CN111252064A - Hybrid vehicle control method and system - Google Patents
Hybrid vehicle control method and system Download PDFInfo
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- CN111252064A CN111252064A CN201811452603.XA CN201811452603A CN111252064A CN 111252064 A CN111252064 A CN 111252064A CN 201811452603 A CN201811452603 A CN 201811452603A CN 111252064 A CN111252064 A CN 111252064A
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
Abstract
A hybrid vehicle control method and system, wherein the method comprises: in the clutch combination process, when the clutch is not combined, the auxiliary power unit is controlled to keep a power generation state; and after the clutch is combined, controlling the unloading torque of the engine in the auxiliary power unit, wherein the process of unloading the torque of the engine and the process of unloading the torque of the driving motor are synchronously carried out. The method can keep the torque output by the whole series-parallel power system stable by reducing the torque output by the driving motor while the torque output by the auxiliary power unit is increased due to unloading of the negative torque of the engine.
Description
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a hybrid vehicle control method and system.
Background
The pure electric vehicle is provided with a power battery and a driving motor, the driving motor drives the vehicle to run by utilizing electric energy provided by the power battery, and the pure electric vehicle needs to be provided with a corresponding charging device to charge the power battery. The hybrid electric vehicle is provided with an electric drive system and an auxiliary power unit on the vehicle, the auxiliary power unit can be a prime mover burning certain fossil fuel or a generator set driven by the prime mover, and the auxiliary power unit can provide energy for a power battery in the electric drive system, so that the hybrid electric vehicle does not need to be additionally provided with a charging device.
At present, in the prior art, the steady-state characteristic of an engine is usually over concerned for a hybrid electric vehicle, each working condition mode is usually considered in an isolated mode, and attention on transition working conditions, continuous connection of working conditions and the like is less concerned (such as coordinated switching of each component in a clutch combination process). In fact, after the engine load rate is greater than about 30% in a steady state, the engine is already in a higher efficiency zone, and the change in the load rate has little effect on the efficiency. However, if the engine load changes too quickly during transient conditions, the energy consumption may be multiplied due to the hysteresis characteristic of the torque available power output of the engine.
Disclosure of Invention
In order to solve the above problems, the present invention provides a hybrid vehicle control method which, during clutch engagement,
when the clutch is not combined, controlling the auxiliary power unit to keep a power generation state;
and after the clutch is combined, controlling the unloading torque of the engine in the auxiliary power unit, wherein the unloading torque of the engine and the unloading torque of the driving motor are synchronously carried out.
According to one embodiment of the invention, when the clutch starts to be combined, the engine is started in advance for a preset time period to drive the generator in the auxiliary power unit to operate by the engine, so that the generator generates and outputs electric energy.
According to one embodiment of the invention, the output power of the engine is adjusted in combination with the required charge of the drive motor and the required charge of the energy storage system before the clutch is engaged.
According to one embodiment of the invention, during the series power generation phase, the rotational speed of the auxiliary power unit is adjusted according to the rotational speed of the drive motor, wherein the difference between the rotational speed of the auxiliary power unit and the rotational speed of the drive motor is within a preset rotational speed difference range.
According to one embodiment of the invention, during the transition phase,
when the load rate of the engine is in a first preset interval, torque loading or unloading is carried out at a first loading/unloading rate;
when the load rate of the engine is in a second preset interval, torque loading or unloading is carried out at a second loading/unloading rate;
the maximum value between the first preset areas is smaller than the minimum value of a second preset interval, and the first loading/unloading speed is larger than the second loading/unloading speed.
According to one embodiment of the invention, during the transition phase,
when the load rate of the engine is in a third preset interval, torque loading or unloading is carried out at a third loading/unloading rate;
the maximum value between the second preset regions is smaller than the minimum value of a third preset interval, and the second loading/unloading rate is greater than the third loading/unloading rate.
According to one embodiment of the invention, in the direct drive phase,
the torque required to be output by each of the engine, the generator, and the drive motor is determined based on a command torque equal to the sum of the torques required to be output by each of the engine, the generator, and the drive motor.
According to an embodiment of the invention, in the direct-drive stage, when the variation amplitude of the command torque exceeds a preset variation threshold, an output torque variation value of the generator and/or the driving motor is generated according to the variation amplitude of the command torque, and the actual output torque of the generator and/or the driving motor is correspondingly adjusted according to the output torque variation value of the generator and/or the driving motor.
According to one embodiment of the invention, in the direct-drive stage, when the change amplitude of the command torque exceeds a preset change threshold, the torque required to be output by the engine, the generator and the driving motor respectively at present is determined according to the current command torque, wherein the difference value between the torque required to be output by the engine at present and the torque required to be output at the previous moment is smaller than a preset torque difference threshold.
The invention also provides a hybrid vehicle control system which is characterized by adopting the method as described in any one of the above methods to control the hybrid vehicle.
The hybrid vehicle control method provided by the invention optimizes the control mode based on the global engine operation condition which takes each mode into consideration, thereby improving the economy of the engine.
The method can keep the output torque of the whole series-parallel power system stable by reducing the output torque of the driving motor while the output torque of the auxiliary power unit is increased due to unloading of the negative torque by the engine by synchronously executing the torque unloading operation of the driving motor during the operation of unloading the torque of the engine.
In the direct-drive stage, compensation adjustment is carried out by driving the torque of the motor or the generator (such as motor parallel power assistance, generator direct-drive power generation and the like) so as to realize peak clipping and valley filling of the torque required to be output by the engine, thereby avoiding the load of the engine from changing rapidly.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required in the description of the embodiments or the prior art:
FIG. 1 is a schematic diagram of a prior art dual-motor hybrid powertrain for a hybrid vehicle;
FIG. 2 is a schematic diagram of an engine load curve of a vehicle model under a conventional control mode;
FIG. 3 is a schematic flow chart of an implementation of a hybrid vehicle control method according to one embodiment of the invention;
FIG. 4 is a graphical representation of an engine load curve obtained using the present method, according to one embodiment of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details or with other methods described herein.
Additionally, the steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions and, although a logical order is illustrated in the flow charts, in some cases, the steps illustrated or described may be performed in an order different than here.
Fig. 1 shows a schematic structure of a conventional dual-motor hybrid powertrain for a hybrid vehicle.
As shown in fig. 1, the existing dual-motor hybrid power system mainly includes: the engine 101, the generator 102, the driving motor 103, the normally closed clutch 104 and the electrically controlled clutch 105.
In the prior art, a matching test is usually performed on an Auxiliary Power Unit (APU) to obtain steady-state operating characteristic test data of the APU, and a point with the lowest fuel consumption rate is usually used as an operating point of the APU.
During engagement of the clutch (e.g., electronically controlled clutch 105), the torque of the generator 102 is first unloaded, and the APU is synchronized with the rotational speed of the driving motor 103 after the torque unloading is completed. And then the clutch is combined, and the clutch can respond to the torque demand of the whole vehicle through the accelerator of the engine after being combined.
Meanwhile, after the electronically controlled clutch 105 is engaged, in the engine direct-drive stage, for the prior art, almost all the driving torque required by the vehicle is provided by the engine, and the auxiliary torque provided by the generator 102 and the driving motor 103 is less.
In addition, in the prior art, after the engine 101 is started in a flameout state, the engine often enters a heavy-load power generation or direct-drive mode immediately.
For the dual-motor hybrid power system shown in fig. 1, due to the structural characteristics of the system, the vehicle can work in various modes such as pure electric, series power generation, parallel power assistance, pure direct drive, direct drive power generation, hybrid and the like, so that the diversity of the operating conditions of the engine is determined. In addition, the vehicle mode is switched in real time along with the change of the vehicle working condition during the vehicle running, so that the working condition of the engine needs to be changed along with the change. According to the characteristics of the engine, the efficiency of the engine is high when the engine runs under a steady-state working condition for a long time (namely the load is stable), and frequent and rapid changes of the running working condition are not beneficial to the economy. Fig. 2 is a schematic diagram showing an engine load curve of a certain vehicle type in a conventional control method.
Aiming at the problems in the prior art, the invention provides a novel hybrid vehicle control method and a hybrid vehicle control system for controlling a vehicle by applying the method.
Fig. 3 shows a schematic implementation flow chart of the hybrid vehicle control method provided by the embodiment.
As shown in fig. 3, the control method of the hybrid vehicle according to the present embodiment preferably determines whether or not clutch engagement is required in step S301. Wherein, if the electrically controlled clutch needs to be engaged, the method controls the electrically controlled clutch to start engaging in step S301.
In this embodiment, when the state of the power system of the hybrid vehicle is changed from the series state to another corresponding state (for example, the parallel boost state, the direct drive state, etc.), the method may determine that the clutch needs to be engaged, that is, the auxiliary power unit needs to be engaged with the driving motor 103.
If clutch engagement is required, the method controls the auxiliary power unit to maintain the power generation state in step S302 during the process of controlling the electronically controlled clutch to engage. That is, the method does not then vary the unloading of the generator torque at the beginning of clutch engagement as in the prior art.
During the electronically controlled clutch engagement, the method will continuously determine whether clutch engagement is complete in step S303. Wherein if the clutch engagement is not yet completed, the method continues to perform the clutch engagement operation, during which the method also controls the auxiliary power unit to maintain the power generation state.
If the clutch engagement is complete, the method controls the engine in the auxiliary power unit to unload torque in step S304. It should be noted that, in this embodiment, in order to avoid the sudden increase of the torque finally output by the hybrid powertrain due to the unloading of the engine torque, the method preferably performs the torque-down operation of the driving motor synchronously during the operation of unloading the engine torque. Therefore, the torque output by the whole series-parallel power system can be kept stable by reducing the torque output by the driving motor while the torque output by the auxiliary power unit is increased due to unloading of the negative torque by the engine.
In this embodiment, when the clutch starts to be engaged, the method preferably starts the engine in advance of a preset time period to drive the generator in the auxiliary power unit to operate by the engine, so that the generator generates and outputs electric energy.
For example, it is known in the art to start the engine and engage an electronically controlled clutch when the vehicle speed reaches 25 km/h. However, the method provided by the embodiment starts the engine when the vehicle speed reaches 20km/h, and the engine drives the generator to generate power. The method will engage the electronically controlled clutch only when the vehicle speed reaches 25 km/h.
In this embodiment, before the clutch is engaged (for example, during the series power generation phase), the method preferably adjusts the output power of the engine according to the required electric quantity of the driving motor and the required electric quantity of the energy storage system, so that the electric quantity generated by the generator can meet the requirements of the driving motor and the energy storage system.
Through analyzing the working principle and the working process of the existing dual-motor series-parallel power system, the inventor finds that in the prior art, a great amount of time is often consumed to synchronize the rotating speed of an engine and the rotating speed of a driving motor in the clutch combination process, so that the time consumed in the whole clutch combination process is too long.
In response to this problem, the hybrid vehicle control method provided by the embodiment adjusts the rotation speed of the auxiliary power unit according to the rotation speed of the driving motor during the series power generation phase. And the difference value between the rotating speed of the auxiliary power unit and the rotating speed of the driving motor is within a preset rotating speed difference value range.
That is, with the hybrid vehicle control method provided in this embodiment, in the series power generation phase, the method does not control the auxiliary power unit to operate at a certain constant rotation speed (i.e., the rotation speed corresponding to the lowest fuel consumption point) as in the prior art, but controls the rotation speed of the auxiliary power unit and the rotation speed of the drive motor to be maintained in a weak following state. That is, in the series power generation phase, when the rotation speed of the drive motor changes, the auxiliary power unit changes accordingly.
It should be noted that, in various embodiments of the present invention, the method may keep the rotation speed of the auxiliary power unit and the rotation speed of the driving motor consistent, or may only keep the rotation speed of the auxiliary power unit and the rotation speed of the driving motor relatively stable (i.e. the difference between the rotation speed of the auxiliary power unit and the rotation speed of the driving motor is kept within a certain rotation speed difference range) during the series power generation phase according to actual needs.
It should be noted that in other embodiments of the present invention, the method may also reduce the length of time it takes for the entire clutch engagement process by appropriately lowering the operating point of the auxiliary power unit and raising the clutch engagement point.
For example, the operating point with the lowest specific fuel consumption corresponds to a speed of 1200 rpm for the prior art, whereas the operating point of the auxiliary power unit is lower for the present method than for the conventional operating point (e.g., 1050 rpm). Meanwhile, the clutch engagement point in the prior art is 800 rpm, while the clutch engagement point in the present method may be 900 rpm. The speed range (i.e., speed difference) that needs to be adjusted for the positive clutch engagement process is thus significantly smaller, thereby reducing the time taken for the entire clutch engagement process.
In the direct-drive stage, the electric control clutch is in a combined state, the power of the whole vehicle is provided by the driving motor, the engine and the generator together, and the torque transmitted to the driving shaft is the sum of the driving motor, the engine and the generator. Due to the change of the running condition, the driving intention of a driver often has the change of rapid acceleration, rapid deceleration and the like, and if the torque required by the whole vehicle is completely or almost completely provided by an engine like the prior art, the load of the engine can be caused to change rapidly.
In view of the problem, in the embodiment, the method preferably performs compensation adjustment on the torque of the driving motor or the generator (such as motor parallel boosting, generator direct drive power generation, and the like) to realize peak clipping and valley filling on the torque required to be output by the engine, so as to avoid a sudden change of the load of the engine.
Specifically, in the present embodiment, during the direct drive phase, the method preferably determines the torque required to be output by each of the engine, the generator, and the drive motor based on the commanded torque. Wherein, as indicated by the above analysis, the command torque at this time is equal to the sum of the torques required to be output from each of the engine, the generator, and the drive motor.
When the change amplitude of the command torque exceeds a preset change threshold value, the method preferably generates an output torque change value of the generator and/or the driving motor according to the change amplitude of the command torque, and correspondingly adjusts the actual output torque of the generator and/or the driving motor according to the output torque change value of the generator and/or the driving motor. In the process, the output torque of the engine is kept relatively stable, and the sharp change of the output torque of the hybrid power system is compensated by the change of the output torque of the generator and/or the driving motor, so that the peak clipping and valley filling of the output torque of the engine are realized, and the sharp change of the load of the engine is avoided.
Of course, in other embodiments of the present invention, the method may also use other reasonable ways to implement peak clipping and valley filling of the engine output torque in the direct-drive stage, and the present invention is not limited thereto.
For example, in one embodiment of the present invention, during the direct drive phase, when the magnitude of the change in the commanded torque exceeds a preset change threshold, the method preferably determines the torque currently required to be output by each of the engine, the generator, and the drive motor based on the current commanded torque. And the difference value between the torque required to be output by the engine at present and the torque required to be output at the previous moment is smaller than a preset torque difference value threshold value.
It should be noted that, in different embodiments of the present invention, the specific value of the preset change threshold may be configured to be different reasonable values according to actual needs, and the present invention does not limit the specific value of the preset change threshold.
To further reduce the time spent in the transition phase, the method in this embodiment preferably implements a distributed control of the engine load control, with faster loading/unloading in the lower load phase and slower loading/unloading in the medium and high load phase.
Specifically, in the present embodiment, during the transition phase, when the engine load rate is in the first preset interval, the method preferably uses the first load/unload rate for torque loading or unloading; when the load rate of the engine is in a second preset interval, torque loading or unloading is carried out at a second loading/unloading rate; and when the engine load rate is in a third preset interval, torque loading or unloading is carried out at a third loading/unloading rate. The maximum value among the first preset regions is smaller than the minimum value among the second preset regions, and the maximum value among the second preset regions is smaller than the minimum value among the third preset regions. Correspondingly, the first load/unload rate is greater than the second load/unload rate, which is greater than the third load/unload rate.
For example, during the transition phase, when the engine load rate is in the 0-50% phase, the method may control the engine to torque load or unload in a faster amount; when the engine load rate is in a 50-80% stage, the method can control the engine to load or unload the torque at a slower speed; when the engine load rate is greater than 80%, the method controls the engine to load or unload more slowly (considering the hysteresis characteristic of the effective power output of the engine and the 3-5s time required for the supercharger to enter normal operation).
It should be noted that, in different embodiments of the present invention, the number of the sections used for implementing the distributed control on the engine load control may be configured to be different reasonable values according to actual needs, and the present invention does not limit the specific values of the number of the sections and the specific interval values of each section.
Fig. 4 is a diagram showing an engine load curve obtained by the control method for a hybrid vehicle according to the present embodiment. As can be seen from fig. 4, compared with the prior art, the change of the engine load rate corresponding to the method is relatively more gradual, and is less likely to reach or approach 100%, which means that the working load of the engine is more stable when the method is adopted, and thus, the method is beneficial to the economy.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures or process steps disclosed herein, but extend to equivalents thereof as would be understood by those skilled in the relevant art. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
While the above examples are illustrative of the principles of the present invention in one or more applications, it will be apparent to those of ordinary skill in the art that various changes in form, usage and details of implementation can be made without departing from the principles and concepts of the invention. Accordingly, the invention is defined by the appended claims.
Claims (10)
1. A hybrid vehicle control method is characterized in that, during clutch engagement,
when the clutch is not combined, controlling the auxiliary power unit to keep a power generation state;
and after the clutch is combined, controlling the unloading torque of the engine in the auxiliary power unit, wherein the unloading torque of the engine and the unloading torque of the driving motor are synchronously carried out.
2. The method of claim 1, wherein the engine is started a preset period of time in advance to run a generator in the auxiliary power unit by the engine to cause the generator to generate and output electrical energy when the clutch begins to engage.
3. The method of claim 2, wherein the output power of the engine is adjusted in conjunction with the amount of power demanded of the drive motor and the amount of power demanded of the energy storage system before the clutch is engaged.
4. The method according to any one of claims 1-3, characterized in that in the series power generation phase the rotational speed of the auxiliary power unit is adjusted in dependence of the rotational speed of the drive motor, wherein the difference between the rotational speed of the auxiliary power unit and the rotational speed of the drive motor is within a preset rotational speed difference range.
5. A method according to any one of claims 1 to 4, characterized in that, in the transition phase,
when the load rate of the engine is in a first preset interval, torque loading or unloading is carried out at a first loading/unloading rate;
when the load rate of the engine is in a second preset interval, torque loading or unloading is carried out at a second loading/unloading rate;
the maximum value between the first preset areas is smaller than the minimum value of a second preset interval, and the first loading/unloading speed is larger than the second loading/unloading speed.
6. The method of claim 5, wherein, during the transition phase,
when the load rate of the engine is in a third preset interval, torque loading or unloading is carried out at a third loading/unloading rate;
the maximum value between the second preset regions is smaller than the minimum value of a third preset interval, and the second loading/unloading rate is greater than the third loading/unloading rate.
7. A method according to any one of claims 1 to 6, wherein, in the direct drive stage,
the torque required to be output by each of the engine, the generator, and the drive motor is determined based on a command torque equal to the sum of the torques required to be output by each of the engine, the generator, and the drive motor.
8. The method according to claim 7, characterized in that in the direct-drive stage, when the change amplitude of the command torque exceeds a preset change threshold value, an output torque change value of the generator and/or the driving motor is generated according to the change amplitude of the command torque, and the actual output torque of the generator and/or the driving motor is correspondingly adjusted according to the output torque change value of the generator and/or the driving motor.
9. The method according to claim 7 or 8, characterized in that in the direct-drive stage, when the change amplitude of the command torque exceeds a preset change threshold value, the torque currently required to be output by each of the engine, the generator and the driving motor is determined according to the current command torque, wherein the difference value between the current required output torque of the engine and the required output torque at the previous moment is smaller than a preset torque difference threshold value.
10. A hybrid vehicle control system, characterized in that the system controls a hybrid vehicle by a method according to any one of claims 1 to 9.
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| CN112706754A (en) * | 2021-01-26 | 2021-04-27 | 上汽通用五菱汽车股份有限公司 | Hybrid vehicle, engine starting method, and computer-readable storage medium |
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