CN110194179B - System for determining power mode of tandem type hybrid electric vehicle - Google Patents

System for determining power mode of tandem type hybrid electric vehicle Download PDF

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CN110194179B
CN110194179B CN201910563298.XA CN201910563298A CN110194179B CN 110194179 B CN110194179 B CN 110194179B CN 201910563298 A CN201910563298 A CN 201910563298A CN 110194179 B CN110194179 B CN 110194179B
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power
power mode
hybrid electric
battery
energy management
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胡晓松
侯聪
解少愽
唐小林
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Chongqing University
Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0037—Mathematical models of vehicle sub-units
    • B60W2050/0039—Mathematical models of vehicle sub-units of the propulsion unit
    • 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

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
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  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a system for determining a power mode of a series hybrid electric vehicle, belonging to the field of energy management of electric trucks. An energy management strategy based on the Pontryagin Minimum Principle (PMP) is adopted for a series hybrid electric vehicle, and the gear of an automatic transmission, an auxiliary power unit and the output power of a battery are simultaneously controlled to be optimized. Whereas the optimal energy consumption problem for series hybrid electric vehicles may form a regular two-point boundary problem when the final state of charge value of the battery is equal to the initial level, the problem may be solved directly by numerical methods, i.e., it is a targeting method. However, the minimum total energy consumption of the PMP-based plug-in hybrid vehicle does not always have a two-point boundary value problem (TPBVP) because the optimal solution of the power mode is the pure electric drive mode or the hybrid discharge mode depending on the travel distance.

Description

System for determining power mode of tandem type hybrid electric vehicle
Technical Field
The invention belongs to the field of energy management of electric trucks, and relates to a system for determining a power mode of a series hybrid electric vehicle.
Background
In the energy management problem of the series hybrid electric vehicle, the Pointryagin Minimum Principle (PMP) is a global optimization algorithm with wide application, and the solution of the algorithm can inspire an equivalent minimum consumption strategy in practical application. Whereas the optimal energy consumption problem for series hybrid electric vehicles may form a regular two-point boundary problem when the final SOC value is equal to the initial level, the problem may be solved directly by numerical methods, i.e. it is a targeting method. However, the minimum total energy consumption of the PMP-based plug-in hybrid vehicle does not always have a two-point boundary value problem (TPBVP) because the optimal solution of the power mode is the pure electric drive mode or the hybrid discharge mode depending on the travel distance. Meanwhile, the minimum total energy consumption of the plug-in hybrid electric vehicle based on the PMP can be optimized by simultaneously considering two factors of the gear and the output power of the APU and the battery.
Disclosure of Invention
In view of the above, the present invention provides a system for determining a power mode of a series hybrid electric vehicle.
In order to achieve the purpose, the invention provides the following technical scheme:
a system for determining a power mode of a series hybrid electric vehicle comprises a vehicle modeling module, an energy management module and a power mode module, wherein the vehicle modeling module is used for building a series hybrid electric vehicle power system model, the energy management module is used for carrying out energy management on the series hybrid electric vehicle according to an energy management strategy, and the power mode module is used for carrying out power mode management on the series hybrid electric vehicle.
Further, the automobile modeling module comprises a parameter obtaining submodule, an engine modeling submodule, a motor modeling submodule and an automobile dynamics submodule, wherein the parameter obtaining submodule is used for obtaining parameters of an engine, an automatic transmission, a battery and a motor in a power system, the engine modeling submodule is used for building an engine efficiency model according to the parameters of the engine, the motor modeling submodule is used for building a motor efficiency model according to the parameters of the motor, and the automobile dynamics submodule is used for building an automobile dynamics model according to the automobile and the environment parameters.
Further, the powertrain system establishes the following equation:
Figure BDA0002108850650000021
wherein T represents a wheel required torque, PrIndicating the power demand of the motor, ηmIndicating motor efficiency, ηdRepresenting the mechanical efficiency of the transmission system, m representing the vehicle mass, u representing the vehicle speed, representing the conversion factor of the rotating mass, ieIndicates a final reduction ratio, i0Representing gear ratio, r wheel radius, CdDenotes the coefficient of air resistance, A denotes the area of the front window, nmIndicating the motor speed.
Further, the energy management adopts an energy management strategy (PMP) determined based on the Pontryagin minimum principle, the output power of the automatic transmission gear and an Auxiliary Power Unit (APU) is adopted as a control variable, and the state of charge (SOC) of a battery is adopted as a state variable.
The following equation is used as the energy management objective function:
Figure BDA0002108850650000022
wherein H represents the Hamiltonian function value, CfThe price of the fuel is indicated,
Figure BDA0002108850650000023
indicating the specific fuel consumption, CeRepresenting the price of the grid, PbatRepresenting the battery power consumption, PAPURepresenting APU output power, λ representing covariate, SOC representing battery state of charge, igIndicating transmission gear, f (SOC, P)APU,ig) Representing an equation of state; wherein the content of the first and second substances,
Figure BDA0002108850650000024
in the formula IbRepresenting the battery current, QbRepresents the battery capacity, Voc(SOC) represents the open-circuit voltage, Rb(SOC) represents the equivalent resistance, Pb(PAPU,ig) Representing battery terminal power.
Further, the constraints of the energy management objective function are as follows:
Figure BDA0002108850650000025
further, the power mode is related to a travel distance. The power modes adopt a pure electric mode and a hybrid power mode.
Further, the electric-only mode is determined to be executed according to whether the APU is operating and the final state of charge of the battery. The method specifically comprises the following steps: when the APU is not working and the final state of charge of the battery is larger than the set value, the power mode is determined to be the pure electric mode. Otherwise, the power mode is the hybrid mode.
The invention has the beneficial effects that:
the invention selects an extended-range electric truck with an automatic transmission, researches an energy management strategy of the electric truck based on Pontryagin Minimum Principle (PMP), selects the gears of the automatic transmission, the power of a battery and an auxiliary power unit as control variables, and adopts the state of charge as a state variable. And respectively carrying out simulation in driving cycles at different distances, and determining whether the pure electric mode or the hybrid power mode is executed at different driving distances according to whether the auxiliary power unit works and the final state of charge. .
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.
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For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:
FIG. 1 is a power transmission system configuration of a series hybrid electric vehicle;
FIG. 2 is a flow chart of a hybrid control strategy;
FIG. 3 is a SOC trace of a target process under 2 CCBDC conditions;
FIG. 4 shows the output power of the APU and battery for 2 CCBDC conditions;
FIG. 5 illustrates the gear utilization under 2 CCBC;
FIG. 6 is a SOC trace of a target process under 8 CCBDC conditions;
FIG. 7 shows the output power of the APU and battery for 8 CCBDC operating conditions;
fig. 8 shows the gear utilization under 8 CCBC.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.
Wherein the showings are for the purpose of illustrating the invention only and not for the purpose of limiting the same, and in which there is shown by way of illustration only and not in the drawings in which there is no intention to limit the invention thereto; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", etc., based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not an indication or suggestion that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes, and are not to be construed as limiting the present invention, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.
The embodiment determines a power mode of a series hybrid electric vehicle, and the power mode includes a vehicle modeling module, an energy management module, and a power mode module, where the vehicle modeling module is configured to establish a power system model of the series hybrid electric vehicle, the energy management module performs energy management on the series hybrid electric vehicle according to an energy management policy, and the power mode module performs power mode management on the series hybrid electric vehicle.
The automobile modeling module is used for establishing a serial hybrid electric automobile power system model, and as shown in fig. 1, the automobile modeling module is a schematic diagram of a serial hybrid electric automobile power transmission system structure of the invention, the serial hybrid electric automobile power transmission system structure comprises an auxiliary power unit 1 consisting of an engine and a generator, an integrated control unit 2, a battery 3, a motor 4 and an automatic transmission 5, the auxiliary power unit 1, the integrated control unit 2, the motor 4 and the automatic transmission are sequentially connected, the integrated control unit 2 and the battery 3 are connected with the motor 4, and the auxiliary power unit 1 and the battery 3 are used for providing energy required by the serial hybrid electric automobile.
The powertrain establishes the following equations:
Figure BDA0002108850650000041
in the formula, TrIndicating wheel torque demand, PrIndicating the power demand of the motor, ηmIndicating motor efficiency, ηdRepresenting the mechanical efficiency of the transmission system, m representing the vehicle mass, u representing the vehicle speed, representing the conversion factor of the rotating mass, ieIndicates a final reduction ratio, i0Representing gear ratio, r wheel radius, CdDenotes the coefficient of air resistance, A denotes the area of the front window, nmIndicating the motor speed.
The energy management adopts an energy management strategy determined based on the Pontryagin minimum principle, and as shown in a flow chart of the energy management strategy in fig. 2, the output power of a gear and an Auxiliary Power Unit (APU) of an automatic transmission is used as a control variable, and the state of charge (SOC) of a battery is used as a state variable.
FIG. 2 illustrates an energy management policy flow diagram, given SOC0、SOCf、
Figure BDA0002108850650000051
λ0And kappa (respectively an initial value of SOC, a last value of SOC, the minimum power after discretization of the APU, an initial co-modal variable, a limit value of the difference between the SOC value obtained by the last target shooting under the last working condition and the last value of SOC and a set constant), discretizing the power of the APU, calculating each power after discretization under each automatic transmission gear under the circulating working condition, calculating the energy consumption value, selecting the minimum value under each working condition from the energy consumption values, recording the power and the gear of the APU under each working condition, and obtaining the data which are the globally optimal control strategy. If it satisfies
Figure BDA0002108850650000052
(
Figure BDA0002108850650000053
For the SOC value, SOC, obtained by the last target shooting under the last working conditionfAt the set SOC minimum), the cycle ends. If not, when P isAPU0, and
Figure BDA0002108850650000054
the cycle ends. Otherwise, entering next target shooting, and obtaining the initial co-modal variable lambda of the next target shooting by utilizing a chord cutting methodiAnd ending until the target shooting is completed until the above conditions are met. The energy consumption value was calculated using the following formula:
Figure BDA0002108850650000055
wherein H represents the Hamiltonian function value, CfThe price of the fuel is indicated,
Figure BDA0002108850650000056
indicating the specific fuel consumption, CeRepresenting the price of the grid, PbatRepresenting the battery power consumption, PAPURepresenting APU output power, λ representing covariate, SOC representing battery state of charge, igIndicating transmission gear, f (SOC, P)APU,ig) Representing an equation of state; wherein the content of the first and second substances,
Figure BDA0002108850650000057
in the formula IbRepresenting the battery current, QbRepresents the battery capacity, Voc(SOC) represents the open-circuit voltage, Rb(SOC) represents the equivalent resistance, Pb(PAPU,ig) Representing battery terminal power.
The chord cutting method is represented by the following formula:
λ1＝λ0j＝1
λ2＝λ0+θ j＝2
Figure BDA0002108850650000058
wherein j is the number of times of target hitting.
The rate of change of the covariates in each target and the rate of change of SOC are represented by the following equations:
Figure BDA0002108850650000059
the values of the covariates and the SOC corresponding to each working condition in each target are expressed by the following formulas:
Figure BDA0002108850650000061
in the formula, the time step is set to be 1 second, and k is the time step of the cycle working condition.
The constraints for determining the energy management objective function are:
Figure BDA0002108850650000062
the power mode management is related to the distance traveled. When the cycle condition is over, the pair
Figure BDA0002108850650000063
Value and SOCfValue is carried outComparison (
Figure BDA0002108850650000064
For the SOC value, SOC, obtained by the last target shooting under the last working conditionfIs a set SOC lowest value), and is judged to be a pure electric drive mode according to whether the APU is started or not.
As can be seen by combining the fig. 3 and 4, under the working conditions of 2 CCBDC (China city bus cycle), the power generated by the battery is enough for the automobile to run, the APU does not work, and P isAPU0, and
Figure BDA0002108850650000065
and then entering a pure electric drive mode. And the gear utilization under 2 CCBC can be obtained according to fig. 5.
As can be seen by combining FIG. 6 and FIG. 7, under the 8 CCBDC working conditions, the power generated by the battery is not enough for the automobile to run, the APU is started, and P isAPUNot equal to 0, entering a hybrid power driving mode, and calculating by adopting a target practice method until
Figure BDA0002108850650000066
And the gear utilization under 8 CCBC can be obtained according to fig. 8.
Finally, the above embodiments are only intended to illustrate the technical solutions of the present invention and not to limit the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it will be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all of them should be covered by the claims of the present invention.

Claims (7)

1. A series hybrid electric vehicle power mode determination system is characterized in that: the system comprises an automobile modeling module, an energy management module and a power mode module;
the automobile modeling module is used for establishing a serial hybrid electric automobile power system model, the energy management module is used for carrying out energy management on the serial hybrid electric automobile according to an energy management strategy, and the power mode module is used for carrying out power mode management on the serial hybrid electric automobile;
the energy management adopts an energy management strategy determined based on the Pontryagin minimum principle, and adopts the following formula as an energy management target function:
Figure FDA0002522037480000012
wherein H represents the Hamiltonian function value, CfThe price of the fuel is indicated,
Figure FDA0002522037480000013
indicating the specific fuel consumption, CeRepresenting the price of the grid, PbatRepresenting the battery power consumption, PAPURepresenting APU output power, λ representing covariate, SOC representing battery state of charge, igIndicating transmission gear, f (SOC, P)APU,ig) Representing an equation of state; wherein the content of the first and second substances,
Figure FDA0002522037480000011
in the formula IbRepresenting the battery current, QbRepresents the battery capacity, Voc(SOC) represents the open-circuit voltage, Rb(SOC) represents the equivalent resistance, Pb(PAPU,ig) Representing battery terminal power.
2. The system for determining the power mode of a series hybrid electric vehicle according to claim 1, wherein: the automobile modeling module comprises a parameter obtaining submodule, an engine modeling submodule, a motor modeling submodule and an automobile dynamics submodule, wherein the parameter obtaining submodule is used for obtaining parameters of an engine, an automatic transmission, a battery and a motor in a power system, the engine modeling submodule is used for building an engine efficiency model according to the engine parameters, the motor modeling submodule is used for building a motor efficiency model according to the motor parameters, and the automobile dynamics submodule is used for building an automobile dynamics model according to an automobile and environment parameters.
3. The system for determining the power mode of a series hybrid electric vehicle according to claim 1, wherein: the energy management adopts the gear of the automatic transmission and the power of the auxiliary power unit as control variables, and adopts the state of charge of the battery as a state variable.
4. The system for determining the power mode of a series hybrid electric vehicle according to claim 1, wherein: the constraint conditions of the energy management objective function are as follows:
Figure FDA0002522037480000021
5. the system for determining the power mode of a series hybrid electric vehicle according to claim 1, wherein: the selection of the power mode is related to the travel distance, and the power mode comprises a pure electric mode and a hybrid power mode.
6. The system for determining the power mode of a series hybrid electric vehicle according to claim 5, wherein: the pure electric mode is determined whether to be executed according to whether the auxiliary power unit works and the final state of charge of the battery, and specifically comprises the following steps: when the auxiliary power unit is off and the final battery state of charge of the cycle is greater than the set point, the power mode is determined to be electric only mode.
7. The system for determining the power mode of a series hybrid electric vehicle according to claim 5, wherein: the hybrid mode is determined to be executed based on whether the auxiliary power unit is operating and the battery state of charge.
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