CN108466613B - Energy management method and system for hybrid vehicle - Google Patents
Energy management method and system for hybrid vehicle Download PDFInfo
- Publication number
- CN108466613B CN108466613B CN201810294737.7A CN201810294737A CN108466613B CN 108466613 B CN108466613 B CN 108466613B CN 201810294737 A CN201810294737 A CN 201810294737A CN 108466613 B CN108466613 B CN 108466613B
- Authority
- CN
- China
- Prior art keywords
- power
- energy recovery
- electric quantity
- quantity value
- torque
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
-
- 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
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention provides an energy management method and system of a hybrid vehicle. The energy management method comprises the following steps: acquiring a residual electric quantity value, energy recovery power and high-voltage accessory power of a power battery of the hybrid vehicle under a downhill sliding working condition; when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, energy recovery is carried out according to the original energy recovery power; when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine. According to the scheme of the invention, when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the running power generation can be carried out, so that the over-discharge of the power battery is prevented.
Description
Technical Field
The invention relates to the technical field of energy management of hybrid vehicles, in particular to an energy management method and system of a hybrid vehicle.
Background
The transmission system of the hybrid vehicle may employ an automatic transmission. An automatic transmission refers to a transmission that automatically selects and shifts gears based on engine operating conditions and vehicle travel speed. When the vehicle is coasting, the hybrid vehicle can continue running only by the inertia of the vehicle without the engine providing power. At this time, the engine can save fuel by fuel cut-off because the power provided by the engine is not needed.
However, under the working condition that the hybrid vehicle is under the condition of sliding or lightly stepping on the brake, when the electric quantity of the power battery is low and the power of the high-voltage accessory, namely the high-voltage electric component is high, the hybrid vehicle cannot drive to generate electricity because the clutch of the gearbox is in a separated state, and at the moment, if the power of the motor (hereinafter referred to as energy recovery power) during energy recovery cannot meet the power of the high-voltage accessory, the technical problem of over-discharge of the power battery exists. The common way in the prior art is to directly disconnect the power supply of the high-voltage accessory under the above-mentioned circumstances, and obviously, this way brings bad experience to the user.
Disclosure of Invention
The invention aims to solve the technical problem that the energy recovery power cannot meet the power of a high-voltage accessory to cause the over-discharge of a power battery under the condition that a hybrid vehicle is under the working condition of sliding or lightly stepping on braking, the electric quantity of the power battery is lower and the power of the high-voltage accessory, namely a high-voltage electric part, is higher in the prior art.
In particular, the present invention provides an energy management method of a hybrid vehicle including an engine, a dual clutch transmission including a first clutch, a second clutch, an odd shaft, and an even shaft, the first clutch being disposed on the odd shaft and between the engine and an odd gear provided on the odd shaft, the second clutch being disposed on the even shaft and between the engine and an even gear provided on the even shaft, an electric machine suspended on the even shaft and connected to the engine through the second clutch, and a power battery, the energy management method comprising the steps of:
acquiring a residual electric quantity value, energy recovery power and high-voltage accessory power of the power battery of the hybrid vehicle under a downhill sliding working condition, wherein the energy recovery power is obtained by calculating according to the torque and the torque of the motor during energy recovery;
when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, energy recovery is carried out according to the original energy recovery power, wherein the first preset electric quantity value is the electric quantity value corresponding to the power battery when the vehicle is forced to run in a driving mode for power generation;
when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine.
Optionally, the unloading of the torque during energy recovery and the loading of the target torque generated by the engine for driving power generation by the motor comprises:
torque when the motor is unloading energy recovery;
when the torque value is unloaded to zero, the gears of the even gears are returned to the neutral gear;
engaging a second clutch and causing the electric machine to load the target torque delivered by the engine.
Optionally, the target torque of the engine is calculated from the high-pressure accessory power.
Optionally, when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the first clutch is kept in an engaged state, and the vehicle is shifted through the odd-numbered gears.
Optionally, when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, performing energy recovery according to a target energy recovery torque to charge the power battery;
wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle.
In particular, the present invention also provides an energy management system of a hybrid vehicle including an engine, a dual clutch transmission including a first clutch, a second clutch, an odd shaft, and an even shaft, the first clutch being disposed on the odd shaft and between the engine and an odd-numbered stage provided on the odd shaft, a second clutch being disposed on the even shaft and between the engine and an even-numbered stage provided on the even shaft, and an electric motor suspended on the even shaft and connected to the engine through the second clutch, the energy management system including:
the first acquisition unit is used for acquiring the residual electric quantity value of the power battery of the hybrid vehicle under the working condition of downhill sliding;
the second acquisition unit is used for acquiring the power of a high-voltage accessory of the hybrid vehicle under the working condition of downhill sliding;
the calculating unit is used for calculating and obtaining energy recovery power according to the torque and the torque of the motor during energy recovery;
the processing unit is used for recovering energy according to the original energy recovery power when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, wherein the first preset electric quantity value is an electric quantity value corresponding to the power battery when the vehicle is forced to run in a driving mode for power generation; and is
When the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine.
Optionally, the processing unit is configured to cause the electric machine to unload the torque at energy recovery when the residual electric quantity value is less than the first preset electric quantity value and the energy recovery power is less than or equal to the high-voltage accessory power, to return the even-numbered gears to neutral when the torque value is unloaded to zero, and to engage a second clutch to cause the electric machine to load the target torque from the engine.
Optionally, the processing unit is configured to maintain the first clutch engaged and shift the vehicle through the odd gear when the remaining electric quantity value is less than the first preset electric quantity value and the recovered energy power is less than or equal to the high-voltage accessory power.
Optionally, when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, performing energy recovery according to a target energy recovery torque to charge the power battery;
wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle.
According to the scheme of the invention, when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the running power generation can be carried out, so that the over-discharge of the power battery is prevented.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is an operational principle diagram of an engine transmission of a hybrid vehicle according to an embodiment of the present invention, in which a torque transmission path in step S200 shown in fig. 2 is shown;
FIG. 2 is a schematic flow chart of a method of energy management for a hybrid vehicle under downhill coasting conditions, according to an embodiment of the present invention;
FIG. 3 is an operational schematic diagram of an engine-gearbox of a hybrid vehicle according to an embodiment of the present invention, showing a torque transmission path of the engine in an even-numbered gear at step S300 of FIG. 2;
FIG. 4 is a schematic flow chart of step S300 shown in FIG. 2;
FIG. 5 is a schematic block diagram of an energy management system of a hybrid vehicle according to one embodiment of the invention;
reference numerals:
1-an engine; 2-a first clutch; 3-a second clutch; 4-odd axis; 5-even axis; 6-odd gear; 7-even gear; 8-vehicle wheels; 9-a first acquisition unit; 10-a second acquisition unit; 11-a calculation unit; 12-a processing unit.
Detailed Description
Fig. 1 is an operational schematic diagram of an engine transmission of a hybrid vehicle according to an embodiment of the present invention. As shown in fig. 1, the hybrid vehicle includes an engine 1, a dual clutch transmission including a first clutch 2, a second clutch 3, an odd-numbered shaft 4, and an even-numbered shaft 5, the first clutch 2 being disposed on the odd-numbered shaft 4 and between the engine 1 and an odd-numbered stage 6 provided on the odd-numbered shaft 4, the second clutch 3 being disposed on an even-numbered shaft 5 and between the engine 1 and an even-numbered stage 7 provided on the even-numbered shaft 5, a motor suspended on the even-numbered shaft 5 and connected to the engine 1 through the second clutch 3, and a power battery. The double clutch transmission can be a 7DCTH transmission, for example. The odd-numbered gears 6 may include 1 gear, 3 gear, 5 gear and 7 gear. Even-numbered gears 7 may include gears 2, 4, and 6. Wherein C1 represents the first clutch 2 and C2 represents the second clutch 3 in fig. 1.
FIG. 2 shows a schematic flow diagram of a method of energy management for a hybrid vehicle under downhill coasting conditions, according to an embodiment of the present invention. As shown in fig. 2, the energy management method includes:
step S100, acquiring a residual electric quantity value, energy recovery power and high-voltage accessory power of a power battery of the hybrid vehicle under a downhill sliding working condition, wherein the energy recovery power is obtained by calculating the torque and the torque of a motor during energy recovery;
step S200, when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, energy recovery is carried out according to the original energy recovery power, wherein the first preset electric quantity value is the electric quantity value corresponding to the power battery when the vehicle is forced to drive to generate electricity in the driving mode;
and step S300, when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine.
According to the scheme of the embodiment of the invention, when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the running power generation can be carried out, so that the over-discharge of the power battery is prevented.
In step S200, when the residual electric quantity is smaller than the first preset electric quantity and the energy recovery power is greater than the high-voltage accessory power, performing energy recovery according to the target energy recovery torque to charge the power battery; wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle. At this time, during energy recovery, the engine 1 is in an idle or stopped state, the first clutch 2 and the second clutch 3 are disengaged, and the motor is connected to the wheels 8 of the hybrid vehicle through the even-numbered stage 7. Fig. 1 shows the torque transmission path during energy recovery. As can be seen from fig. 1, torque is transmitted from the wheels 8 to the electric machine via the even-numbered shaft 5 for energy recovery.
Fig. 3 shows an operational principle of an engine transmission of a hybrid vehicle according to an embodiment of the present invention. As shown in fig. 3, in step S300, when the residual electric quantity is smaller than the first preset electric quantity and the energy recovery power is smaller than or equal to the high voltage accessory power, the vehicle is driven to generate power. In this process, the first clutch 2 is subjected to a slip load torque, and the deceleration of the vehicle is maintained. I.e. the vehicle is shifted through the odd gear 6 with the first clutch 2 engaged. In the process of vehicle deceleration, the odd gear 6 is shifted by the AMT, so that the realization of the running power generation function during sliding is ensured.
Fig. 4 shows a schematic flow chart of step S300 shown in fig. 2. As shown in fig. 3, the electric machine unloads the torque during energy recovery and loads the target torque generated by the engine 1 to perform power generation during driving, and includes:
step S301, unloading the torque of the motor during energy recovery;
step S302, when the torque value is unloaded to zero, the gear of the even gear is returned to the neutral gear;
step S303, the second clutch is engaged, and the motor is loaded with the target torque from the engine.
Correspondingly, the embodiment of the invention also provides an energy management system of the hybrid vehicle. As shown in fig. 5, the energy management system includes a first acquisition unit 9, a second acquisition unit 10, a calculation unit 11, and a processing unit 12. The first obtaining unit 9 is used for obtaining the residual electric quantity value of the power battery of the hybrid vehicle under the downhill sliding condition. The second detection unit 10 is used to detect the high-voltage accessory power of the hybrid vehicle in the downhill coasting condition. The calculating unit 11 is used for calculating and obtaining energy recovery power according to the torque and the torque of the motor during energy recovery. The processing unit 12 is configured to recover energy according to the original energy recovery power when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is greater than the high-voltage accessory power, where the first preset electric quantity value is an electric quantity value corresponding to the power battery during forced driving power generation in the driving mode; and when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine 1 to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine 1.
In one embodiment, the processing unit 12 is configured to cause the torque at which the electric machine unloads energy recovery, to return the gear of the even-numbered gears 7 to neutral when the torque value is unloaded to zero, and to engage the second clutch 3, causing the electric machine to load the target torque emitted by the engine 1, when the residual electric quantity value is less than the first preset electric quantity value and the energy recovery power is less than or equal to the high-voltage accessory power.
In one embodiment, the processing unit 12 is configured to maintain the first clutch 2 engaged and shift the vehicle through the odd gear 6 when the residual electric quantity value is less than a first preset electric quantity value and the energy recovery power is less than or equal to the high-voltage accessory power.
In one embodiment, the processing unit 12 is configured to perform energy recovery to charge the power battery according to the target energy recovery torque when the remaining electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power. Wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle. Other features of the embodiment of the present invention correspond to those of the energy management method for the hybrid vehicle under the downhill sliding condition, and are not described in detail herein.
According to the scheme of the embodiment of the invention, when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the running power generation can be realized while the energy is recovered. Therefore, the power battery can be prevented from being over-discharged.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.
Claims (9)
1. An energy management method of a hybrid vehicle for energy management of the hybrid vehicle in a downhill coasting condition, the hybrid vehicle comprising an engine, a dual clutch transmission, a motor and a power battery, the dual clutch transmission comprising a first clutch, a second clutch, an odd shaft and an even shaft, the first clutch being disposed on the odd shaft and between the engine and an odd gear provided on the odd shaft, the second clutch being disposed on the even shaft and between the engine and an even gear provided on the even shaft, the motor being suspended on the even shaft and connected to the engine through the second clutch, the energy management method comprising the steps of:
acquiring a residual electric quantity value, energy recovery power and high-voltage accessory power of the power battery of the hybrid vehicle under a downhill sliding working condition, wherein the energy recovery power is obtained by calculating according to the torque and the torque of the motor during energy recovery;
when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, energy recovery is carried out according to the original energy recovery power, wherein the first preset electric quantity value is the electric quantity value corresponding to the power battery when the vehicle is forced to run in a driving mode for power generation;
when the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine.
2. The energy management method of claim 1, wherein the electric machine unloads torque at the time of energy recovery and loads a target torque from the engine for driving power generation, comprising:
torque when the motor is unloading energy recovery;
when the torque value is unloaded to zero, the gears of the even gears are returned to the neutral gear;
engaging a second clutch and causing the electric machine to load the target torque delivered by the engine.
3. The energy management method of claim 2, wherein the target torque of the engine is calculated from the high-pressure accessory power.
4. The energy management method of any of claims 1-3, wherein when the remaining amount of electrical power is less than the first predetermined amount of electrical power and the recovered energy power is less than or equal to the high voltage accessory power, maintaining the first clutch engaged and shifting the vehicle through the odd-numbered gears.
5. The energy management method according to any one of claims 1-3, wherein energy recovery is performed at a target energy recovery torque to charge the power battery when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is greater than the high-voltage accessory power;
wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle.
6. An energy management system of a hybrid vehicle, characterized in that, the hybrid vehicle includes engine, dual clutch gearbox, motor and power battery, dual clutch gearbox includes first clutch, second clutch, odd axle and even axle, first clutch arranges on the odd axle, and is located the engine with set up between the epaxial odd-numbered fender of odd number, the second clutch arranges on the even axle, and is located the engine with set up between the epaxial even-numbered fender of even number, the motor hangs on the even axle, and through the second clutch with the engine links to each other, the energy management system includes:
the first acquisition unit is used for acquiring the residual electric quantity value of the power battery of the hybrid vehicle under the working condition of downhill sliding;
the second acquisition unit is used for acquiring the power of a high-voltage accessory of the hybrid vehicle under the working condition of downhill sliding;
the calculating unit is used for calculating and obtaining energy recovery power according to the torque and the torque of the motor during energy recovery;
the processing unit is used for recovering energy according to the original energy recovery power when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, wherein the first preset electric quantity value is an electric quantity value corresponding to the power battery when the vehicle is forced to run in a driving mode for power generation; and is
When the residual electric quantity value is smaller than the first preset electric quantity value and the energy recovery power is smaller than or equal to the high-voltage accessory power, the motor unloads the torque during energy recovery and loads the target torque sent by the engine to carry out driving power generation, wherein the power generation torque of the motor is larger than the target torque sent by the engine.
7. The energy management system of a hybrid vehicle according to claim 6, wherein the processing unit is configured to cause the electric machine to unload the torque at energy recovery when the residual electric quantity value is less than the first preset electric quantity value and the energy recovery power is less than or equal to the high-voltage accessory power, to return the even-numbered gear to neutral when the torque value is unloaded to zero, and to engage a second clutch to cause the electric machine to load the target torque from the engine.
8. The energy management system of a hybrid vehicle according to claim 6 or 7, wherein the processing unit is configured to maintain the first clutch engaged and shift the vehicle through the odd-numbered gears when the residual electric quantity value is less than the first preset electric quantity value and the energy recovery power is less than or equal to the high-voltage accessory power.
9. The energy management system of a hybrid vehicle according to claim 6 or 7, characterized in that when the residual electric quantity value is smaller than a first preset electric quantity value and the energy recovery power is larger than the high-voltage accessory power, energy recovery is performed at a target energy recovery torque to charge the power battery;
wherein the target energy recovery torque is calculated according to a master cylinder pressure, a brake switch opening degree and a vehicle speed of the hybrid vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810294737.7A CN108466613B (en) | 2018-03-30 | 2018-03-30 | Energy management method and system for hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810294737.7A CN108466613B (en) | 2018-03-30 | 2018-03-30 | Energy management method and system for hybrid vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108466613A CN108466613A (en) | 2018-08-31 |
| CN108466613B true CN108466613B (en) | 2020-05-19 |
Family
ID=63262756
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810294737.7A Active CN108466613B (en) | 2018-03-30 | 2018-03-30 | Energy management method and system for hybrid vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108466613B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110696810B (en) * | 2019-10-17 | 2020-12-04 | 一汽解放青岛汽车有限公司 | Energy management method and device for hybrid electric vehicle, vehicle and storage medium |
| CN111516671B (en) * | 2020-03-19 | 2023-05-05 | 义乌吉利自动变速器有限公司 | Torque control method and device for hybrid electric vehicle and storage medium |
| CN112622868B (en) * | 2020-12-25 | 2022-04-19 | 中国第一汽车股份有限公司 | Dual-motor vehicle control method and device |
| CN112549976B (en) * | 2020-12-29 | 2022-09-30 | 摩登汽车(盐城)有限公司 | Energy recovery control method and system for electric automobile |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3896973B2 (en) * | 2003-02-25 | 2007-03-22 | 株式会社デンソー | Management method of electric system for vehicle |
| CN105667498B (en) * | 2014-11-18 | 2018-03-30 | 上海汽车集团股份有限公司 | The distribution method and device of generated output under hybrid vehicle series model |
| CN104393791A (en) * | 2014-12-17 | 2015-03-04 | 湖北工业大学 | Automobile exhaust-gas temperature difference power-generation device using both medium-temperature and low-temperature thermoelectric devices |
| CN105599618A (en) * | 2016-02-05 | 2016-05-25 | 清华大学 | Method for consuming regenerative braking power by reverse towing operation of auxiliary power assembly |
| CN107215202B (en) * | 2017-06-09 | 2019-03-19 | 重庆大学 | The multi-model coupling drive system of multi power source |
-
2018
- 2018-03-30 CN CN201810294737.7A patent/CN108466613B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN108466613A (en) | 2018-08-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108466613B (en) | Energy management method and system for hybrid vehicle | |
| CN109624962B (en) | Hybrid vehicle | |
| CN109927710B (en) | System and method for controlling reverse driving of hybrid vehicle | |
| CN106515736B (en) | System and method for controlling hybrid electric vehicle torque intervention during a shift | |
| US9221454B2 (en) | Control system of a vehicle | |
| US9522673B2 (en) | Transmission control apparatus for belt type mild hybrid vehicle and transmission control method using the same | |
| EP2969638A1 (en) | Method and arrangement for operating a hybrid electrical vehicle | |
| CN106627560B (en) | Apparatus and method for shift control of hybrid vehicle | |
| CN104773174A (en) | Method and apparatus for controlling creep torque in a hybrid powertrain system | |
| US9254739B2 (en) | Vehicle | |
| CN109552309A (en) | A kind of hybrid power system and its sliding brake function energy recovery control method based on AT hybrid vehicle | |
| CN108556839B (en) | Energy management method and system for hybrid vehicle | |
| CN107406067B (en) | Control device for hybrid vehicle | |
| US20200262413A1 (en) | Method and system for regenerating electrical energy in a hybrid vehicle | |
| US11193581B2 (en) | Cause identifying device | |
| US9475479B2 (en) | Electrified vehicle neutral engine start | |
| JP2013180696A (en) | Control device for hybrid electric vehicle | |
| US10421450B2 (en) | Vehicle with first and second power sources | |
| JP2016116276A (en) | Battery protection device | |
| JP7428295B1 (en) | Transaxle oil temperature sensor failure determination device | |
| JP2016150621A (en) | Battery protection device | |
| CN110562236A (en) | Method for operating a hybrid drive train | |
| US20230339454A1 (en) | Vehicle control device | |
| EP4242496A1 (en) | Control device of vehicle | |
| CN113954817B (en) | Gear shifting method of hybrid electric vehicle, controller and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |