CN109353330B - Hybrid vehicle, working mode control system and method thereof - Google Patents
Hybrid vehicle, working mode control system and method thereof Download PDFInfo
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- CN109353330B CN109353330B CN201811289450.1A CN201811289450A CN109353330B CN 109353330 B CN109353330 B CN 109353330B CN 201811289450 A CN201811289450 A CN 201811289450A CN 109353330 B CN109353330 B CN 109353330B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0666—Engine power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/085—Power
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Abstract
The invention discloses a working mode control method of a hybrid vehicle, which comprises the following steps: obtaining available driving power of a driving motor in a series driving mode after a vehicle is started; judging whether the power required by the driver is met or not according to the available driving power of the driving motor; judging whether the driver driving required power can enable the engine to enter a high-efficiency area or not at the current speed when the engine is directly driven; judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed; and switching the working mode of the vehicle to a parallel driving mode. The method ensures that no loss of the power performance of the whole vehicle and the economy of the whole vehicle are ensured by deciding the switching time of the working mode of the vehicle. The invention also provides a working mode control device of the hybrid vehicle.
Description
Technical Field
The present invention relates to a control method of a vehicle powertrain, and more particularly, to a hybrid vehicle, an operating mode control system and a method thereof.
Background
The conventional method for controlling the working mode of the power system of the hybrid vehicle mainly controls the driving mode of the hybrid vehicle according to the SOC of the power battery and the vehicle speed of the vehicle, but the SOC cannot completely reflect the real discharging capacity of the power battery, for example, the discharging capacity of the power battery is obviously different under the influence of the characteristics of a battery module when the same SOC is at different temperature environments (-25 ℃, 25 ℃ and 50 ℃), so that the effect of optimal efficiency or optimal dynamic property of the whole vehicle power system cannot be achieved only by determining the switching time of the working mode of the power system of the hybrid vehicle according to the SOC of the power battery.
Therefore, how to provide a method for determining the working mode switching time according to the real-time running state of the vehicle is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
An object of the present invention is to provide an operation mode control method of a hybrid vehicle, including:
obtaining available driving power of a driving motor in a series driving mode after a vehicle is started;
judging whether the power required by the driver is met or not according to the available driving power of the driving motor, and if so, executing the next step;
judging whether the driver driving required power can enable the engine to enter a high-efficiency area or not at the current speed when the engine is directly driven, if so, executing the next step;
judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed, if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
Preferably, after the step of judging whether the driver driving demand power can allow the engine to enter the high-efficiency area at the current vehicle speed when the engine is directly driven, the method further includes:
in the event that the engine is unable to enter the high efficiency zone, maintaining the operating mode of the vehicle in series drive mode.
Preferably, after the step of judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed, the method further comprises the following steps:
and if the direct drive power of the engine does not meet the requirement of no attenuation of the dynamic property of the whole vehicle, the working mode of the vehicle is kept to be a series drive mode.
Preferably, after the step of determining whether the driver driving demand power is satisfied according to the available driving power of the driving motor, the method further includes:
if the available driving power of the driving motor does not meet the driving demand power of the driver, judging whether the available driving power of the driving motor is larger than or equal to the available discharging power of the battery, and if so, executing the next step;
judging whether the difference value between the available driving power of the driving motor and the available discharging power of the battery at the current speed and the minimum value of the available discharging power of the generator are smaller than or equal to the direct driving power of the engine or not, if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
Preferably, after the step of determining whether the minimum value of the difference between the available driving power of the driving motor and the available discharging power of the battery at the current vehicle speed and the actual generating power of the generator is less than or equal to the direct driving power of the engine, the method further includes:
if not, the working mode of the vehicle is kept to be a series driving mode.
Preferably, after the step of determining whether the available driving power of the driving motor is greater than or equal to the available discharging power of the battery, the method further includes:
if the available driving power of the driving motor is smaller than the available discharging power of the battery, judging whether the direct driving power of the engine is larger than the available driving power of the driving motor at the current vehicle speed, and if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
Preferably, after the step of determining whether the direct drive power of the engine at the current vehicle speed is greater than the available drive power of the drive motor, the method further includes:
if not, the working mode of the vehicle is kept to be a series driving mode.
Preferably, the step of judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed specifically comprises the following steps:
and judging whether the minimum value of the difference value between the driver driving required power and the available discharge power of the battery and the actual generating power of the generator is less than or equal to the direct drive power of the engine or not at the current vehicle speed.
The present invention also provides an operating mode control system of a hybrid vehicle, including:
the acquisition module is used for acquiring available driving power of the driving motor in a series driving mode after the vehicle is started;
the initial judgment module is used for judging whether the available driving power of the driving motor meets the driving power demand of a driver;
the intermediate range judging module is used for judging whether the driver driving required power can enable the engine to enter an efficient area or not at the current speed when the engine is directly driven;
and the final judgment module is used for judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed.
The invention also provides a hybrid vehicle, which comprises the working mode control system of the hybrid vehicle.
Compared with the background art, the invention provides a working mode control method of a hybrid vehicle, which comprises the steps of obtaining available driving power of a driving motor when the vehicle is in a series driving mode; determining whether the driving motor can completely independently pull the vehicle or needs an engine to add power assistance in the current series driving mode by judging the prerequisite condition of the available driving power of the driving motor; when the driving motor can completely and independently pull, whether the engine can enter a high-efficiency area or not under the current vehicle speed by further judging if the engine directly drives the power, namely ensuring that the engine of the vehicle has higher efficiency and performance if the engine directly drives the power; when the engine can enter a high-efficiency area, namely, on the premise of ensuring the conversion efficiency of the engine, judging whether the direct-drive power of the engine meets the requirement of no power attenuation of the whole vehicle, if so, switching to a parallel drive mode, namely, ensuring that the whole vehicle does not have power attenuation after the vehicle is switched from a series drive mode to a parallel drive mode, and ensuring that the efficiency of a power system of the whole vehicle is optimal. According to the working mode control method of the hybrid vehicle, the switching time of the vehicle from the series driving mode to the parallel driving mode is judged according to the available driving power of the driving motor, the driving power required by a driver, the direct driving power of the engine and the high-efficiency area of the engine through the initial step, the middle step and the final step, and the vehicle which meets the switching time and switches the working mode can achieve the effects that the dynamic property is not attenuated before and after switching and the efficiency of a power system of the whole vehicle is optimal.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a power system of a hybrid vehicle according to an embodiment of the present invention;
fig. 2 is a flowchart of an operation mode control method of a hybrid vehicle according to an embodiment of the present invention;
fig. 3 is a schematic diagram of an operation mode control system of a hybrid vehicle according to an embodiment of the invention.
Wherein:
FIG. 1: 1-generator, 2-gearbox, 3-engine, 4-driving motor/engine integrated inverter, 5-driving motor, 6-power battery, 7-driving shaft, 8-driving wheel and 9-clutch;
FIG. 3: 10-an obtaining module, 20-an initial judging module, 30-a middle range judging module and 40-a final judging module.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to fig. 3, fig. 1 is a schematic structural diagram of a power system of a hybrid vehicle according to an embodiment of the present invention, fig. 2 is a flowchart of a method for controlling an operating mode of the hybrid vehicle according to the embodiment of the present invention, and fig. 3 is a schematic diagram of the system for controlling the operating mode of the hybrid vehicle according to the embodiment of the present invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a power system of a hybrid vehicle according to an embodiment of the present invention,
the power system of the hybrid vehicle of the embodiment shown in fig. 1 includes a drive unit, a power battery 6, and a vehicle control unit (the vehicle control unit is not shown in the figure) that controls the drive unit.
The driving unit mainly comprises a generator 1, a gearbox 2, an engine 3 and a driving motor 5, wherein the gearbox 2 is connected with and responsible for power coupling and transmission speed change of each power source of the driving unit, the driving motor 5 is always connected with a driving shaft 7 and a driving wheel 8 through the gearbox 2, and the engine 3 is also always connected with the generator 1 through the gearbox 2. The driving motor 5 and the generator 1 are both ISG motors, and the driving motor 5 and the generator 1 are electrically connected with the power battery 6 through a driving motor/generator integrated inverter 4.
In addition, the vehicle controller is also connected with an accelerator pedal position sensor and a brake pedal position sensor of the vehicle, and is in information interaction with a vehicle-mounted electronic management system (not shown in the figure) such as an engine management system, a transmission control unit, a battery management system, a driving motor/generator integrated inverter 4, an electronic stabilization program and the like through a CAN network.
In the running operation of the hybrid vehicle, for the hybrid vehicle having and being switchable between the series drive mode and the parallel drive mode, the two operation modes are completely stationary. In the series driving mode, the engine 3 selectively drives the generator 1 to work, the generator 1 and the power battery 6 drive the driving motor 5 to operate through the driving motor/generator integrated inverter 4, and the driving motor 5 is connected with the driving shaft 7 to drive the vehicle. It should be noted that, when the vehicle is in the series driving mode, the engine 3 may drive the generator 1 to drive the driving motor 5 by the generator 1, or the generator 1 stores energy to the power battery 6, or only the power battery 6 supplies power to the driving motor 5, but no matter what kind of driving mode the vehicle is, the engine 3 does not directly participate in driving the vehicle, that is, the engine 3 is not directly driven, but indirectly drives the generator 1, and then the generator 1 drives the vehicle to drive by other energy conversion modes. In the parallel drive mode, however, the engine 3 participates as an independent drive unit in the direct drive of the vehicle. It will be appreciated that some of the output power of the engine 3 may still provide mechanical energy to the generator 1 as in the series drive mode, but some power must be directly involved in driving the drive shaft 7, i.e. the engine 3 of the vehicle in the parallel drive mode directly drives the vehicle. Specifically, when the vehicle is in the series driving mode, the clutch 9 is disconnected, and the engine 3 drives the generator 1 to operate through mechanical connection, so that the generator is disconnected from the driving shaft 7; when the vehicle is in a parallel driving mode, the clutch 9 is connected, and the engine 3 can drive the generator 1 to operate through mechanical connection, and can also be directly connected with the driving shaft 7 through mechanical connection to realize direct driving of the vehicle.
In a first embodiment, a method for controlling an operating mode of a hybrid vehicle disclosed by the present invention includes:
s10, obtaining the available driving power of the driving motor 5 in the series driving mode after the vehicle is started;
s20, judging whether the power required by the driver is met according to the available driving power of the driving motor 5;
s31, judging whether the engine 3 can enter a high-efficiency area or not by the driver driving required power at the current vehicle speed when the engine 3 is directly driven;
s41, judging whether the direct drive power of the engine 3 at the current speed meets the requirement of no attenuation of the dynamic property of the whole vehicle;
and S50, switching the working mode of the vehicle to a parallel driving mode.
In the present embodiment, by starting the vehicle and switching to the series drive mode in step S10, the available drive power of the drive motor 5 of the vehicle is obtained in real time, and then the process proceeds to the next step S20. It should be noted that, in step S10, the starting manner of the vehicle may be power supply from the driver or remote control, and specifically, what manner should be set according to the actual situation and by using the prior art is adopted; in the invention, the available driving power of the driving motor 5 is calculated by the vehicle controller according to the maximum available torque of the driving motor 5 and the rotating speed of the driving motor 5, which are evaluated by the driving motor/generator integrated inverter 4 in real time according to the rotating speed of the driving motor 5, the motor system temperature, the fault state and other factors, and represents the maximum driving capability of the driving motor 5 at present. The available discharge power of the power battery 6 is estimated by the battery management system according to the battery temperature, voltage, SOC, battery health status and other factors, and is sent to the vehicle control unit through the CAN. The available drive power of the drive motor 5 can also be obtained indirectly by obtaining other parameters without inventive effort by a person skilled in the art, but all fall within the description and scope of the present invention.
It is determined in step S20 whether the available drive power of the drive motor 5 satisfies the driver drive demand power, that is, whether the available drive power of the drive motor 5 is equal to or greater than the driver drive demand power. Specifically, when the driver starts the vehicle, the driver controls the driving unit of the vehicle by stepping on the accelerator with his foot, so that the force applied to the accelerator by his foot reflects the driver's expected speed for the current vehicle traveling, i.e., the deeper the stepping on the vehicle is expected to allow the vehicle to have a large traction force, the shallower the stepping on the vehicle is expected to allow the vehicle to have a small traction force. Therefore, the driver driving demand power is the driver real-time driving demand of the vehicle control unit evaluated according to the accelerator opening and the current vehicle speed, and represents the current driver expectation of the vehicle control dynamics. For example, the driver wants the vehicle speed to be increased from 70 to 90 by stepping on the accelerator, and the available driving power of the driving motor 5 at this time meets the driving requirement of the driver, i.e., the driver wants the vehicle speed to be increased from 70 to 90, and the available driving power of the driving motor 5 meets the requirement of the driver so that the vehicle speed is increased from 70 to 90. The speed of the vehicle at this moment is completely dependent on the power demanded by the driver, because even if the available power of the drive motor 5 is large enough, the driving demand of the driver is already met, i.e. the current speed of the vehicle is the speed meeting the driving demand of the driver on the premise that the driver does not have a higher driving demand. Therefore, the determination in step S20 as to whether the available drive power of the drive motor 5 satisfies the driver 'S drive required power means that the drive motor 5 in the series drive mode has satisfied the driver' S control desire for the vehicle speed when the determination is yes.
When the judgment in the step S20 is yes, that is, the available drive power of the drive motor 5 satisfies the driver' S drive required power, the routine proceeds to a step S31: when the engine 3 is directly driven, whether the driver driving required power can enable the engine 3 to enter the high-efficiency area or not at the current vehicle speed is judged. It is noted that it has been learned before step S31 that the drive motor 5 in the series drive mode satisfies the driver 'S drive desire, and therefore it is determined on this premise whether the condition for bringing the engine 3 into the high-efficiency region is satisfied by the direct drive of the joining engine 3, that is, whether the driver' S drive required power can bring the engine 3 into the high-efficiency region to achieve efficient operation of the engine 3 rather than inefficient low-shift. Besides, the judgment in the step S31 for the direct drive of the engine 3 is a calculation and simulation, because the vehicle is still in the series driving mode before the parallel driving mode is not switched, in order to obtain the direct drive effect of the engine 3, that is, at the current vehicle speed, the working speed of the engine 3 is determined according to the speed ratio of the transmission 2 by closing the clutch 9. On the basis, on the premise of predicting the working rotating speed of the engine 3 and the driver driving demand torque, whether the driver driving demand power can enable the engine 3 to enter a high-efficiency region at the current vehicle speed can be judged through a universal characteristic curve of the engine 3, and it should be noted that the driver driving demand power can be an actual power value directly added into the calculation or a driving demand representing the driver driving desire, and the specific adoption of the value or the concept is easy to think for a person skilled in the art.
If the judgment in the step S31 is yes, that is, the driver drives the required power to enable the engine 3 to enter the high-efficiency region, that is, the engine 3 directly drives and has the characteristic of high efficiency, then the step S41 is performed to determine whether the direct drive power of the engine 3 at the current vehicle speed meets the requirement of no power attenuation of the whole vehicle, and if the judgment in the step S41 is yes, that is, the direct drive power of the engine 3 at the current vehicle speed meets the requirement of no power attenuation of the whole vehicle, the step S50 is performed to switch the working mode of the vehicle to the parallel drive mode.
It should be noted that, in order to obtain the technical effect that the dynamic property of the entire vehicle does not attenuate when the vehicle is switched from the series driving mode to the parallel driving mode, it needs to be ensured that the maximum driving required power of the entire vehicle after entering the parallel driving mode is greater than or equal to the maximum driving required power of the entire vehicle when the vehicle enters the series driving mode. Therefore, the increased direct drive power of the engine 3 after the vehicle is switched from the series drive mode to the parallel drive mode should meet a certain condition, i.e., whether the direct drive power of the engine 3 at the current vehicle speed meets the requirement of no attenuation of the dynamic property of the whole vehicle.
For better technical effect, if the direct drive power of the engine 3 at the current vehicle speed meets the requirement of no attenuation of the dynamic property of the whole vehicle, the step of switching the working mode of the vehicle to the parallel drive mode specifically includes switching the working mode of the vehicle to the parallel drive mode if the minimum value of the difference between the driver drive required power and the available discharge power of the battery and the actual generated power of the generator 1 at the current vehicle speed is less than or equal to the direct drive power of the engine 3.
Specifically, the dynamic difference between the front and the back of direct drive of the engine 3 is compared, before the engine 3 is directly driven, the power system is in a series driving mode, the engine 3 drives the generator 1 to generate power (without participating in driving), the driving motor 5 is powered by the power battery 6 and the power generation unit together, the driving force of the vehicle is completely provided by the driving motor 5, and the maximum driving power of the whole vehicle is equal to MIN { the driving required power of a driver, MIN (the available driving power of the driving motor 5, the available discharging power of the battery + the actual generating power of the generator 1) }. After the engine 3 is directly driven, the power system is in a parallel driving mode, the vehicle is driven by the engine 3 and the driving motor 5 together, and the maximum driving power of the whole vehicle is equal to MIN { driver driving required power, [ direct driving power of the engine 3 + MIN (available driving power of the driving motor 5, available discharging power of the battery) ] }. To ensure that the dynamic property of the whole vehicle is not attenuated after entering the parallel driving mode, that is, the maximum driving power of the whole vehicle in the parallel driving mode is greater than or equal to the maximum driving power of the whole vehicle in the series driving mode, that is, MIN { driver driving required power, [ direct driving power of the engine 3 + MIN (available driving power of the driving motor 5, available discharging power of the battery) ] } is greater than or equal to MIN { driver driving required power, MIN (available driving power of the driving motor 5, available discharging power of the battery + actual generating power of the generator 1) ] }, since the available driving power of the driving motor 5 currently satisfies the driver driving required power, that is, the available driving power of the driving motor 5 is greater than or equal to the driver driving required power, the following relation is obtained by substituting the relation into the above inequality: MIN { driver driving demand power, (direct drive power of the engine 3 + available discharge power of the battery) } MIN { driver driving demand power, (available discharge power of the battery + actual generation power of the generator 1) }, and the following relation is further obtained by simultaneously subtracting the available discharge power of the battery from both sides of the inequality: MIN { (driver drive demand power-available discharge power of battery), direct drive power of engine 3 }. gtoreq.MIN { (driver drive demand power-available discharge power of battery), actual generated power of generator 1 }, if this inequality is expected to hold forever, the following condition needs to be satisfied: the direct drive power of the engine 3 is more than or equal to MIN { (driver drive required power-available discharge power of the battery), and the actual generated power of the generator 1 }.
Therefore, as long as the direct drive power of the engine 3 at the current vehicle speed is greater than or equal to MIN (the difference between the current driver drive demand power and the available discharge power of the battery, and the actual power generation power of the generator 1), the operating mode of the power system is switched from the series drive mode to the parallel drive mode, and the maximum drive power of the whole vehicle cannot be reduced, that is, the dynamic performance of the whole vehicle cannot be attenuated.
In a second embodiment, a method for controlling an operating mode of a hybrid vehicle disclosed by the present invention includes:
s10, obtaining the available driving power of the driving motor 5 in the series driving mode after the vehicle is started;
s20, judging whether the power required by the driver is met according to the available driving power of the driving motor 5;
s32, judging whether the available driving power of the driving motor 5 is larger than or equal to the available discharging power of the battery;
s42, judging whether the minimum value of the difference value between the available driving power of the driving motor 5 and the available discharging power of the battery at the current vehicle speed and the actual generating power of the generator 1 is less than or equal to the direct driving power of the engine 3 or not;
and S50, switching the working mode of the vehicle to a parallel driving mode.
In this embodiment, the specific processes of S10, S20, and S50 are the same as those of the first embodiment, and therefore, detailed descriptions of the steps S32 and S42 are omitted.
When the available drive power of the drive motor 5 is smaller than the driver drive required power in step S20, the judgment is no, and the routine proceeds to step S32. At this time, the driving motor 5 is not enough to independently provide the full power required for driving by the driver, in other words, the driver wants the vehicle speed to be increased from 70 to 100, but the driving motor 5 can only be used for increasing the vehicle speed from 70 to 90, so that the engine 3 is required to provide direct-drive power for the vehicle to make up for the shortage of 10-100. Therefore, in the present embodiment, a determination method is given to the switching timing at which the vehicle is switched from the series drive mode to the parallel drive mode to achieve the vehicle driven by the engine 3 and the drive motor 5 in common.
In step S32, it is determined whether the available driving power of the driving motor 5 is equal to or greater than the available discharging power of the battery, and if the determination result is yes, it means that the available driving power of the driving motor 5 is maintained by both the power battery 6 and the generator 1, so the next step of continuing the determination is required, that is, step S42: and judging whether the minimum value of the difference value between the available driving power of the driving motor 5 and the available discharging power of the battery at the current vehicle speed and the actual generating power of the generator 1 is less than or equal to the direct driving power of the engine 3 or not.
The purpose of further judging whether the direct drive power of the engine 3 at the current vehicle speed is greater than or equal to MIN (the difference between the available drive power of the drive motor 5 and the available discharge power of the battery, and the actual power generation power of the generator 1) is to compare the difference between the power performance of the engine 3 before and after direct drive. Before the engine 3 is directly driven, the power system is in a series driving mode, the engine 3 drives the generator 1 to generate power (without participating in driving), the driving motor 5 is powered by the power battery 6 and the power generation unit together, the driving force of the vehicle is completely provided by the driving motor 5, and the maximum driving power of the whole vehicle is equal to MIN { driver driving required power, MIN (available driving power of the driving motor 5, available discharging power of the battery + actual generating power of the generator 1) }. After the engine 3 is directly driven, the power system is in a parallel driving mode, the vehicle is driven by the engine 3 and the driving motor 5 together, and the maximum driving power of the whole vehicle is equal to MIN { driver driving required power, [ direct driving power of the engine 3 + MIN (available driving power of the driving motor 5, available discharging power of the battery) ] }.
To ensure that the dynamic property of the whole vehicle is not attenuated after entering the parallel driving mode, namely the maximum driving power of the whole vehicle in the parallel driving mode is more than or equal to the maximum driving power of the whole vehicle in the series driving mode, namely MIN { driver driving demand power, [ direct drive power of the engine 3 + MIN (available drive power of the drive motor 5, available discharge power of the battery) ] } MIN ≧ MIN { driver driving demand power, MIN (available drive power of the drive motor 5, available discharge power of the battery + actual generation power of the generator 1) }, since the driver driving demand power cannot be satisfied by the currently available drive power of the drive motor 5, that is, the available driving power of the driving motor 5 is less than the driver's driving demand power, and the current available driving power of the driving motor 5 is greater than or equal to the available discharging power of the battery, and the following relationships are obtained by substituting the two relationships into the above inequality: MIN { driver driving demand power, (direct drive power of the engine 3 + available discharge power of the battery) } MIN { available drive power of the drive motor 5, (available discharge power of the battery + actual generation power of the generator 1) }, and the following relation is further obtained by simultaneously subtracting the available discharge power of the battery from both sides of the inequality: MIN { (driver drive demand power-available discharge power of battery), direct drive power of engine 3 }. gtoreq.MIN { (available drive power of drive motor 5-available discharge power of battery), actual generated power of generator 1 }, if this inequality is expected to be always true, the following condition should be satisfied: the direct drive power of the engine 3 is more than or equal to MIN { (available drive power of the drive motor 5-available discharge power of the battery), and the actual generating power of the generator 1 }.
Therefore, as long as the direct drive power of the engine 3 at the current vehicle speed is greater than or equal to MIN (the difference between the available drive power of the drive motor 5 and the available discharge power of the battery, and the actual power generation power of the generator 1), the working mode of the power system is switched from the series drive mode to the parallel drive mode, and the maximum drive power of the whole vehicle cannot be reduced, that is, the dynamic performance of the whole vehicle cannot be attenuated.
For better technical effect, when the determination in step S42 is negative, the operation mode of the vehicle is maintained as the series driving mode, because the power performance will be attenuated and the economy will be lost if the parallel driving mode is switched to the series driving mode, so the power performance will be better maintained in the series driving mode.
In a third embodiment, a method for controlling an operating mode of a hybrid vehicle disclosed by the present invention includes:
s10, obtaining the available driving power of the driving motor 5 in the series driving mode after the vehicle is started;
s20, judging whether the power required by the driver is met according to the available driving power of the driving motor 5;
s32, whether the available driving power of the driving motor 5 is larger than or equal to the available discharging power of the battery or not;
s43, judging whether the direct drive power of the engine 3 at the current vehicle speed is larger than the available drive power of the drive motor 5;
and S50, switching the working mode of the vehicle to a parallel driving mode.
In this embodiment, the specific processes of S10, S20, S32 and S50 are the same as those of the first embodiment, and therefore, the detailed description of the step S43 is omitted.
When the determination in step S32 is no, that is, the available driving power of the driving motor 5 is smaller than the available discharging power of the battery, which means that the available driving power of the driving motor 5 is smaller, the operation of the driving motor 5 can be maintained by the power battery 6 alone, and therefore, in step S43, it is determined whether the direct driving power of the engine 3 at the current vehicle speed is greater than the available driving power of the driving motor 5. At this time, as the available driving power of the driving motor 5 is less than the driver driving required power, and the available driving power of the driving motor 5 is less than the available discharging power of the battery, as long as the direct driving power of the engine 3 is greater than the available driving power of the driving motor 5, the working mode of the power system is switched from the series driving mode to the parallel driving mode, the maximum driving power of the whole vehicle cannot be reduced, that is, the dynamic property of the whole vehicle cannot be attenuated.
For better technical effect, when the determination in step S43 is negative, the operation mode of the vehicle is maintained as the series driving mode, because the power performance will be attenuated and the economy will be lost if the parallel driving mode is switched to the series driving mode, so the power performance will be better maintained in the series driving mode.
The invention also provides a working mode control system of the hybrid vehicle, which comprises an acquisition module for acquiring the available driving power of the driving motor 5 in the series driving mode after the vehicle is started; an initial judgment module for judging whether the available driving power of the driving motor 5 meets the driving demand power of the driver; the intermediate range judging module is used for judging whether the driving required power of a driver can enable the engine 3 to enter the high-efficiency area or not at the current speed when the engine 3 is directly driven; and the final judgment module is used for judging whether the direct drive power of the engine 3 at the current speed meets the requirement of no attenuation of the dynamic property of the whole vehicle. The above-described operation mode control system of the hybrid vehicle has all the advantageous effects of the operation mode control method of the hybrid vehicle, and will not be described herein again.
The present invention also provides a hybrid vehicle including an operation mode control system of the hybrid vehicle, and thus has all the advantages of the operation mode control system of the hybrid vehicle, which will not be described herein again.
It is noted that, in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.
The hybrid vehicle, the operation mode control system and the method thereof according to the present invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (10)
1. An operation mode control method of a hybrid vehicle, characterized by comprising:
obtaining available driving power of a driving motor in a series driving mode after a vehicle is started;
judging whether the power required by the driver is met or not according to the available driving power of the driving motor, and if so, executing the next step;
judging whether the driver driving required power can enable the engine to enter a high-efficiency area or not at the current speed when the engine is directly driven, if so, executing the next step;
judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed, if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
2. The method for controlling an operating mode of a hybrid vehicle according to claim 1, wherein said step of determining whether or not said driver's driving demand power can be made to enter a high-efficiency region by said engine at a current vehicle speed when the engine is directly driven, further comprises:
in the event that the engine is unable to enter the high efficiency zone, maintaining the operating mode of the vehicle in series drive mode.
3. The method for controlling the operating mode of the hybrid vehicle according to claim 1, wherein after the step of determining whether the direct drive power of the engine at the current vehicle speed meets the requirement of no power attenuation of the entire vehicle, the method further comprises:
and if the direct drive power of the engine does not meet the requirement of no attenuation of the dynamic property of the whole vehicle, the working mode of the vehicle is kept to be a series drive mode.
4. The operating mode control method of a hybrid vehicle according to claim 1, characterized by, after the step of determining whether the driver's driving demand power is satisfied based on the available driving power of the driving motor, further comprising:
if the available driving power of the driving motor does not meet the driving demand power of the driver, judging whether the available driving power of the driving motor is larger than or equal to the available discharging power of the battery, and if so, executing the next step;
judging whether the difference value between the available driving power of the driving motor and the available discharging power of the battery at the current speed and the minimum value of the available discharging power of the generator are smaller than or equal to the direct driving power of the engine or not, if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
5. The operation mode control method of a hybrid vehicle according to claim 4, wherein after the step of determining whether or not the minimum value of the difference between the available drive power of the drive motor and the available discharge power of the battery at the current vehicle speed and the actual generated power of the generator is equal to or less than the direct drive power of the engine, further comprising:
if not, the working mode of the vehicle is kept to be a series driving mode.
6. The operation mode control method of a hybrid vehicle according to claim 4, characterized in that after the step of determining whether the available drive power of the drive motor is equal to or greater than the available discharge power of the battery, further comprising:
if the available driving power of the driving motor is smaller than the available discharging power of the battery, judging whether the direct driving power of the engine is larger than the available driving power of the driving motor at the current vehicle speed, and if so, executing the next step;
and switching the working mode of the vehicle to a parallel driving mode.
7. The method of controlling an operation mode of a hybrid vehicle according to claim 6, wherein after the step of determining whether the direct drive power of the engine is greater than the available drive power of the drive motor at the current vehicle speed, further comprising:
if not, the working mode of the vehicle is kept to be a series driving mode.
8. The method for controlling the operating mode of the hybrid vehicle according to claim 4, wherein the step of judging whether the direct drive power of the engine at the current vehicle speed meets the requirement of no power attenuation of the whole vehicle specifically comprises the steps of:
and judging whether the minimum value of the difference value between the driver driving required power and the available discharge power of the battery and the actual generating power of the generator is less than or equal to the direct drive power of the engine or not at the current vehicle speed.
9. An operation mode control system of a hybrid vehicle, characterized by comprising:
the acquisition module is used for acquiring available driving power of the driving motor in a series driving mode after the vehicle is started;
the initial judgment module is used for judging whether the available driving power of the driving motor meets the driving power demand of a driver;
the intermediate range judging module is used for judging whether the driver driving required power can enable the engine to enter an efficient area or not at the current speed when the engine is directly driven;
and the final judgment module is used for judging whether the direct drive power of the engine meets the requirement of no attenuation of the dynamic property of the whole vehicle at the current vehicle speed.
10. A hybrid vehicle comprising an operation mode control system of the hybrid vehicle according to claim 9.
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| CN110949368B (en) * | 2019-12-06 | 2021-08-03 | 中国第一汽车股份有限公司 | Control method and device for hybrid vehicle, storage medium and vehicle |
| CN112810599B (en) * | 2020-04-17 | 2022-04-12 | 长城汽车股份有限公司 | Vehicle driving control method and system |
| CN112744211B (en) | 2020-04-17 | 2022-06-24 | 长城汽车股份有限公司 | Vehicle driving control method and system |
| CN112319457B (en) * | 2020-11-11 | 2021-11-09 | 南昌济铃新能源科技有限责任公司 | Battery power distribution control method and device |
| CN113467412B (en) * | 2021-06-11 | 2023-03-14 | 重庆长安汽车股份有限公司 | System and method for vehicle driving mode integrated linkage |
| CN116552498B (en) * | 2023-05-31 | 2024-03-01 | 重庆赛力斯凤凰智创科技有限公司 | Hybrid power mode switching method and device and vehicle |
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