shaft, a gear shifting mechanism is arranged on the second input shaft, and the gear shifting mechanism of the transmission selectively transmits power to the first-gear power input gear or the second-gear power input gear.
Optionally, the engine, the first motor, the second motor, the first input shaft and the second input shaft are coaxially designed, and the first motor and the second motor are respectively located at two sides of the transmission.
Optionally, the first motor and the second motor are permanent magnet synchronous motors or alternating current asynchronous motors.
Optionally, the product range of the first gear speed ratio of the transmission and the speed ratio of the main speed reducer is 6-8; the product range of the second gear speed ratio and the speed ratio of the main speed reducer is 4.5-5.5, and the product range of the third gear speed ratio and the speed ratio of the main speed reducer is 3-4.
Optionally, the hybrid electric vehicle power system further comprises a first motor controller, a second motor controller, a power battery, a battery management system, an engine controller, a transmission controller and a hybrid electric controller;
the power battery is connected with the first motor circuit through a first motor controller and is also connected with the second motor circuit through a second motor controller;
the engine controller is in signal connection with the hybrid power controller and is used for controlling the engine, monitoring the state of the engine and transmitting the engine state information to the hybrid power controller through the CAN bus;
the battery management system is in signal connection with the hybrid power controller and is used for transmitting relevant battery information to the hybrid power controller through a CAN bus;
the first motor controller and the second motor controller are both connected with the hybrid power controller in a signal manner and are used for respectively controlling the first motor and the second motor to rotate under the control of the hybrid power controller, and charging the power battery when the first motor and the second motor are in a power generation state; and related information of the first motor and the second motor is respectively transmitted to the hybrid power controller through the CAN bus;
The transmission controller is in signal connection with the hybrid power controller and is used for controlling gear shifting actions of the double clutch and the transmission and transmitting related information of the transmission and the double clutch to the hybrid power controller through a CAN bus;
the hybrid power controller sends related control instructions of an engine to the engine controller through a CAN bus, sends control instructions of the first motor to the first motor controller through the CAN bus, and sends control instructions of the second motor to the second motor controller through the CAN bus.
The invention solves the technical problems by adopting the following technical scheme: a control method of a hybrid vehicle power system, comprising:
s10, calculating the whole vehicle driving demand torque according to the opening degree of an accelerator pedal, and obtaining the whole vehicle driving demand power according to the whole vehicle driving demand torque; according to the opening degree of a brake pedal and the brake pressure generated by a brake master cylinder, combining design parameters of a brake disc or a brake drum, calculating a wheel end braking demand moment, and then calculating braking demand power according to the current vehicle speed;
s20, determining a working mode of a power system of the hybrid electric vehicle according to the vehicle speed, the battery SOC and the whole vehicle driving demand power, and when the vehicle speed is smaller than a certain threshold value, the battery SOC is larger than a certain threshold value and the whole vehicle driving demand power is smaller than a certain threshold value, the power system works in an EV mode, otherwise, the power system works in an HV mode;
Wherein the powertrain operates in EV mode: when the driving required power of the whole vehicle is smaller than the peak power of the second motor, the second motor is independently driven, the engine and the first motor do not work, and two clutches of the double clutch are separated; when the driving required power of the whole vehicle is larger than the peak power of the second motor, the second motor and the first motor are both involved in driving, and the engine is stopped;
the powertrain is in HV mode: when the vehicle speed is lower than a certain threshold value, the battery SOC is lower than a certain threshold value and the whole vehicle driving required power is lower than a certain threshold value, the power system is in a series mode, the engine drives the first motor to generate power, the power of the generator is the sum of the whole vehicle driving required power and the electric accessory required power, the two clutches of the double clutch are separated, the engine does not participate in driving wheels, and the second motor drives the vehicle to run in a first gear; when the vehicle speed is higher than a certain threshold value or the required power of the whole vehicle driving is higher than a certain threshold value, the engine participates in driving.
Alternatively, when the powertrain is operating in EV mode:
when the required power of the whole vehicle is smaller than the peak power of the second motor, the second motor is independently driven, the engine and the first motor do not work, and two clutches of the double clutch are separated; if the driving demand torque is greater than the torque corresponding to the second motor driving in the second gear, the second motor is driven in the first gear, if the vehicle speed is higher than the vehicle speed corresponding to the second motor driving in the first gear, the second motor is driven in the second gear, and if both conditions are not satisfied: if the second motor efficiency corresponding to the first-gear drive is higher than the second motor efficiency corresponding to the second-gear drive, the transmission is in a first gear, and if the second motor efficiency corresponding to the first-gear drive is lower than the second motor efficiency corresponding to the second-gear drive, the transmission is in a second gear;
When the required power of the whole vehicle is greater than the peak power of the second motor, the second motor and the first motor are both involved in driving, and the engine is stopped; if the whole vehicle driving required power is smaller than the sum of the upper power limit of the second motor and the lower power limit of the first motor, the power distributed to the first motor is the lower power limit of the first motor, the power distributed to the second motor is the difference between the whole vehicle driving required power and the lower power limit of the first motor, and if the whole vehicle driving required power is larger than the sum of the upper power limit of the second motor and the lower power limit of the first motor, the power distributed to the second motor is the upper power limit of the second motor, and the power distributed to the first motor is the difference between the whole vehicle driving required power and the upper power limit of the second motor;
the power distributed to the first motor is called first motor driving demand power, the power distributed to the second motor is called second motor driving demand power, and when the gear position of the transmission is determined, the gear position of the second motor is determined first; after the second motor gear is determined, the first motor gear is determined, and if the second motor is driven in first gear, the first motor is driven in first gear or three gears; if the second motor is driven in the second gear, the first motor is driven in the second gear or the third gear; when the second motor is switched between the first gear drive and the second gear drive, the second motor is used for regulating speed; the first motor is used for speed regulation when the first motor is switched between the second gear and the third gear driving.
Alternatively, when the powertrain is in HV mode:
when the vehicle speed is lower than a certain threshold value, the battery SOC is lower than a certain threshold value and the whole vehicle driving demand power is lower than a certain threshold value, the power system is in a series mode, the engine drives the first motor to generate power, the generated power of the first motor is the sum of the whole vehicle driving demand power and the electric accessory demand power, two clutches of the double clutch are separated, the engine does not participate in driving wheels, and the second motor drives the vehicle to run in a first gear; when the vehicle speed is higher than a certain threshold value or the required power of the whole vehicle driving is higher than a certain threshold value, the engine participates in driving, the double clutch and the transmission gear shifting mechanism selectively realize that the engine is driven in first gear, second gear or third gear under the independent driving and engine driving power generation modes of the engine, and the first motor is used for realizing gear shifting and speed regulation in the gear switching process; the method comprises the steps that an engine torque lower limit is formulated according to engine efficiency characteristics, if the driving required torque of the whole vehicle is lower than the engine torque lower limit, a power system mode is engine driving power generation, the torque distributed to the engine is the engine torque lower limit, a first motor is adopted for power generation, the power generation torque is the difference between the driving required torque of the whole vehicle and the engine torque lower limit, and at the moment, a second motor rotates along with the rotation; if the driving required torque of the whole vehicle is larger than the lower limit of the engine torque and smaller than the external characteristic torque of the engine, the power system mode is that the engine is driven independently, and at the moment, the first motor and the second motor rotate along with each other; if the driving required torque of the whole vehicle is larger than the external characteristic torque of the engine, the power system is in a combined driving mode, the engine works with the external characteristic torque, and the transmission is selectively in first gear, second gear or third gear; if the driving required torque of the whole vehicle is smaller than the sum of the external characteristic torque of the engine and the external characteristic torque of the first motor, the first motor participates in driving, and the torque of the first motor is the difference between the driving required torque of the whole vehicle and the external characteristic torque of the engine, and at the moment, the second motor does not work; if the driving demand torque of the whole vehicle is larger than the sum of the external characteristic torque of the engine and the external characteristic torque of the first motor, the first motor participates in driving, the torque of the first motor is the external characteristic torque of the first motor, at the moment, the second motor also participates in driving, and the torque of the second motor is the difference between the driving demand torque of the whole vehicle and the external characteristic torque of the engine and the external characteristic torque of the first motor.
Alternatively, when the vehicle is in a deceleration braking state, the engine is stopped, both clutches of the double clutch are disengaged, braking energy recovery is achieved by the second motor, and the recovered electric energy is stored in the power battery.
The invention has the following beneficial effects: the hybrid electric vehicle power system can realize all hybrid power functions by integrating the two motors and the three-gear transmission, the motors are driven by two gears, the engine is driven by three gears, the power performance and economy of the vehicle can be met, and the gear shifting smoothness can be realized by the speed regulation of the two motors during gear shifting, so that the hybrid electric vehicle power system can be applied to a plug-in hybrid electric vehicle (PHEV) and can also be applied to a non-plug-in Hybrid Electric Vehicle (HEV).
Drawings
FIG. 1 is a schematic diagram of a hybrid vehicle powertrain of the present invention;
FIG. 2 is a schematic diagram of a shift when the second motor is driven alone in electric-only mode;
fig. 3 is a schematic diagram of upper and lower limits of the first motor power during pure electric driving (rotation speed on the abscissa n and torque on the ordinate T);
fig. 4 is a schematic diagram of upper and lower limits of the power of the second motor during pure electric driving (the abscissa n is the rotation speed, and the ordinate T is the torque);
Fig. 5 is a diagram of a lower torque limit (rotation speed on the abscissa n and torque on the ordinate T) at the time of engine driving;
the labels in the figures are: 1-an engine; 2-a first motor; 3-a second motor; 4-double clutch; a 5-shift mechanism; 6-third gear power input gear; 7-a third-gear power take-off gear; 8-second gear power input gear; 9-a second gear power take-off gear; 10-first gear power input gear; 11-first gear power take-off gear; 12-an Engine Controller (ECU); 13-a first Motor Controller (MCU); 14-a second Motor Controller (MCU); 15-a power cell; 16-Battery Management System (BMS); 17-Transmission Controller (TCU); 18-Hybrid Controller (HCU).
Detailed Description
The technical scheme of the invention is further described below with reference to the embodiment and the attached drawings.
Example 1
The present embodiment provides a hybrid vehicle power system, including: the engine 1, the first electric machine 2, the second electric machine 3, the transmission, the double clutch 4, the first electric machine controller 13, the second electric machine controller 14, the power battery 15, the battery management system 16, the engine controller 12, the transmission controller 17, and the hybrid controller 18.
The transmission comprises a first gear pair, a second gear pair, a third gear pair and a transmission output shaft, wherein the first gear pair consists of a first gear power input gear 10 and a first gear power output gear 11, the second gear pair consists of a second gear power input gear 8 and a second gear power output gear 9, and the third gear pair consists of a third gear power input gear 6 and a third gear power output gear 7; the first-gear power output gear 11, the second-gear power output gear 9 and the third-gear power output gear 7 are coaxially fixed on the transmission output shaft.
The engine is rigidly connected with a rotor of the first motor, the first motor is rigidly connected with a driving disc of the double clutch through a first input shaft, and the three-gear power input gear 6 is rotatably arranged on the first input shaft and is fixed with a first driven disc of the double clutch; the second driven disc of the double clutch is in transmission connection with a rotor of the second motor through a second input shaft, the second-gear power input gear 8 and the first-gear power input gear 10 are rotatably arranged on the second input shaft, a gear shifting mechanism 5 is arranged on the second input shaft, and the gear shifting mechanism of the transmission selectively transmits power to the first-gear power input gear 10 or the second-gear power input gear 8, so that the engine and the first motor respectively output power in a first-gear speed ratio, a second-gear speed ratio or a third-gear speed ratio of the transmission through actions of the double clutch 4 and the gear shifting mechanism 5, and the second motor respectively outputs power in the first-gear speed ratio and the second-gear speed ratio through separate actions of the gear shifting mechanism of the transmission.
According to the hybrid electric vehicle power system, the first motor and the second motor can drive and generate power, and the permanent magnet synchronous motor or the alternating current asynchronous motor can be selected according to requirements.
The first motor, the second motor and the transmission are integrally designed and integrated into a shell; the engine, the first motor, the second motor and the input shaft of the transmission are coaxially designed, and the first motor and the second motor are respectively positioned at two sides of the transmission; the transmission output shaft is connected with the main speed reducer, and then power of the engine, the first motor or the second motor is transmitted to wheels.
The transmission realizes three speed ratios respectively through a first gear pair, a second gear pair and a third gear pair, wherein the first gear ratio is selected according to the maximum climbing gradient and the maximum torque of a motor (comprising a first motor and a second motor), the third gear ratio is determined according to the maximum rotating speed of an engine and the maximum speed of a vehicle, the second gear ratio is determined according to the first gear ratio and the third gear ratio by considering the speed ratio step, the speed ratio product range of the first gear ratio and the main speed reducer is 6-8, in the embodiment is 7, the speed ratio product range of the second gear ratio and the main speed reducer is 4.5-5.5, in the embodiment is 5, the speed ratio product range of the third gear ratio and the main speed reducer is 3-4, in the embodiment is 3.6, the gear shifting is realized through the double clutch and the gear shifting mechanism, and how the gear shifting can be realized by a person skilled in the art according to the content of the invention is omitted.
The total torque of the second motor and the first motor is used for meeting the maximum climbing gradient of the whole vehicle, the total torque is the total torque after the speed ratio is considered, the total torque is not the total torque of the motors alone, but the total sum of the peak torque of the first motor multiplied by the second speed ratio multiplied by the peak torque of the second motor multiplied by the first speed ratio, the power of the engine and the highest rotating speed of the engine are used for meeting the maximum speed of the whole vehicle, the transmission is in the third gear when the whole vehicle is at the maximum speed, the peak power of the engine and the peak power of the first motor and the second motor are used for meeting the hundred kilometers of the accelerating performance of the whole vehicle.
The power battery is a lithium battery, the battery energy and the power of the power battery are determined according to the performance target of the vehicle, and the power battery is connected with the first motor circuit through a first motor controller and is also connected with the second motor circuit through a second motor controller; the power battery is powered to the second motor through the second motor controller MCU when the second motor is powered, and is charged through the second motor controller MCU when the second motor is powered.
The engine controller ECU is used for controlling an engine and monitoring the state of the engine, in addition, the ECU is used for transmitting relevant information (such as engine rotating speed, torque and power) of the engine to the HCU through a CAN bus, the battery management system BMS is used for transmitting relevant information (such as battery SOC, battery temperature, battery SOH, battery allowable charge and discharge power and the like) of the battery to the HCU through the CAN bus, the first motor controller MCU and the second motor controller MCU are used for respectively transmitting relevant information (such as motor rotating speed, torque and power and the like) of the first motor and the second motor to the HCU through the CAN bus, the TCU is used for controlling the state (such as combination, separation and sliding friction) of the double clutch and the gear shifting action of the transmission, the gear shifting rule and the gear shifting mechanism of the transmission are included, and relevant information (such as gear position, gear shifting state and clutch combination sliding friction and the like) of the double clutch is transmitted to the HCU through the CAN bus, the HCU is used for transmitting relevant control instructions (such as engine control mode and engine demand torque and the demand rotating speed and the like) of the engine to the HCU through the CAN bus, the first motor controller MCU is used for transmitting relevant control instructions (such as motor rotating speed control mode and the first motor demand rotating speed and the second motor demand command (such as motor demand rotating speed and the first motor demand) to the MCU is transmitted to the HCU through the first controller MCU and the second demand control mode.
The hybrid electric vehicle power system can realize all hybrid power functions by integrating the two motors and the three-gear transmission, the motors are driven by two gears, the engine is driven by three gears, the power performance and economy of the vehicle can be met, and the gear shifting smoothness can be realized by the speed regulation of the two motors during gear shifting, so that the hybrid electric vehicle power system can be applied to a plug-in hybrid electric vehicle (PHEV) and can also be applied to a non-plug-in Hybrid Electric Vehicle (HEV).
Example 2
The embodiment provides a control method of a power system of a hybrid electric vehicle, which comprises the following steps:
and S10, calculating the whole vehicle driving demand torque according to the opening degree of the accelerator pedal, and obtaining the whole vehicle driving demand power according to the whole vehicle driving demand torque.
Specifically, corresponding wheel end torques under different gears are calculated according to the external characteristic torque of the engine, and corresponding vehicle speeds under different gears are calculated according to the rotational speed of the engine, so that the corresponding relation between the vehicle speeds and the wheel end torques is obtained.
And when the first motor and the second motor are driven, the corresponding relation between the vehicle speed and the wheel end torque is calculated by adopting the same method.
And calculating the sum of corresponding wheel end torques under the current vehicle speed according to the corresponding relation between the vehicle speed and the wheel end torque when the engine is driven and the corresponding relation between the vehicle speed and the wheel end torque when the first motor and the second motor are driven, and obtaining the wheel end driving requirement torque under different accelerator pedal openings by multiplying the sum of the wheel end torques by the accelerator pedal opening.
And calculating the driving demand power of the whole wheel end according to the current vehicle speed and the driving demand torque of the wheel end, calculating the braking demand torque of the wheel end according to the opening of a brake pedal and the braking pressure generated by a brake master cylinder and combining design parameters of a brake disc or a brake drum, and calculating the braking demand power according to the current vehicle speed.
S20, determining a working mode of the power system.
Specifically, whether the hybrid vehicle power system operates in an electric-only mode (EV) or a hybrid mode (HV) is determined according to the vehicle speed, the battery SOC (battery remaining amount), and the vehicle-driving required power: when the vehicle speed is smaller than a certain threshold value, the battery SOC is larger than a certain threshold value and the whole vehicle driving required power is smaller than a certain threshold value, the power system works in an EV mode, otherwise, the power system works in an HV mode.
If the hybrid electric vehicle is a PHEV, when the battery SOC is high, for example, greater than 40%, the vehicle speed threshold is high, typically 120km/h, the battery SOC threshold is typically 40%, the vehicle-driving-required power threshold is the sum of the peak power of the second motor and the peak power of the first motor, when the battery SOC is low, for example, less than 35%, the vehicle speed threshold is typically 50-60km/h, and gradually decreases with the decrease of the battery SOC, typically not less than 20km/h, the SOC threshold is typically 30%, the vehicle-driving-required power threshold is typically small, and is lower than the peak power of the second motor, the specific size is determined according to the efficiency and the engine power level of the engine, and mainly covers a low-efficiency section of the engine, and the motor is used for driving the engine in the low-efficiency section of the engine, thereby avoiding engine driving and saving fuel.
If the hybrid electric vehicle is an HEV, the vehicle speed threshold is generally 50-60km/h, and gradually decreases along with the decrease of the battery SOC, generally not lower than 20km/h, the battery SOC threshold is generally 50-60%, the vehicle driving demand power threshold is generally smaller, the peak power of the second motor is (lower than) the peak power of the second motor, the specific size is determined according to the efficiency of the engine and the power level of the engine, the low-efficiency section of the engine is mainly covered, the motor is used for driving when the engine is in the low-efficiency section, the engine is prevented from being driven, and the fuel is saved.
The powertrain operates in EV mode: when the required power of the whole vehicle driving is smaller than the peak power of the second motor, the second motor is driven independently, the engine and the first motor are not operated, the two clutches of the double clutch are separated, according to the efficiency and peak characteristics of the second motor, the transmission is selectively in first gear or second gear according to the required power and the required torque of the whole vehicle driving, specifically, as shown in fig. 2, if the required torque of the driving is larger than the maximum torque corresponding to the second motor driven in second gear, the second motor is driven in first gear, if the vehicle speed is higher than the highest vehicle speed corresponding to the second motor driven in first gear, the second motor is driven in second gear, if both conditions are not met, the motors are in the region where the first gear and the second gear are driven to be coincident, at this time, according to the second motor efficiency, if the second motor efficiency corresponding to the first gear driving is higher than the second motor efficiency corresponding to the second gear driving, the transmission is in first gear, otherwise, if the second motor efficiency corresponding to the first gear driving is lower than the second motor efficiency corresponding to the second gear driving, the transmission is in second gear, in second gear is in the speed, in the speed-up-shifting process, the second motor is used for ensuring smoothness in the first gear in the following process: let i be the first gear ratio 1 The second gear speed ratio is i 2 The rotation speed of the second motor before upshift is n 1 When gear shifting is started, firstly, the load of the second motor is reduced to 0, then the gear shifting mechanism is disengaged, then the motor is subjected to speed control and speed regulation to reach a target speed, and then the gear shifting mechanism is engaged in second gear, wherein the target speed is n 2 ＝n 1 i 2 /i 1 The method comprises the steps of carrying out a first treatment on the surface of the In the process of the second gear and the first gear, the specific gear shifting and speed regulating processes are as follows: assume a first gear ratioIs i 1 The second gear speed ratio is i 2 The rotation speed of the second motor before upshift is n 2 When gear shifting is started, firstly, the load of the second motor is reduced to 0, then the gear shifting mechanism is disengaged, then the motor is subjected to speed control and speed regulation to reach a target speed, and then the gear shifting mechanism is engaged in first gear, wherein the target speed is n 1 ＝n 2 i 1 /i 2 。
When the vehicle driving demand power is greater than the peak power of the second motor, the second motor and the first motor are both involved in driving, the engine is stopped, the vehicle driving demand power is reasonably distributed to the two motors according to the efficiency characteristics of the first motor and the second motor, specifically, as shown in fig. 3 and fig. 4, the MAP of the universal characteristic efficiency of each motor is divided into three power intervals according to the efficiency characteristics of the first motor and the second motor respectively, the MAP is distinguished by two lines of an upper motor power limit and a lower power limit, the part between zero and the lower power limit is a first power interval, the part between the lower power limit and the upper power limit is a second power interval, the part between the upper power limit and the outer power characteristic of the motor is a third power interval, if the vehicle driving demand power is smaller than the sum of the upper power limit of the second motor and the lower power limit of the first motor, the power distributed to the first motor is the difference between the upper power limit of the second motor and the upper power limit of the second motor, and the second motor is distributed between the upper power limit and the upper power limit of the second motor is distributed between the upper power limit of the second motor and the second motor.
The power distributed to the first motor is called first motor driving demand power, the power distributed to the second motor is called second motor driving demand power, when determining the gear of the transmission, the gear of the second motor is determined first, and the specific method is the same as the method for determining the gear when the second motor is independently driven, and is described above; after the gear of the second motor is determined, the gear of the first motor is determined, if the second motor is driven in a first gear, the first motor is driven in a first gear or in a third gear, a specific gear selection method is the same as a gear selection method when the second motor is driven independently, and if the second motor is driven in a second gear, the first motor is driven in a second gear or in a third gear, and the specific gear selection method is the same as a gear selection method when the second motor is driven independently; when the second motor is switched between the first gear drive and the second gear drive, the second motor is used for regulating the speed, so that the gear shifting smoothness is ensured, and when the first motor is switched between the second gear drive and the third gear drive, the first motor is used for regulating the speed, so that the gear shifting smoothness is ensured.
The powertrain is in HV mode: the HV mode specifically includes series drive, engine-alone drive, engine-driven power generation, and combined drive.
When the vehicle speed is lower than a certain threshold value, the battery SOC is lower than a certain threshold value and the whole vehicle driving required power is lower than a certain threshold value, the power system is in a series mode, the engine drives the first motor to generate power, the generator power is the sum of the whole vehicle driving required power and the electric accessory required power, the two clutches of the double clutch are separated, the engine does not participate in driving wheels, and the second motor drives the vehicle to run in a first gear.
When the hybrid electric vehicle is PHEV, a series driving mode is not provided when the SOC of the battery is higher, for example, higher than 40%, and when the SOC is lower, for example, lower than 35%, the series driving mode is provided, the vehicle speed threshold is generally 50-60km/h, the battery SOC threshold is generally 25%, the whole vehicle driving required power threshold is smaller than the peak power of the first motor, the specific size needs to refer to the efficiency interval of the engine and the power level of the engine, and the principle is to ensure that the driving required power covers the low efficiency interval of the engine and avoid the engine from working in the low efficiency area; for HEVs, the vehicle speed threshold is 50-60km/h, the battery SOC threshold is 40% -45%, the whole vehicle driving demand power threshold is smaller than the peak power of the first motor, the specific size needs to refer to the efficiency interval of the engine and the power level of the engine, and the principle is to ensure that the driving demand power covers the low-efficiency interval of the engine and avoid the engine from working in the low-efficiency area.
When the vehicle speed is higher than a certain threshold value or the vehicle driving demand power is higher than a certain threshold value, the engine participates in driving, for PHEV, when the battery electric quantity is higher, for example, higher than 40%, the vehicle speed threshold value is higher, generally higher than 120km/h, the vehicle driving demand power threshold value is generally the sum of peak power of the second motor and peak power of the first motor, when the battery SOC is lower, for example, lower than 35%, the vehicle speed threshold value is generally 50-60km/h, and gradually decreases along with the decrease of the battery SOC, generally not lower than 20km/h, the vehicle driving demand power threshold value is generally smaller, is lower than the peak power of the second motor, the specific size is determined according to the efficiency and the engine power level of the engine, mainly covers the low-efficiency section of the engine, adopts the motor driving is adopted in the low-efficiency section of the engine, the engine driving is avoided, the fuel is saved, and for HEV, the vehicle speed threshold value is generally 50-60km/h, and gradually decreases along with the decrease of the battery SOC, generally not lower than 20km/h, the battery SOC threshold value is generally 50-60%, the vehicle driving demand power threshold value is generally lower than 20km/h, the peak power is gradually decreases along with the decrease of the battery SOC, the peak power is lower than the peak power, and the engine power is mainly used in the low-efficiency is lower than the engine power level is mainly corresponds to the low-efficiency section.
When the speed of the vehicle is higher than a certain threshold value or the required power of the whole vehicle driving is higher than a certain threshold value, the engine participates in driving, under the independent driving mode and the engine driving power generation mode of the engine, the double clutch and the transmission gear shifting mechanism selectively realize the driving of the engine in first gear, second gear or third gear, mainly according to the characteristics of engine power and engine efficiency, when the required engine power is certain, the transmission is in the corresponding gear when the engine efficiency corresponding to which gear of the three gears is highest, and in the gear switching process, the first motor is used for realizing gear shifting and speed regulation; after the gear is determined, the required engine torque is determined according to the required engine torque of the whole vehicle, and the power system mode is determined according to the required engine torque of the whole vehicle and the engine efficiency characteristic, specifically, as shown in fig. 5, the lower limit of the engine torque is formulated according to the engine efficiency characteristic, if the required engine torque of the whole vehicle is lower than the lower limit of the engine torque, the power system mode is engine driving power generation, the torque distributed to the engine is the lower limit of the engine torque, a first motor is adopted for power generation, the power generation torque is the difference between the required engine torque of the whole vehicle and the lower limit of the engine torque, and at the moment, a second motor rotates along with the rotation; if the driving required torque of the whole vehicle is larger than the lower limit of the engine torque and smaller than the external characteristic torque of the engine, the power system mode is that the engine is driven independently, and at the moment, the first motor and the second motor rotate along with each other; if the whole vehicle driving demand torque is larger than the engine external characteristic torque, the power system is in a combined driving mode, the engine works with the external characteristic torque at the moment, the transmission is selectively in first gear, second gear or third gear, the transmission is shifted at the highest rotating speed of the engine mainly according to the rotating speed of the engine, if the whole vehicle driving demand torque is smaller than the sum of the engine external characteristic torque and the first motor external characteristic torque, the first motor participates in driving, the torque is the difference between the whole vehicle driving demand torque and the engine external characteristic torque, at the moment, the second motor does not work, if the whole vehicle driving demand torque is larger than the sum of the engine external characteristic torque and the first motor external characteristic torque, the first motor participates in driving, the torque is the first motor external characteristic torque, at the moment, the second motor also participates in driving, and the torque is the difference between the whole vehicle driving demand torque and the engine external characteristic torque and the first motor external characteristic torque;
When the vehicle is in a deceleration braking state, the engine is stopped, two clutches of the double clutch are separated, braking energy recovery is realized by the second motor, and the recovered electric energy is stored in the power battery; specifically, when the second motor is driven in first gear at the previous moment of braking, the second motor is still braked in first gear during braking, when the second motor is driven in second gear at the previous moment of braking, the second motor is still braked in second gear during braking, and if the braking torque of the second motor cannot meet the braking requirement, the shortage is supplemented by a traditional hydraulic braking system. If the engine is engaged in driving and the second motor is not engaged in driving at the previous moment of braking, the second motor is braked in a second gear during braking, and the deficiency is supplemented by a traditional hydraulic system.
The sequence of the above embodiments is only for convenience of description, and does not represent the advantages and disadvantages of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (7)

1. A control method of a power system of a hybrid electric vehicle is characterized by being used for controlling the power system of the hybrid electric vehicle,
the hybrid electric vehicle power system comprises an engine, a first motor, a second motor, a transmission and a double clutch;
the transmission comprises a first gear pair, a second gear pair, a third gear pair and a transmission output shaft, wherein the first gear pair consists of a first gear power input gear and a first gear power output gear, the second gear pair consists of a second gear power input gear and a second gear power output gear, and the third gear pair consists of a third gear power input gear and a third gear power output gear; the first-gear power output gear, the second-gear power output gear and the third-gear power output gear are coaxially fixed on the transmission output shaft;
the engine is rigidly connected with a rotor of the first motor, the first motor is rigidly connected with a driving disc of the double clutch through a first input shaft, and the three-gear power input gear is rotatably arranged on the first input shaft and is fixed with a first driven disc of the double clutch; the second driven disc of the double clutch is in transmission connection with a rotor of the second motor through a second input shaft, the second-gear power input gear and the first-gear power input gear are both rotatably arranged on the second input shaft, a gear shifting mechanism is arranged on the second input shaft, and the gear shifting mechanism of the transmission selectively transmits power to the first-gear power input gear or the second-gear power input gear;
The control method comprises the following steps:
s10, calculating the whole vehicle driving demand torque according to the opening degree of an accelerator pedal, and obtaining the whole vehicle driving demand power according to the whole vehicle driving demand torque; according to the opening degree of a brake pedal and the brake pressure generated by a brake master cylinder, combining design parameters of a brake disc or a brake drum, calculating a wheel end braking demand moment, and then calculating braking demand power according to the current vehicle speed;
s20, determining a working mode of a power system of the hybrid electric vehicle according to the vehicle speed, the battery SOC and the whole vehicle driving demand power, and when the vehicle speed is smaller than a certain threshold value, the battery SOC is larger than a certain threshold value and the whole vehicle driving demand power is smaller than a certain threshold value, the power system works in an EV mode, otherwise, the power system works in an HV mode;
wherein the powertrain operates in EV mode: when the driving required power of the whole vehicle is smaller than the peak power of the second motor, the second motor is independently driven, the engine and the first motor do not work, and two clutches of the double clutch are separated; when the driving required power of the whole vehicle is larger than the peak power of the second motor, the second motor and the first motor are both involved in driving, and the engine is stopped;
the powertrain is in HV mode: when the vehicle speed is lower than a certain threshold value, the battery SOC is lower than a certain threshold value and the whole vehicle driving required power is lower than a certain threshold value, the power system is in a series mode, the engine drives the first motor to generate power, the power of the generator is the sum of the whole vehicle driving required power and the electric accessory required power, the two clutches of the double clutch are separated, the engine does not participate in driving wheels, and the second motor drives the vehicle to run in a first gear; when the vehicle speed is higher than a certain threshold value or the required power of the whole vehicle driving is higher than a certain threshold value, the engine participates in driving;
When the powertrain is operating in EV mode:
when the required power of the whole vehicle is smaller than the peak power of the second motor, the second motor is independently driven, the engine and the first motor do not work, and two clutches of the double clutch are separated; if the driving demand torque is greater than the torque corresponding to the second motor driving in the second gear, the second motor is driven in the first gear, if the vehicle speed is higher than the vehicle speed corresponding to the second motor driving in the first gear, the second motor is driven in the second gear, and if both conditions are not satisfied: if the second motor efficiency corresponding to the first-gear drive is higher than the second motor efficiency corresponding to the second-gear drive, the transmission is in a first gear, and if the second motor efficiency corresponding to the first-gear drive is lower than the second motor efficiency corresponding to the second-gear drive, the transmission is in a second gear;
when the required power of the whole vehicle is greater than the peak power of the second motor, the second motor and the first motor are both involved in driving, and the engine is stopped; if the whole vehicle driving required power is smaller than the sum of the upper power limit of the second motor and the lower power limit of the first motor, the power distributed to the first motor is the lower power limit of the first motor, the power distributed to the second motor is the difference between the whole vehicle driving required power and the lower power limit of the first motor, and if the whole vehicle driving required power is larger than the sum of the upper power limit of the second motor and the lower power limit of the first motor, the power distributed to the second motor is the upper power limit of the second motor, and the power distributed to the first motor is the difference between the whole vehicle driving required power and the upper power limit of the second motor;
The power distributed to the first motor is called first motor driving demand power, the power distributed to the second motor is called second motor driving demand power, and when the gear position of the transmission is determined, the gear position of the second motor is determined first; after the second motor gear is determined, the first motor gear is determined, and if the second motor is driven in first gear, the first motor is driven in first gear or three gears; if the second motor is driven in the second gear, the first motor is driven in the second gear or the third gear; when the second motor is switched between the first gear drive and the second gear drive, the second motor is used for regulating speed; the first motor is used for speed regulation when the first motor is switched between the second gear and the third gear driving.
2. The control method of claim 1, wherein the engine, the first motor, the second motor, the first input shaft, and the second input shaft are coaxially configured, and the first motor and the second motor are located on both sides of the transmission, respectively.
3. The control method according to claim 1, wherein the first motor and the second motor are permanent magnet synchronous motors or alternating current asynchronous motors.
4. The control method according to claim 1, characterized in that a ratio multiplication range of a first gear ratio of the transmission and a final drive is 6-8; the product range of the second gear speed ratio and the speed ratio of the main speed reducer is 4.5-5.5, and the product range of the third gear speed ratio and the speed ratio of the main speed reducer is 3-4.
5. The control method of claim 1, further comprising a first motor controller, a second motor controller, a power battery, a battery management system, an engine controller, a transmission controller, and a hybrid controller;
the power battery is connected with the first motor circuit through a first motor controller and is also connected with the second motor circuit through a second motor controller;
the engine controller is in signal connection with the hybrid power controller and is used for controlling the engine, monitoring the state of the engine and transmitting the engine state information to the hybrid power controller through the CAN bus;
the battery management system is in signal connection with the hybrid power controller and is used for transmitting relevant battery information to the hybrid power controller through a CAN bus;
the first motor controller and the second motor controller are both connected with the hybrid power controller in a signal manner and are used for respectively controlling the first motor and the second motor to rotate under the control of the hybrid power controller, and charging the power battery when the first motor and the second motor are in a power generation state; and related information of the first motor and the second motor is respectively transmitted to the hybrid power controller through the CAN bus;
The transmission controller is in signal connection with the hybrid power controller and is used for controlling gear shifting actions of the double clutch and the transmission and transmitting related information of the transmission and the double clutch to the hybrid power controller through a CAN bus;
the hybrid power controller sends related control instructions of an engine to the engine controller through a CAN bus, sends control instructions of the first motor to the first motor controller through the CAN bus, and sends control instructions of the second motor to the second motor controller through the CAN bus.
6. The control method of a hybrid vehicle powertrain according to claim 1, characterized in that when the powertrain is in HV mode:
when the vehicle speed is lower than a certain threshold value, the battery SOC is lower than a certain threshold value and the whole vehicle driving demand power is lower than a certain threshold value, the power system is in a series mode, the engine drives the first motor to generate power, the generated power of the first motor is the sum of the whole vehicle driving demand power and the electric accessory demand power, two clutches of the double clutch are separated, the engine does not participate in driving wheels, and the second motor drives the vehicle to run in a first gear; when the vehicle speed is higher than a certain threshold value or the required power of the whole vehicle driving is higher than a certain threshold value, the engine participates in driving, the double clutch and the transmission gear shifting mechanism selectively realize that the engine is driven in first gear, second gear or third gear under the independent driving and engine driving power generation modes of the engine, and the first motor is used for realizing gear shifting and speed regulation in the gear switching process; the method comprises the steps that an engine torque lower limit is formulated according to engine efficiency characteristics, if the driving required torque of the whole vehicle is lower than the engine torque lower limit, a power system mode is engine driving power generation, the torque distributed to the engine is the engine torque lower limit, a first motor is adopted for power generation, the power generation torque is the difference between the driving required torque of the whole vehicle and the engine torque lower limit, and at the moment, a second motor rotates along with the rotation; if the driving required torque of the whole vehicle is larger than the lower limit of the engine torque and smaller than the external characteristic torque of the engine, the power system mode is that the engine is driven independently, and at the moment, the first motor and the second motor rotate along with each other; if the driving required torque of the whole vehicle is larger than the external characteristic torque of the engine, the power system is in a combined driving mode, the engine works with the external characteristic torque, and the transmission is selectively in first gear, second gear or third gear; if the driving required torque of the whole vehicle is smaller than the sum of the external characteristic torque of the engine and the external characteristic torque of the first motor, the first motor participates in driving, and the torque of the first motor is the difference between the driving required torque of the whole vehicle and the external characteristic torque of the engine, and at the moment, the second motor does not work; if the driving demand torque of the whole vehicle is larger than the sum of the external characteristic torque of the engine and the external characteristic torque of the first motor, the first motor participates in driving, the torque of the first motor is the external characteristic torque of the first motor, at the moment, the second motor also participates in driving, and the torque of the second motor is the difference between the driving demand torque of the whole vehicle and the external characteristic torque of the engine and the external characteristic torque of the first motor.
7. The control method of a hybrid vehicle powertrain according to claim 6, wherein when the vehicle is in a deceleration braking state, the engine is stopped, both clutches of the double clutch are disengaged, braking energy recovery is achieved by the second electric machine, and recovered electric energy is stored in the power battery.
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