CN111762150A

CN111762150A - Power control method, device and equipment for plug-in hybrid electric vehicle

Info

Publication number: CN111762150A
Application number: CN202010440261.0A
Authority: CN
Inventors: 胡芮平; 陈方明; 周道武; 江涛; 杨合祥; 贺小卒
Original assignee: Burleton Technology Co ltd
Current assignee: Bureton Technology Co ltd
Priority date: 2020-05-22
Filing date: 2020-05-22
Publication date: 2020-10-13
Anticipated expiration: 2040-05-22
Also published as: CN112829737B; CN112829738B; CN111762150B; CN112829737A; CN112829738A

Abstract

The invention discloses a power control method, a device and equipment for a plug-in hybrid electric vehicle. The power control method of the plug-in hybrid electric vehicle comprises the steps of obtaining driving data; when it is detected that the first power source is stopped, the torque of the second power source is compensated based on the driving data. The invention solves the technical problems that a TM driving motor can generate reverse charging current due to the characteristics of a permanent magnet synchronous motor in the process of high-speed zero torque running, and power interruption is caused by the possibility that the reverse charging current is too large to trigger the protection of a whole vehicle, so that great hidden danger is generated on personal safety.

Description

Power control method, device and equipment for plug-in hybrid electric vehicle

Technical Field

The invention relates to the field of hybrid power, in particular to a power control method, a device and equipment for a plug-in hybrid electric vehicle.

Background

The global warming problem and the increasingly exhausted petroleum resources make the development of automobiles pay more attention to environmental protection and energy conservation, and the hybrid power technology is undoubtedly a realistic choice for effectively solving the problem. The japan automobile companies represented by toyota and honda have succeeded in commercializing hybrid automobiles which adopt a design concept of using an engine as a main power source. To further improve fuel economy and reduce emissions, plug-in hybrid technology has become a better solution. This scheme is through using domestic supply socket to hybrid vehicle battery charging, can rely on the battery alone to travel longer distance simultaneously.

The plug-in series structure cancels the mechanical coupling of the engine and the transmission system, the engine runs in a high-efficiency area in a similar steady state, and the influence of the running working condition of the vehicle on the running efficiency of the engine is avoided. Compared with parallel connection and series-parallel connection, the series system is simple in structure and control strategy and easy to realize. For a plug-in oil-electricity hybrid electric vehicle with a series structure, the SOC (state of charge) of a battery is taken as a primary judgment condition to judge which mode the vehicle works in, when the SOC of the battery is higher than a certain value, the vehicle runs in a pure electric mode, the vehicle runs at a high speed in the pure electric mode, and a TM (transverse magnetic) permanent magnet synchronous motor is in a constant-power working state at the moment; at the moment, if a driver looses an accelerator pedal (namely high-speed zero torque) in the high-speed driving process, a TM driving motor can generate back electromotive force due to the characteristics of a permanent magnet synchronous motor, a voltage difference can generate back charging current, even if the back charging current is too large, the whole vehicle protection can be triggered, the problem of power interruption is caused, and great hidden danger is caused to personal safety, so that a method for optimizing a control strategy of a plug-in hybrid electric vehicle power system, which can solve the problem, is necessary to be researched.

Disclosure of Invention

The invention mainly aims to provide a power control method, a device and equipment for a plug-in hybrid electric vehicle, and aims to solve the technical problems that a TM driving motor generates reverse charging current due to the characteristics of a permanent magnet synchronous motor in a high-speed driving process, the reverse charging current is too large to trigger the protection of the whole vehicle, the power is interrupted, and the great hidden danger is generated on the personal safety.

In order to achieve the above object, according to one aspect of the present application, there is provided a power control method of a plug-in hybrid vehicle.

The power control method of the plug-in hybrid electric vehicle comprises the following steps:

acquiring driving data;

when it is detected that the first power source is stopped, the torque of the second power source is compensated based on the driving data.

Further, the compensation torque for compensating the torque of the second power source is a preset fixed value.

Further, the compensation torque for compensating the torque of the second power source is an adjustable real-time torque.

Further, the implementation torque is determined according to driving influence factors contained in the acquired driving data.

Furthermore, the driving data comprises a plurality of driving influence factors, and the driving influence factors at least comprise whether the TM motor rotation change origin position is deviated or not and whether the current Map of the TM motor is matched with the motor or not.

And further, analyzing the driving influence factors by an elimination method.

In order to achieve the above object, according to another aspect of the present application, there is provided a plug-in hybrid vehicle power control apparatus.

The power control device of the plug-in hybrid electric vehicle comprises:

the acquisition module is used for acquiring driving data;

and the control module is used for compensating the torque of the second power source based on the driving data when the first power source is detected to stop.

In order to achieve the above object, according to another aspect of the present application, there is provided an electronic apparatus.

An electronic device according to the present application includes: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to cause the at least one processor to perform any one of the above-described plug-in hybrid vehicle power control methods.

In the embodiment of the invention, a mode of setting compensation torque is adopted, and when the first power source is detected to stop, the torque of the second power source is compensated based on the driving data, so that the aim of always keeping the torque within a certain range in the driving process is achieved, the technical effect of avoiding the generation of the first power source due to the stop motion is realized, and the technical problems that the high-speed zero torque in the high-speed driving process, the reverse charging current is generated by the TM driving motor due to the characteristic of the permanent magnet synchronous motor, the power interruption is caused due to the possibility that the reverse charging current triggers the protection of the whole vehicle too much, and the great hidden danger is generated on the personal safety are further solved.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, serve to provide a further understanding of the invention and to make further features, objects, and advantages of the invention apparent. The drawings and their description illustrate exemplary embodiments of the invention and do not limit it inappropriately. In the drawings:

FIG. 1 is a diagram illustrating the factor analysis of the TM driving motor easily generating reverse charging current when the whole vehicle is driven at high speed according to the embodiment of the present invention;

FIG. 2 is a flow chart of an optimization model building with respect to torque compensation for a target torque in real time according to an embodiment of the present invention.

FIG. 3 is a diagram illustrating the collection of reverse charging current values at a speed of 90km/h according to an embodiment of the present invention;

FIG. 4 is a diagram illustrating a reverse charging current value collected at a speed of 100km/h according to an embodiment of the present invention;

FIG. 5 is a diagram illustrating a reverse charging current value collected at a speed of 110km/h according to an embodiment of the present invention;

FIG. 6 is a diagram illustrating the collection of a reverse charging current value at 120km/h per hour according to an embodiment of the present invention;

FIG. 7 is a diagram illustrating the collection of a reverse charging current value at a speed of 130km/h according to an embodiment of the present invention;

FIG. 8 is a comparison graph of reverse charging current values for various high speed vehicles optimized using real-time torque compensation in accordance with an embodiment of the present invention;

Detailed Description

In order to make the person skilled in the art better understand the application scheme of the present invention, the technical solutions in the embodiments of the present invention will be described clearly and completely 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, not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any inventive step based on the embodiments in the present application, shall fall within the scope of protection of the present application.

It should be noted that the terms "first," "second," and the like in the description and claims of the present application and in the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the present application are described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

In the present application, the terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "middle", "vertical", "horizontal", "lateral", "longitudinal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings. These terms are used primarily to better describe the present application and its embodiments, and are not intended to limit the indicated devices, elements or components to a particular orientation or to be constructed and operated in a particular orientation.

Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meanings of these terms in the present application can be understood by those of ordinary skill in the art as appropriate.

Furthermore, the terms "mounted," "disposed," "provided," "connected," and "sleeved" are to be construed broadly. For example, it may be a fixed connection, a removable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. The specific meanings of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the drawings.

In a preferred embodiment of the present invention, as shown in fig. 1 and fig. 2, the power control method for a plug-in hybrid electric vehicle may specifically include the following steps:

firstly, collecting a large amount of data, selecting an urban road site at this time, collecting the speed of each stage including a high speed, and counting how large the reverse charging current is under the corresponding speed, so as to analyze the range of the reverse charging current which is easy to occur to a TM driving motor when the whole vehicle runs at the high speed;

secondly, analyzing influence factors influencing the reverse charging current generation of a TM driving motor of the whole vehicle;

and then, taking historical collected data as a sample, adding a torque compensation value into the TM motor controller in advance, and performing comparative analysis on the actual torque by using a model of a real-time torque compensation mechanism to compensate the actual torque so as to determine the optimal output torque of the model.

And finally, determining the optimal working point of the motor under the working condition that reverse charging current of the TM motor is easy to occur within a range by analyzing the optimal output torque of the vehicle at the vehicle speed, so that the TM motor can normally work, and the aim of enabling the whole vehicle to safely run at a high speed is fulfilled.

In the preferred embodiment of the invention, the collected data tool adopts CANOE to collect by counting the vehicle speed of each stage and recording how much the reverse charging current is under the current vehicle speed, and the range of the reverse charging current easily generated by a TM driving motor when the whole vehicle runs at a high speed is analyzed.

In the preferred embodiment of the present application, the factors that affect the large reverse charge flow of the TM motor at zero torque include: 1) whether the TM motor rotation original point position deviates or not; 2) and whether a current Map formed by a direct axis d axis and a quadrature axis q axis of the TM motor is matched with the motor or not.

In the preferred embodiment of the invention, all factors influencing the reverse charge flow are analyzed by adopting an elimination method, a current Map formed by a direct axis d axis and a quadrature axis q axis of a TM motor is selected to be not matched with the motor, so that the motor torque control is abnormal, the motor torque is selected as main data expressing sample content to be calculated as an input parameter influencing the reverse charge flow, and an output motor torque parameter of a real-time torque compensation model is the optimal output parameter of the vehicle.

In the preferred embodiment of the application of the invention, when the torque compensation is attempted to be increased, besides a torque compensation value obtained after a plurality of tests is added in advance in a program, an automatic torque increasing or decreasing command compensation mechanism is also added in the program to obtain the torque in the actual running state of the whole vehicle;

in the preferred embodiment of the invention, when the vehicle is in a daily running state, CANOE acquisition equipment is used for acquiring a large amount of data, the actual torque of the TM drive motor is corrected by comparing and analyzing input data and optimal output parameters and a torque compensation mechanism model is used for determining the optimal output torque of the TM drive motor so as to determine the optimal working point of the motor under the working condition within the range where the reverse charging current of the TM motor easily occurs, so that the TM motor can normally work, and the aim of enabling the whole vehicle to safely run at high speed is fulfilled

Compared with the effects shown in fig. 3 to fig. 8, the application of the present invention provides an optimization technique for a control strategy of a plug-in hybrid electric vehicle, wherein the implementation process of the technique mainly comprises the following steps:

the problem of zero torque high speed reverse charge current,

firstly, determining a high-speed reverse charging range, and acquiring reverse charging currents of a TM driving motor corresponding to each vehicle speed range to find that the vehicle speed reaches more than 90km/h, the change range of the reverse charging currents begins to increase, the vehicle speed is 90km/h, and the reverse charging currents are-4.6A; the vehicle speed is 100km/h, and the reverse charging current is-9A; the vehicle speed is 110km/h, and the reverse charging current is-25.5A; the vehicle speed is 120km/h, and the reverse charging current is about-48.3A; the vehicle speed is 130km/h, and the reverse charging current is-91.2A.

The problem of zero torque high speed reverse charge current,

the reason for this is now analyzed:

1) deviation of rotation change origin position of TM motor: the TM motor rotation change origin position calibration has deviation, so that a current command vector is caused to be ahead or behind, and then the corresponding motor torque cannot be normally output at a high speed, but a general mass production motor controller can make rotation change origin calibration according to design requirements before leaving a factory, so that the probability of zero-torque high-speed reverse charging current caused by the reason is lower;

2) the current Map formed by the direct axis d axis and the quadrature axis q axis of the TM motor is not matched with the motor: when the actual characteristics of the motor are different from the expected characteristics, the motor torque corresponding to the current vector command can not be obtained by looking up the table from the current Map, and the practical requirements can not be met.

The technical scheme of the invention mainly researches the direction and provides a specific test method as follows:

the research direction is that the current Map formed by a direct axis d axis and a quadrature axis q axis of the TM motor is not matched with the motor, so that the voltage and current commands of the d axis and the q axis cannot correspond to the motor requirements, and reverse charging current is caused. The first step of solving the reverse charging current is significant for calibrating the correct position of the rotary change origin and adjusting backwards. After the origin is calibrated, the adjustment of the reverse charging current can be started, and the adjustment method includes the following two methods:

1. directly adjusting d-q current Map:

and observing the motor operation condition from the message record for adjustment. Firstly, observing the voltage output of the PCU according to whether the flux weakening capability is enough, and if the output voltage of the PCU is more than 200V and indicates that the flux weakening capability is not enough, improving the current by increasing a d-axis current command or reducing a q-axis current command; if the flux weakening capability is sufficient but the reverse charge current is still present, then the negative torque phenomenon should be suppressed, the q-direction current command could be reduced, or the d-axis current command output could be increased. Therefore, on the basis of collecting a large amount of data, the current map needs to be calibrated again, the specific method is that the d-axis command is adjusted at different speed per hour, when the d-axis command is adjusted, the weak magnetic capacity is different, and when the adjustment direction is correct, the reverse charging current is reduced at the same time, so that the d-axis command is calibrated. Then, under the calibrated d-axis command, correct the q-axis, and find out the appropriate q-axis command by the correction method similar to the d-axis. In the case of the real vehicle test, the following operations are required:

1) a better electrical origin is sought, a better definition being a better dynamic behavior, such as acceleration performance.

Testing the acceleration performance of 0-80 and adding data record to assist confirmation;

2) testing reverse charging current of the throttle release at 90km/h, 100km/h, 110km/h, 120km/h and 130km/h, analyzing data immediately after each adjustment, adjusting, updating software and retesting;

3) testing the reverse charging current of the 120km/h throttle release;

4) adjusting according to the reverse charging current of the data record, analyzing the data immediately once each adjustment, and adjusting, wherein the reverse charging current of 120km is larger, and the adjustment needs to be cautious, which indicates that: the motor control adopts the double axial quantity control of voltage and current d-q, and controls the electromagnetic effect and the torque effect by a vector control method, so that the motor outputs the required torque. When the rotation speed of the motor is gradually increased, the back electromotive force at the coil end is also increased due to the rapid switching of the magnetic field of the stator coil, so that the torque control force is influenced, and the back electromotive force can be restrained by a vector control method, so that the torque control capability is improved. The vector control needs to properly change the vector position according to the electrical characteristics of the motor, the vector position is not good, and the possible effects are:

torque response is poor: too large or too small a torque;

FIELDWEAKENING weak magnetic failure;

③ generating reverse current: the vector direction is offset to induce an unintended feedback current.

Because the electric characteristics of the motor are affected by factors such as the size of a slot pole, the magnetic field characteristics of the magnet, the shape of the magnet, the stator winding process and the like, a motor controller can acquire corresponding voltage and current vectors according to design results, and after preliminary design, fine adjustment is generally required according to actual results. In the sample stage, the fine tuning direction and the detailed characteristics of the motor must be controlled by actual test.

In the practical operation of the present invention, it is found that the zero torque of the plug-in hybrid vehicle has the problem of generating feedback current due to the deflection of vector position, and the solution is to provide vector correction value through experiments, which avoids the irreversibility correction during experiments and avoids the irreversible damage of the electromagnetic rotor magnet due to the excessive weak magnetic force, and the reference for correction is the feedback current value, and the cause of different operation points is determined as d-axis effect or q-axis effect. The practical method comprises the following steps: increasing or reducing d-axis voltage and current to judge whether weak magnetism is insufficient or excessive; since the magnitudes of the magnetic fluxes on the d-q axes are not necessarily equal, the q-axis voltage and current are increased or decreased as required to compensate for the effect of the biaxial magnetic flux inequality.

Through the modification, feedback current changes under different operations are observed, and parameter quantities needing to be modified on the d axis and the q axis are found. In order to avoid the irreversible damage of the motor caused by the error operations such as excessive flux weakening and the like, the adjustment is required to be performed for many times in a small amplitude in the parameter correcting process. In the test process, the modification complexity is low at low speed, the modification amplitude is low, and the reverse charging current is pressed to be below 10 amperes after several corrections, such as 100 kph; when the speed is high, the modification difficulty is high, and the modification amplitude may be large, but the single modification amplitude should not be too large, such as 120kph, which causes a large reverse charging current.

After adaptation, the reverse charge current was tested for all speed segments below 130kph, with the reverse charge current suppressed below 10 amps. High-speed zero-torque reverse charging current generation, but the method has large workload and needs to continuously test a calibration current MAP (MAP)

2. Increase torque command compensation amount:

the second method for solving the problem of reverse charging current is to increase the torque command, convert the original power generation state to the discharge state, take a proper command index with the reverse charging current as zero, find out the proper torque command compensation, then convert the d-q current Map modification by using the torque command compensation value, when the torque compensation is tried to be increased, a torque compensation value is added in advance, and an automatic torque command compensation mechanism is added, the specific method is that under the current I _ d and Iq current maps and a 0% zero torque command, when the pure electric motor does not work and the ISG does not work, the TM motor has a specified rotating speed or more, under the zero torque control, the I _ d and Iq needed by controlling the reverse charging current are controlled, the TM motor current is maintained within plus or minus 10A, and the corresponding torque command is also adjusted, when the reverse charging current exceeds a specified value, the index of the torque command is increased progressively for compensation; when the positive current exceeds a specified value, indicating that the torque command offset is too high, the offset is decremented. The method can quickly find out the appropriate torque compensation amount and modify the current Map. When using this method, it is necessary to use it in the pure electric mode, otherwise, the ISG will cause the erroneous determination due to the back charging current. The program flow chart is shown in figure 8,

after the test, the second method can improve the reverse charging current condition quickly, so that the reverse charging current is less than 10A when the second method is used for zero torque control at the maximum speed of 130km/h, and the maximum reverse charging current is 8.1A in the record. As a result, the data collected by the plug-in hybrid electric vehicle (the maximum vehicle speed of the vehicle is 130km/h, and the problem of power interruption caused by the fact that the accelerator pedal is loosened during high-speed running is shown in each of FIGS. 3 to 8) is actually fed back, the data collected by the plug-in hybrid electric vehicle in each of FIGS. 3 to 7 are reverse charging current data of which the vehicle speeds collected by a CANOE real vehicle are 90km/h, 100km/h, 110km/h, 120km/h and 130km/h respectively, FIG. 6 is a reverse charging current value-to-value ratio graph corresponding to each of the high-speed vehicle speeds of 90km/h, 100km/h, 110km/h, 120km/h and 130km/h by adopting a real-time torque compensation optimization method, and the reverse charging current is obviously reduced and the effect is obvious after the method is used as shown in FIG. 8. In fig. 3 to 8, the abscissa is the travel time S of the plug-in hybrid vehicle in S seconds, the ordinate TM _ BUS _ C is the reverse charging current of the real-time TM motor of the real vehicle in a ampere, in fig. 3 to 8 there is a sudden drop in the curve, which represents that the foot has released the accelerator pedal, the TM motor is in a zero torque state, theoretically there should be no current flow for no torque output, but after releasing the accelerator pedal, due to the TM pmsm characteristics, a reverse charging current is generated, the value of the reverse charging current and the vehicle speed are marked with red in the following fig. 3 to 8, therefore, referring to the vehicle speed of the plug-in hybrid electric vehicle as 90km/h, 100km/h, 110km/h, 120km/h and 130km/h, when the accelerator pedal is released, comparison of the reverse charging current map (i.e., shown in fig. 3-7) with the reverse charging current map of fig. 8 after performing the torque compensation optimization mechanism.

Through comparison of the two methods, a more optimal optimization method is provided, namely an optimization model capable of performing torque compensation on target torque in real time is established, firstly, a large amount of real vehicle data are collected to analyze the range of reverse charging current easily generated by a TM driving motor when a whole vehicle runs at a high speed, then influence factors influencing the reverse charging current generated by the TM driving motor of the whole vehicle are analyzed, then historical collected data are used as samples, a torque compensation value is added in advance in a TM motor controller, and the model of a real-time torque compensation mechanism is used for performing comparative analysis on the actual torque to compensate the actual torque, so that the optimal output torque of the model is determined. The optimal output torque of the vehicle at each speed is analyzed to determine the optimal working point of the motor under the working condition that the reverse charging current of the TM motor is easy to occur within a range, so that the TM motor can normally work, and the aim of enabling the whole vehicle to safely run at a high speed is fulfilled.

The power control device of the plug-in hybrid electric vehicle comprises:

the acquisition module is used for acquiring driving data;

The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A power control method for a plug-in hybrid electric vehicle is characterized by comprising the following steps:

acquiring driving data;

2. The plug-in hybrid vehicle power control method according to claim 1, wherein the compensation torque for compensating the torque of the second power source is a preset fixed value.

3. The method of claim 1, wherein the compensation torque for compensating the torque of the second power source is an adjustable real-time torque.

4. The plug-in hybrid vehicle power control method according to claim 3, wherein the implementation torque is determined based on a driving influence factor included in the acquired driving data.

5. The power control method of the plug-in hybrid electric vehicle according to claim 4, wherein the driving data includes a plurality of driving influence factors, and the driving influence factors at least include whether a rotation change origin position of the TM motor is deviated or not and whether a current Map of the TM motor is matched with the motor or not.

6. The plug-in hybrid vehicle power control method according to claim 5, wherein the plurality of driving influence factors are analyzed by an elimination method.

7. The utility model provides a plug-in hybrid vehicle power control device which characterized in that includes:

the acquisition module is used for acquiring driving data;

8. An electronic device, comprising: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to cause the at least one processor to perform the method of power control for a plug-in hybrid vehicle of any one of claims 1 to 6.