CN110949367A - ISG mild hybrid vehicle mode switching optimization method based on thermoelectric power generation - Google Patents

ISG mild hybrid vehicle mode switching optimization method based on thermoelectric power generation Download PDF

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CN110949367A
CN110949367A CN201911189775.7A CN201911189775A CN110949367A CN 110949367 A CN110949367 A CN 110949367A CN 201911189775 A CN201911189775 A CN 201911189775A CN 110949367 A CN110949367 A CN 110949367A
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vehicle
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engine
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汪若尘
余未
罗丁
周卫琪
陈龙
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Jiangsu University
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    • B60—VEHICLES IN GENERAL
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    • B60W40/10—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 related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W40/10—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 related to vehicle motion
    • B60W40/107—Longitudinal acceleration
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

The invention discloses a mode switching optimization method for an ISG (integrated starter generator) mild hybrid vehicle based on thermoelectric generation, which comprises the steps of establishing a longitudinal dynamic model of the whole vehicle by comprehensively measuring the output power and dead weight consumption of a thermoelectric generator so as to obtain the correction efficiency of the whole vehicle, then utilizing quadratic programming to respectively calculate the optimal correction efficiency of the whole vehicle, which changes along with the speed and acceleration of the vehicle, in three modes, namely an engine independent working mode, a motor power-assisted mode and a running charging mode, obtaining the optimal correction efficiency of the whole vehicle under any vehicle speed and any acceleration by comparison, wherein the corresponding working mode is the optimal mode under the current working condition and is used as the basis for switching the working modes of the whole vehicle. The method realizes the optimization of the mode switching of the ISG mild hybrid electric vehicle, improves the whole vehicle efficiency and the energy utilization rate of the thermoelectric generator, has certain reference significance for all vehicles using the thermoelectric generator, and has the advantages of clear steps, simple implementation, obvious optimization result and strong practicability.

Description

ISG mild hybrid vehicle mode switching optimization method based on thermoelectric power generation
Technical Field
The invention belongs to the technical field of hybrid vehicles, and particularly relates to a mode switching optimization method for an ISG (integrated starter generator) mild hybrid vehicle with thermoelectric power generation.
Background
The tail gas thermoelectric generator based on the Seebeck effect can directly convert tail gas heat energy into electric energy, saves fuel oil consumption, reduces environmental pollution, and has wide attention due to the advantages of good stability, quiet work, no need of regular maintenance, no consumption of extra energy and the like. Different from the limited application approach of the thermoelectric generator on the traditional fuel vehicle, the generated electric energy can act on a plurality of modules of the hybrid vehicle, such as start-stop, electric power assistance, battery electric quantity balance and the like. Meanwhile, the engine of the mild hybrid vehicle stops working only under the working conditions of starting, stopping and partial low-speed and low-load, so that the defect that the total amount of tail gas waste heat is less due to discontinuous working of the engine of the hybrid vehicle can be effectively overcome, and the application platform of the thermoelectric generator is very suitable. The conclusion that the thermoelectric generator can effectively improve the fuel economy of the mild hybrid vehicle is obtained in the prior art, but the research is not carried out on a whole vehicle mode switching strategy, the energy-saving potential of the thermoelectric generator cannot be further excavated, and the whole vehicle efficiency and the fuel economy are comprehensively improved.
There are mainly four operating modes of an ISG mild hybrid vehicle, including an engine-only operating mode, a motor-assisted mode, a charging mode, and an electric mode. Except the electric mode, the thermoelectric generator works normally in the other three modes. The main tasks of the traditional energy management strategy of the hybrid electric vehicle are to control the optimal speed ratio of the CVT according to different working modes of the vehicle, distribute power between an engine and a motor and ensure the highest real-time efficiency of a transmission system. The thermoelectric generator is integrated in the whole vehicle, so that on one hand, the self weight of the thermoelectric generator can bring power loss of different degrees under different driving working conditions; on the other hand, the power output by the thermoelectric generator also influences the power distribution of the whole vehicle, and the original mode switching is based on the fact that the thermoelectric generator is not suitable any more, so that the longitudinal dynamic equation of the whole vehicle needs to be established on the basis of comprehensively considering the working characteristics of the thermoelectric generator, and the system efficiency of the mild hybrid vehicle in different working modes is optimized.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides an ISG mild hybrid vehicle mode switching optimization method based on thermoelectric generation, which improves the whole vehicle efficiency and the energy utilization rate of a thermoelectric generator.
The invention achieves the purpose through the following technical scheme.
An ISG mild hybrid vehicle mode switching optimization method based on thermoelectric power generation comprises the following steps:
step (1), establishing a relation model of vehicle speed, acceleration and engine exhaust temperature through a test by combining vehicle parameters;
step (2), obtaining the relation between the hot end working temperature and the exhaust temperature of the thermoelectric generator based on the average engine model, and inputting the relation into a PC (personal computer);
step (3), establishing a relation model of vehicle speed, acceleration and output power of the thermoelectric generator in a PC (personal computer);
step (4), establishing a net power analysis model of the thermoelectric generator;
determining the working modes of the ISG mild hybrid electric vehicle, and establishing a longitudinal dynamic model of the whole vehicle in each working mode;
step (6), constructing a whole vehicle correction efficiency model under each working mode;
step (7), obtaining the optimal whole vehicle correction efficiency along with the change of the vehicle speed and the acceleration under each working mode through secondary planning;
and (8) determining the mode switching criterion of the ISG mild hybrid vehicle according to the optimal finished vehicle correction efficiency, and transmitting the criterion to the ECU by the PC for mode switching.
Further, the whole vehicle parameters are engine parameters.
Further, the vehicle speed, acceleration, and engine exhaust temperature relationship model is determined from engine parameters.
Further, the establishment of the relation model of the vehicle speed, the acceleration and the output power of the thermoelectric generator is a method as follows: the hot end working temperature of the thermoelectric generator is obtained according to the exhaust temperature of the engine, the relation between the output power of the thermoelectric generator and the hot end working temperature is obtained based on the thermoelectric effect, and the relation model between the vehicle speed, the acceleration and the engine exhaust temperature is obtained based on the established relation model.
Furthermore, the net power analysis model of the thermoelectric generator is as follows: pTEG＝P1-PcomsumeIn which P iscomsumeIs the power loss caused by the self weight of the thermoelectric generator, and
Figure BDA0002293272980000021
where u is the vehicle speed and frRoll damping coefficient, α slope angle, δ mass coefficient, mTEGG is the gravitational acceleration, which is the mass of the thermoelectric generator.
Further, the ISG mild hybrid vehicle working modes comprise an engine single driving mode, an electric power assisting mode and a driving charging mode.
Furthermore, the longitudinal dynamics modes of the whole vehicle in each working mode are respectively as follows:
engine-only drive mode:
Figure BDA0002293272980000022
Figure BDA0002293272980000023
Figure BDA0002293272980000024
the driving charging mode is as follows:
Figure BDA0002293272980000025
Figure BDA0002293272980000031
electric power-assisted mode:
Figure BDA0002293272980000032
wherein: i isrIs equivalent moment of inertia, omega, at the wheelrAs angular velocity of the wheel, IeIs the rotational inertia of the engine, omegaeAs angular speed of the engine, ImIs the moment of inertia of the motor, omegamIs the motor speed, igFor speed ratio of transmission, ηgFor transmission efficiency, i0Is the main speed reducer speed ratio, TeAs engine torque, TreqTorque is demanded at the wheels.
Furthermore, the whole vehicle correction efficiency model in each working mode is as follows:
Figure BDA0002293272980000033
input power P of whole vehicle systemin＝Teωe/ηeWherein ηeIs the engine thermal efficiency.
Further, the mode switching criterion of the ISG mild hybrid vehicle is specifically as follows: and integrating the optimal whole vehicle correction efficiency in each working mode, comparing the optimal whole vehicle correction efficiency in each mode, taking the maximum optimal whole vehicle correction efficiency value under each vehicle speed and acceleration, and taking the corresponding working mode as the optimal mode under the current working condition.
Compared with the prior art, the invention has the beneficial effects that:
1. according to the mode switching optimization method provided by the invention, on the basis of comprehensively considering the output power and the dead weight consumption of the thermoelectric generator, the optimal whole vehicle correction efficiency under three working modes of motor assistance, engine independent working and running charging is determined, the optimization of the mode switching of the ISG mild hybrid vehicle is realized, the whole vehicle efficiency and the energy utilization rate of the thermoelectric generator are improved, the fuel economy of the whole vehicle is further improved, and the mode switching optimization method has certain practical value.
2. The invention establishes a relation model of vehicle speed, acceleration and output power of the thermoelectric generator, provides a whole vehicle correction efficiency for comprehensively measuring net power and dead weight consumption of the thermoelectric generator, is suitable for ISG mild hybrid vehicles, and has certain reference significance for all vehicles using the thermoelectric generator.
Drawings
FIG. 1 is a flow chart of an implementation of the method for optimizing mode switching of an ISG mild hybrid vehicle based on thermoelectric power generation according to the present invention;
FIG. 2 is a graph showing the relationship between the correction efficiency of the entire vehicle and the variation of the vehicle speed and the acceleration in the engine single driving mode of the present invention;
FIG. 3 is a graph showing the relationship between the vehicle speed and the acceleration of the correction efficiency of the entire vehicle in the charging mode of the present invention;
FIG. 4 is a graph showing the relationship between the correction efficiency of the entire vehicle and the variation of the vehicle speed and the acceleration in the electric power-assisted mode of the present invention;
fig. 5 is a diagram illustrating the mode switching result after optimization according to an embodiment of the present invention.
Detailed Description
The invention will be further illustrated with reference to the following figures and examples, without however restricting the scope of the invention thereto.
As shown in fig. 1, a method for optimizing mode switching of an ISG mild hybrid vehicle based on thermoelectric power generation comprises the following steps:
step (1), inputting finished vehicle parameters and thermoelectric generator parameters of the ISG mild hybrid vehicle into a PC, wherein the finished vehicle parameters of the ISG mild hybrid vehicle comprise vehicle body parameters, engine parameters (the model of the engine in the embodiment is JL475Q3) and ISG motor parameters; as shown in table 1.
TABLE 1 complete vehicle parameters, thermoelectric generator parameters
Figure BDA0002293272980000041
And (2) establishing a relation model of vehicle speed, acceleration and engine exhaust temperature by establishing and measuring the engine, and inputting the relation model into a PC (personal computer). The establishment method comprises the following steps: the engine is enabled to stably work at all working points respectively (a single working point contains vehicle speed and acceleration information), and the engine exhaust temperature of each working point is measured, so that a relation model of the vehicle speed, the acceleration and the engine exhaust temperature is established. Because engine models of different ISG mild hybrid vehicles are different, the established relation models of the vehicle speed, the acceleration and the engine exhaust temperature are also different.
And (3) estimating the temperature of any position of the exhaust pipe according to the temperature drop model along the pipe by the average value engine model (MVEM) according to the known inlet temperature of the exhaust pipe (namely the exhaust temperature of the engine), obtaining the hot end working temperature of the thermoelectric generator, and inputting the hot end working temperature into a PC (reference is Eriksson L.
Step (4), establishing the relation between the vehicle speed and the acceleration and the output power of the thermoelectric generator in the PC;
the establishment method comprises the following steps: obtaining a temperature difference from the difference between the hot end working temperature obtained in the step (3) and the temperature of a cooling water pipe of a vehicle engine (which can be read by an ECU), wherein the product of the temperature difference and the Seebeck coefficient of a thermoelectric material (obtained by a thermoelectric material manual) is the output voltage of the thermoelectric generator based on the thermoelectric effect, the output current of the thermoelectric generator can be obtained by dividing the output voltage by the internal resistance of the thermoelectric generator (measured by an instrument) and the load resistance (usually set to be equal to the internal resistance), and the product of the output voltage of the thermoelectric generator and the output current of the thermoelectric generator can be used for obtaining the output power P of the thermoelectric generator1The relation between the output power of the thermoelectric generator and the working temperature of the hot end can be obtained through the processes. And (3) obtaining a relation model of the vehicle speed, the acceleration and the output power of the thermoelectric generator based on the relation model of the vehicle speed, the acceleration and the engine exhaust temperature established in the step (2) and the hot end working temperature of the thermoelectric generator obtained in the step (3).
Step (5), establishing a net power analysis model of the thermoelectric generator;
power loss P caused by self weight of thermoelectric generatorcomsumeThe following relationships exist between the vehicle speed and the vehicle body acceleration:
Figure BDA0002293272980000051
wherein u is the vehicle speed, frRoll damping coefficient, α slope angle, δ mass coefficient, mTEGG is the gravitational acceleration, which is the mass of the thermoelectric generator.
Output power and P through thermoelectric generatorcomsumeThe difference of (a) can be used to represent the net power of the thermoelectric generator, i.e.:
PTEG＝P1-Pcomsume
step (6), determining the working mode of the ISG mild hybrid vehicle;
the ISG mild hybrid vehicle operating mode comprises: the system comprises an engine independent driving mode, an electric power assisting mode, a driving charging mode and a pure electric mode. According to the actual design requirement, a pure electric mode can be cancelled, and the mode switching optimization method provided by the invention is not influenced by the cancellation of the pure electric mode.
Step (7), establishing a whole vehicle longitudinal dynamics model under each working mode according to a vehicle dynamics theory;
① engine-only drive mode:
Figure BDA0002293272980000052
Figure BDA0002293272980000053
Figure BDA0002293272980000054
② driving charging mode, different from the engine single working mode, the dynamic model in this mode needs to consider the work of the motor, the concrete form is:
Figure BDA0002293272980000055
Figure BDA0002293272980000056
③ electric power-assisted mode, the electric power-assisted mode is mainly used for high-speed high-load working condition, the engine load rate is high this moment, the dynamic property is poor, extra power that the thermoelectric generator dead weight brought becomes big, and it is not in best working temperature district, and output power descends, and the dynamics model under this mode is:
Figure BDA0002293272980000061
in the above formulas: i isrIs equivalent moment of inertia at the wheel, kg.m2；ωrIs the wheel angular velocity, rad/s; i iseIs the rotational inertia of the engine, kg.m2；ωeIs the engine angular velocity, rad/s; i ismIs the rotational inertia of the motor, kg.m2；ωmIs the motor speed, rad/s; i.e. igη for speed ratiogTo transmission efficiency; i.e. i0The speed ratio of the main speed reducer is obtained; t iseIs the engine torque, N.m; t isreqThe required torque at the wheels, N · m.
Step (8), constructing a whole vehicle correction efficiency model under each working mode;
① the output power P of the whole vehicle under the engine single driving mode can be obtained by the following formulaout，PoutIs the sum of the following five power items, which are respectively: the power of overcoming the rolling resistance of the whole vehicle, the power of overcoming the wind resistance of the whole vehicle, the power of overcoming the acceleration resistance generated by the acceleration of a motor, the power of overcoming the acceleration resistance of the whole vehicle and the output power of a thermoelectric generator, and the calculation mode of each power can be obtained by the vehicle dynamics theory:
Figure BDA0002293272980000062
② charging mode for vehicle
To charge power PmIs equivalent to as outputThe storage battery of power charges energy, and then whole car output power is:
Figure BDA0002293272980000063
the first four power items are the same as the independent driving mode of the engine, but the output power of the motor needs to be considered in the fifth item, and the motor charges the whole vehicle, so the power is positive.
③ the output power of the whole vehicle in the electric power assisting mode is as follows:
Figure BDA0002293272980000064
the first four power items are the same as the single driving mode of the engine, but the fifth power item needs to consider the output power of the motor, and the energy consumed by the motor at the moment is negative.
The input power of the whole vehicle system is as follows:
Pin＝Teωe/ηe
the whole vehicle correction efficiency influenced by the thermoelectric generator is as follows:
Figure BDA0002293272980000071
wherein: r is the wheel radius, m; m is the total vehicle mass, kg; cdIs the air resistance coefficient; a is the windward area, m2；ηeη for the thermal efficiency of the enginebat_chargeTo charge energy efficiency.
And (9) determining constraint conditions in each working mode, and performing quadratic programming to obtain the optimal finished automobile correction efficiency along with the change of the speed and the acceleration of the automobile in each working mode.
The quadratic programming adopts sequential quadratic programming, which is realized by Matlab software in the prior art and is carried out at a given speed u ([5-160 ]]km/h), acceleration
Figure BDA0002293272980000072
And the state of charge of the battery, such that igThe maximum vehicle efficiency is found η by changing between 0.4 and 4.2 by taking 0.01 as a step lengthsys。
① the constraints and optimization objective function for the engine-only driving mode are:
Figure BDA0002293272980000073
J＝maxηsys(t)
the simulation is carried out to obtain the relation of the whole vehicle correction efficiency along with the change of the vehicle speed and the acceleration under the engine individual driving mode, and as shown in fig. 2, the optimal whole vehicle correction efficiency under the engine individual driving mode is obtained from fig. 2.
② the constraint conditions and the optimized objective function of the charging mode of the running vehicle are respectively as follows:
Figure BDA0002293272980000074
J＝maxηsys(t)
in the formula TmMotor torque, N · m.
The relationship between the correction efficiency of the whole vehicle and the change of the acceleration under the driving charging mode along with the vehicle speed can be obtained through simulation, and as shown in fig. 3, the optimal correction efficiency of the whole vehicle under the driving charging mode can be obtained through the graph 3.
③ the constraint conditions and the optimization objective function of the electric power-assisted mode and the driving charging mode are the same, the relationship of the whole vehicle correction efficiency along with the change of the vehicle speed and the acceleration under the electric power-assisted mode can be obtained through simulation, and as shown in fig. 4, the optimal whole vehicle correction efficiency under the electric power-assisted mode is obtained through 4.
Step (10), determining the mode switching criterion of the ISG mild hybrid vehicle, specifically: the optimal whole vehicle correction efficiency under each working mode is integrated, the optimal whole vehicle correction efficiency under each mode is compared, the maximum optimal whole vehicle correction efficiency value under each vehicle speed and acceleration is obtained, the corresponding working mode is the optimal mode under the current working condition, the mode division boundary can be obtained based on the obtained result, and as shown in fig. 5, the mode division result is transmitted to the ECU by the PC and serves as the mode switching basis of the ISG mild hybrid vehicle.
The above detailed description of the embodiments according to the present invention is provided. Technical solution according to the present invention, a person skilled in the art may propose various alternative structures and implementations without changing the spirit of the present invention. Therefore, the above-described embodiments and the accompanying drawings are only exemplary illustrations of the technical solutions of the present invention, and should not be construed as all of the present invention or as limitations or limitations on the technical solutions of the present invention.

Claims (9)

1. The method for optimizing the mode switching of the ISG mild hybrid vehicle based on thermoelectric power generation is characterized by comprising the following steps of:
step (1), establishing a relation model of vehicle speed, acceleration and engine exhaust temperature through a test by combining vehicle parameters;
step (2), obtaining the relation between the hot end working temperature and the exhaust temperature of the thermoelectric generator based on the average engine model, and inputting the relation into a PC (personal computer);
step (3), establishing a relation model of vehicle speed, acceleration and output power of the thermoelectric generator in a PC (personal computer);
step (4), establishing a net power analysis model of the thermoelectric generator;
determining the working modes of the ISG mild hybrid electric vehicle, and establishing a longitudinal dynamic model of the whole vehicle in each working mode;
step (6), constructing a whole vehicle correction efficiency model under each working mode;
step (7), obtaining the optimal whole vehicle correction efficiency along with the change of the vehicle speed and the acceleration under each working mode through secondary planning;
and (8) determining the mode switching criterion of the ISG mild hybrid vehicle according to the optimal finished vehicle correction efficiency, and transmitting the criterion to the ECU by the PC for mode switching.
2. The method for optimizing the mode switching of the ISG mild hybrid vehicle based on the thermoelectric generation as claimed in claim 1, wherein the vehicle parameters are engine parameters.
3. The method of claim 2, wherein the vehicle speed, acceleration and engine exhaust temperature relationship model is determined by engine parameters.
4. The method for optimizing the mode switching of the ISG mild hybrid vehicle based on the thermoelectric generation as claimed in claim 1, wherein the model of the relationship between the vehicle speed, the acceleration and the output power of the thermoelectric generator is established as a method: the hot end working temperature of the thermoelectric generator is obtained according to the exhaust temperature of the engine, the relation between the output power of the thermoelectric generator and the hot end working temperature is obtained based on the thermoelectric effect, and the relation model between the vehicle speed, the acceleration and the engine exhaust temperature is obtained based on the established relation model.
5. The method for optimizing the mode switching of the ISG mild hybrid vehicle based on the thermoelectric generation as claimed in claim 4, wherein the analytical model of the net power of the thermoelectric generator is as follows: pTEG＝P1-PcomsumeIn which P iscomsumeIs the power loss caused by the self weight of the thermoelectric generator, and
Figure FDA0002293272970000011
where u is the vehicle speed and frRoll damping coefficient, α slope angle, δ mass coefficient, mTEGG is the gravitational acceleration, which is the mass of the thermoelectric generator.
6. The method as claimed in claim 1, wherein the ISG mild hybrid vehicle operation mode comprises an engine-only driving mode, an electric power assisting mode and a driving charging mode.
7. The method for optimizing the mode switching of the ISG mild hybrid vehicle based on the thermoelectric generation according to claim 6, wherein the longitudinal dynamic modes of the whole vehicle in each working mode are respectively as follows:
engine-only drive mode:
Figure FDA0002293272970000021
Figure FDA0002293272970000022
Figure FDA0002293272970000023
the driving charging mode is as follows:
Figure FDA0002293272970000024
Figure FDA0002293272970000025
electric power-assisted mode:
Figure FDA0002293272970000026
wherein: i isrIs equivalent moment of inertia, omega, at the wheelrAs angular velocity of the wheel, IeIs the rotational inertia of the engine, omegaeAs angular speed of the engine, ImIs the moment of inertia of the motor, omegamIs the motor speed, igFor speed ratio of transmission, ηgFor transmission efficiency, i0Is the main speed reducer speed ratio, TeAs engine torque, TreqTorque is demanded at the wheels.
8. The ISG mild hybrid vehicle mode switching optimization method based on thermoelectric generation according to claim 7, wherein the whole vehicle correction efficiency model in each working mode is as follows:
Figure FDA0002293272970000027
input power P of whole vehicle systemin＝Teωe/ηeWherein ηeIs the engine thermal efficiency.
9. The ISG mild hybrid vehicle mode switching optimization method based on thermoelectric generation according to claim 1, wherein the ISG mild hybrid vehicle mode switching criterion is specifically as follows: and integrating the optimal whole vehicle correction efficiency in each working mode, comparing the optimal whole vehicle correction efficiency in each mode, taking the maximum optimal whole vehicle correction efficiency value under each vehicle speed and acceleration, and taking the corresponding working mode as the optimal mode under the current working condition.
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