CN112356823A - Power control method suitable for hybrid commercial vehicle - Google Patents
Power control method suitable for hybrid commercial vehicle Download PDFInfo
- Publication number
- CN112356823A CN112356823A CN202011178387.1A CN202011178387A CN112356823A CN 112356823 A CN112356823 A CN 112356823A CN 202011178387 A CN202011178387 A CN 202011178387A CN 112356823 A CN112356823 A CN 112356823A
- Authority
- CN
- China
- Prior art keywords
- engine
- vehicle
- motor
- starting
- judging whether
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 29
- 238000011084 recovery Methods 0.000 claims description 21
- 239000000446 fuel Substances 0.000 abstract description 11
- 238000005516 engineering process Methods 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Images
Classifications
-
- 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
- B60W20/10—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
- 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
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W40/105—Speed
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
A power control method suitable for a hybrid commercial vehicle relates to the field of new energy vehicles and solves the problems that a hybrid vehicle control scheme of the existing commercial vehicle has high fuel consumption rate due to frequent starting and stopping, low-speed driving and other working conditions. The fuel consumption is effectively reduced by reasonably controlling the starting and the stopping of the engine. The starting and stopping are reasonably controlled by detecting the SOC of the power battery, the vehicle speed, the air pressure of the brake air chamber, the voltage of the storage battery and other parameters related to the starting and stopping of the engine, so that the idling fuel consumption ratio is reduced on the premise of ensuring the dynamic property and safety of the whole vehicle. The method reduces the fuel consumption rate during starting and low speed by reasonably distributing the power source.
Description
Technical Field
The invention relates to the field of new energy automobiles, in particular to a power control method suitable for a hybrid commercial vehicle.
Background
The hybrid electric vehicle is an important development direction of new energy vehicles. In recent years, the technologies of key parts of hybrid electric vehicles and whole vehicle assemblies are rapidly developed. The power control strategy of the hybrid electric vehicle is used as a core control technology of the hybrid electric vehicle, influences the dynamic property, the fuel efficiency and the driving feeling of the whole vehicle, and is an important link of the whole vehicle control technology of the hybrid electric vehicle.
The research and application of domestic hybrid electric vehicles have a plurality of years of time, various solutions are provided for parts of adaptive hybrid power systems, but the research on power control methods of hybrid commercial vehicles is less. In China, small-batch loading of hybrid electric vehicles is few, large-batch loading is almost none, and the hybrid electric vehicles do not have a mature and reliable finished vehicle power control method.
The conventional hybrid power commercial vehicle comprises a hybrid power technical route including P0, P1, P2, P3, P4 and PS according to a power transmission mode, wherein for P0-P4, P is defined as a motor position (position), and the motor is placed at different positions and is provided with different numbers; PS is short for Power Split (Power Split); this definition is currently accepted by most persons in the industry, and the specific location of the motor can be seen in fig. 1.
The current traditional commercial vehicle mainly has the following problems:
(1) the working interval of the engine is large: the traditional commercial vehicle engine cannot work in an economic region as far as possible in the working region.
(2) The engine keeps idling in the stopping process of the traditional commercial vehicle, and idling oil consumption of the working condition requiring frequent starting and stopping is higher.
(3) The energy utilization rate is low.
The working principle and performance characteristics of the hybrid electric vehicle affect the power distribution of the hybrid electric vehicle and the power requirements of the hybrid electric vehicle under various working conditions. By comprehensively considering the factors, a power control method of the hybrid commercial vehicle is developed. The invention is realized based on P2, namely a clutch and a motor are inserted between an engine and a gearbox, and the arrangement form of P2 can realize pure electric drive.
Disclosure of Invention
The invention provides a power control method suitable for a hybrid commercial vehicle, aiming at solving the problems of high fuel consumption rate and the like due to the working conditions of frequent start and stop, low-speed driving and the like in the conventional hybrid vehicle control scheme of the commercial vehicle.
A power control method suitable for a hybrid commercial vehicle is realized by the following steps:
step one, after a vehicle is started, judging whether the vehicle speed is greater than 20km/h, if not, taking a motor as a main driving mode, changing the torque driven by the motor along with the opening degree and the rotating speed of an accelerator, and executing a step two; if so, the vehicle driving mode takes the engine as main driving, and a fifth step is executed;
step two, judging whether the engine is in an idling state, if so, executing step three; if not, executing the step four;
step three, judging whether the accelerator depth is larger than 90%, if so, outputting torque by the engine and the motor together, wherein the motor is a main drive, and the engine is an auxiliary drive; if not, the engine keeps idling and the motor is driven independently;
step four, judging whether the accelerator depth is more than 90% and the current gear is above a starting gear, if so, controlling the engine to start by the hybrid controller HCU, and driving the motor in an auxiliary mode; if not, the engine keeps flameout, and the motor is driven independently;
step five, judging whether the accelerator depth is larger than 80%, if so, outputting torque together by the motor and the engine, wherein the engine is a main drive, and the motor is an auxiliary drive; if not, the motor does not work, and the engine is driven independently.
The invention has the beneficial effects that: the power control method of the hybrid commercial vehicle has the following advantages that:
(1) the method reduces the fuel consumption rate during starting and low speed by reasonably distributing the power source.
According to the invention, through an optimized control scheme, the motor is adopted for driving under the working conditions of starting, low-speed and small throttle and the like, the high-speed and large throttle is jointly driven by the engine and the motor, and through a reasonable energy recovery strategy, the oil consumption is obviously reduced compared with the existing control scheme. Test data show that compared with the control scheme of the invention, the comprehensive oil consumption of the engine under the common working condition is respectively 201g/kWh and 190g/kWh, and the comprehensive oil consumption is reduced by 5.5%.
(2) The fuel consumption is effectively reduced by reasonably controlling the starting and the stopping of the engine.
The starting and stopping are reasonably controlled by detecting the SOC of the power battery, the vehicle speed, the air pressure of the brake air chamber, the voltage of the storage battery and other parameters related to the starting and stopping of the engine, so that the idling fuel consumption ratio is reduced on the premise of ensuring the dynamic property and safety of the whole vehicle. The test results show that about 2.3L of diesel is consumed at idle for 1 hour. The engine is reasonably controlled to be shut down when idling, and the fuel consumption of the part can be effectively reduced.
(3) Energy recovery is reasonably utilized, and energy generated in the braking process is converted into electric energy to be stored.
By judging conditions such as vehicle speed, driver intention and vehicle faults, braking energy recovery and sliding energy recovery are reasonably started, and lost kinetic energy is converted into electric energy and recovered through a battery on the premise of ensuring driving safety. Test results show that when the urban road condition is operated, the recovered electric quantity per hundred kilometers of the existing control scheme is about 38.4kWh, and if the control scheme provided by the invention is adopted, the recovered electric quantity per hundred kilometers is about 41.7kWh, and the recovered electric quantity is increased by 7.9% compared with the original strategy.
(4) The method of the invention optimizes the working interval of the engine: and determining the optimal working interval of the engine according to the engine speed and torque characteristic curve. Reasonably controlling the start and stop of the engine: the engine is reasonably controlled to start and stop in combination with the current power demand, and damage to the engine caused by frequent starting and stopping is avoided. The problems of poor power performance and low energy utilization rate of the whole vehicle caused by unreasonable control strategies are solved.
Drawings
FIG. 1 is a schematic diagram of a motor position relationship in the prior art;
FIG. 2 is a flow chart of a power control method for a hybrid commercial vehicle according to the present invention;
FIG. 3 is a flow chart of energy recovery of a hybrid vehicle in a power control method for a hybrid commercial vehicle according to the present invention.
Detailed Description
In the method for controlling the power of the hybrid commercial vehicle, the hybrid driving state flow chart is shown in fig. 1 in the starting state of the vehicle, and the engine is enabled to work in an economic region as much as possible according to the vehicle state mainly comprising different power sources.
A: motor-based driving conditions
When the speed of the vehicle is lower than 20km/h (can be calibrated), the whole vehicle is in a driving state mainly comprising a motor, and the torque driven by the motor changes along with the opening degree and the rotating speed of an accelerator.
Under the idling condition of an engine, the whole vehicle has the following two working states according to the depth of an accelerator pedal:
a: if the throttle depth is greater than 90%,
the engine and the motor output torque together, the motor is the main one, and the engine is the auxiliary one;
b: if the depth of the accelerator is less than or equal to 90 percent,
the engine does not participate in the drive and the motor independently drives the vehicle.
Under the condition that the engine is shut down, the following two working states of the engine exist:
a: if the accelerator depth is greater than 90%;
the engine can be started automatically to assist the engine to drive;
b: if the depth of the accelerator is less than or equal to 90 percent,
the engine remains in the key-off state.
When the engine is driven in an auxiliary way, the clutch is combined; when the engine is not in driving, the clutch is separated.
B: engine dominated driving regime
When the clutch is completely combined, the driving process after the engine is cut in is the driving state mainly comprising the engine. There are two modes in this state
a: when the throttle opening is greater than 80%,
and entering a motor acceleration boosting mode, wherein the motor and the engine output torque together, the engine is the main one, and the motor is the auxiliary one.
b: when the opening degree of the accelerator is less than or equal to 80 percent,
the motor does not work and the engine independently participates in the driving of the vehicle.
In the embodiment, the idling fuel consumption ratio is reduced by reasonably controlling the starting and the stopping of the engine;
when the vehicle is in a stop state from running, if the following conditions are simultaneously met, the engine is in a stop state, and the engine is shut down.
A: enabling to start idle stop;
b: the vehicle speed is 0;
c: mixing and moving ready;
d: the braking air pressure is normal;
e: the voltage of the storage battery is normal;
f: the SOC of the power battery is not lower than 50% (which can be calibrated);
g: the temperature of the motor controller is normal, and the temperature of the motor is normal;
h: the vehicle has experienced a speed of more than 10 km/h.
The embodiment is described with reference to fig. 3, and the embodiment further includes an optimized energy recovery strategy, and under the condition that the vehicle dynamics and the driver feeling are ensured, an effective energy recovery strategy is adopted to convert a part of the braking energy into electric energy.
The deceleration braking process can be divided into two phases:
when the vehicle speed is higher than 20km/h, the accelerator is released or the brake is stepped on, the energy recovery state is achieved, and the motor can provide negative torque and recover energy while decelerating the vehicle.
When the vehicle speed is lower than 20km/h, the energy recovery state can be entered only by stepping on the brake, and the sliding state is entered by the oil release door. And when the vehicle speed is lower than 5km/h, the braking recovery torque is gradually reduced to 0, and the recovery is finally quitted.
During the deceleration braking process, the clutch can be separated along with the reduction of the rotating speed of the engine, and then whether the engine stalls is determined according to whether the stopping condition is met.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (4)
1. A power control method suitable for a hybrid commercial vehicle is characterized by comprising the following steps: the method is realized by the following steps:
step one, after a vehicle is started, judging whether the vehicle speed is greater than 20km/h, if not, taking a motor as a main driving mode, changing the torque driven by the motor along with the opening degree and the rotating speed of an accelerator, and executing a step two; if so, the vehicle driving mode takes the engine as main driving, and a fifth step is executed;
step two, judging whether the engine is in an idling state, if so, executing step three; if not, executing the step four;
step three, judging whether the accelerator depth is larger than 90%, if so, outputting torque by the engine and the motor together, wherein the motor is a main drive, and the engine is an auxiliary drive; if not, the engine keeps idling and the motor is driven independently;
step four, judging whether the accelerator depth is more than 90% and the current gear is above a starting gear, if so, controlling the engine to start by the hybrid controller, and driving the motor in an auxiliary mode; if not, the engine keeps flameout, and the motor is driven independently;
step five, judging whether the accelerator depth is larger than 80%, if so, outputting torque together by the motor and the engine, wherein the engine is a main drive, and the motor is an auxiliary drive; if not, the motor does not work, and the engine is driven independently.
2. The power control method for the hybrid commercial vehicle according to claim 1, characterized in that: conditions for engine idle speed include:
a: enabling to start idle stop;
b: the vehicle speed is 0;
c: mixing and moving ready;
d: the braking air pressure is normal;
e: the voltage of the storage battery is normal;
f: the SOC of the power battery is not lower than 50%;
g: the temperature of the motor controller is normal, and the temperature of the motor is normal;
h: the vehicle speed is more than 10 km/h;
when the vehicle is in a stop state from running, if the conditions are simultaneously met, the engine is in a stop and flameout state, and the engine is flameout at the moment.
3. The power control method for the hybrid commercial vehicle according to claim 1, characterized in that: the method also comprises energy recovery control according to the vehicle speed, and the specific control method comprises the following steps:
step a, in the fault-free running process of the vehicle, judging whether the vehicle speed is greater than 20km/h or not when the accelerator signal information is received, and if so, executing step b; if not, executing the step c;
b, judging whether a braking signal is detected or not, and if so, starting braking energy recovery; if not, starting the sliding energy recovery; returning to the step a;
c, judging whether a braking signal is detected or not, and if so, executing the step d;
d, starting braking energy recovery, and executing the step e; if not, starting the sliding energy recovery;
e, judging whether the vehicle speed is less than 5km/h, and if so, quitting the recovery control; if not, returning to the step d.
4. A power control method for a hybrid commercial vehicle according to claim 3, characterized in that: when the speed is higher than 20km/h, the vehicle enters an energy recovery state by releasing the accelerator or stepping on the brake, the motor provides negative torque, when the speed is lower than 20km/h, the vehicle enters the energy recovery state by stepping on the brake, and the vehicle enters a sliding state by releasing the accelerator; when the vehicle speed is lower than 5km/h, the braking recovery torque is gradually reduced to 0, and the recovery is finally quitted.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011178387.1A CN112356823A (en) | 2020-10-29 | 2020-10-29 | Power control method suitable for hybrid commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011178387.1A CN112356823A (en) | 2020-10-29 | 2020-10-29 | Power control method suitable for hybrid commercial vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112356823A true CN112356823A (en) | 2021-02-12 |
Family
ID=74512378
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011178387.1A Pending CN112356823A (en) | 2020-10-29 | 2020-10-29 | Power control method suitable for hybrid commercial vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112356823A (en) |
Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1986304A (en) * | 2006-12-08 | 2007-06-27 | 奇瑞汽车有限公司 | Mixed power automobile controlling method |
| US20100234170A1 (en) * | 2006-06-27 | 2010-09-16 | Julien Masfaraud | Method for recovering electrical energy in a vehicle with regenerative braking |
| CN103899425A (en) * | 2012-12-28 | 2014-07-02 | 上海申龙客车有限公司 | Idle speed starting-stopping device of hybrid power system |
| CN103895641A (en) * | 2014-04-23 | 2014-07-02 | 西虎汽车工业有限公司 | Pneumoelectric hybrid power passenger vehicle control system and control method thereof |
| CN104249733A (en) * | 2013-06-28 | 2014-12-31 | 上海汽车集团股份有限公司 | Automobile energy recovery control method |
| CN104417344A (en) * | 2013-09-09 | 2015-03-18 | 比亚迪股份有限公司 | Hybrid electric vehicle and drive control method thereof |
| CN104890663A (en) * | 2015-05-29 | 2015-09-09 | 潍柴动力股份有限公司 | Control method of uniaxial parallel-type hybrid electric vehicle engine |
| CN106143478A (en) * | 2015-03-25 | 2016-11-23 | 比亚迪股份有限公司 | The driving control method of hybrid vehicle and device |
| CN106143477A (en) * | 2015-03-25 | 2016-11-23 | 比亚迪股份有限公司 | Hybrid vehicle and drive control method and device |
| JP2018155176A (en) * | 2017-03-17 | 2018-10-04 | 株式会社Ｓｕｂａｒｕ | Idling stop control device |
| CN109747624A (en) * | 2018-12-06 | 2019-05-14 | 同济大学 | A kind of hybrid vehicle start-stop control system and control method |
| CN110901626A (en) * | 2019-12-27 | 2020-03-24 | 衡阳智电客车有限责任公司 | Novel plug-in type oil-electricity hybrid power parallel system and control strategy |
| CN111016877A (en) * | 2019-12-05 | 2020-04-17 | 浙江吉利汽车研究院有限公司 | Engine start-stop management system and method for single-motor hybrid power system |
| CN111746259A (en) * | 2019-03-29 | 2020-10-09 | 乾碳国际公司 | Heavy truck oil-saving robot device and control method |
-
2020
- 2020-10-29 CN CN202011178387.1A patent/CN112356823A/en active Pending
Patent Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100234170A1 (en) * | 2006-06-27 | 2010-09-16 | Julien Masfaraud | Method for recovering electrical energy in a vehicle with regenerative braking |
| CN1986304A (en) * | 2006-12-08 | 2007-06-27 | 奇瑞汽车有限公司 | Mixed power automobile controlling method |
| CN103899425A (en) * | 2012-12-28 | 2014-07-02 | 上海申龙客车有限公司 | Idle speed starting-stopping device of hybrid power system |
| CN104249733A (en) * | 2013-06-28 | 2014-12-31 | 上海汽车集团股份有限公司 | Automobile energy recovery control method |
| CN104417344A (en) * | 2013-09-09 | 2015-03-18 | 比亚迪股份有限公司 | Hybrid electric vehicle and drive control method thereof |
| CN103895641A (en) * | 2014-04-23 | 2014-07-02 | 西虎汽车工业有限公司 | Pneumoelectric hybrid power passenger vehicle control system and control method thereof |
| CN106143477A (en) * | 2015-03-25 | 2016-11-23 | 比亚迪股份有限公司 | Hybrid vehicle and drive control method and device |
| CN106143478A (en) * | 2015-03-25 | 2016-11-23 | 比亚迪股份有限公司 | The driving control method of hybrid vehicle and device |
| CN104890663A (en) * | 2015-05-29 | 2015-09-09 | 潍柴动力股份有限公司 | Control method of uniaxial parallel-type hybrid electric vehicle engine |
| JP2018155176A (en) * | 2017-03-17 | 2018-10-04 | 株式会社Ｓｕｂａｒｕ | Idling stop control device |
| CN109747624A (en) * | 2018-12-06 | 2019-05-14 | 同济大学 | A kind of hybrid vehicle start-stop control system and control method |
| CN111746259A (en) * | 2019-03-29 | 2020-10-09 | 乾碳国际公司 | Heavy truck oil-saving robot device and control method |
| CN111016877A (en) * | 2019-12-05 | 2020-04-17 | 浙江吉利汽车研究院有限公司 | Engine start-stop management system and method for single-motor hybrid power system |
| CN110901626A (en) * | 2019-12-27 | 2020-03-24 | 衡阳智电客车有限责任公司 | Novel plug-in type oil-electricity hybrid power parallel system and control strategy |
Non-Patent Citations (1)
| Title |
|---|
| 张志文等: "基于自动变速的混合动力装载机控制策略", 《东北大学学报(自然科学版)》 * |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102381178B (en) | Plug-in hybrid electric vehicle power system and regenerative brake control method for same | |
| CN102658817B (en) | Control method for realizing purely-electric function of hybrid vehicle | |
| CN103228518B (en) | There is the motor vehicles of hybrid drive and for selecting motor and/or starter motor to the method starting explosive motor | |
| KR100862432B1 (en) | Method for control engine touque of HEV | |
| CN101428610A (en) | Hybrid power automobile power assembly control method | |
| CN101121406A (en) | Pure electric driving control method for mixed power automobile | |
| CN103079926A (en) | Regenerative control device, hybrid vehicle, regenerative control method, and program | |
| CN106240336B (en) | A kind of plug-in bi-motor four-wheel-drive hybrid power system and control method | |
| US20130151044A1 (en) | System and method of controlling torque in hybrid vehicle | |
| CN103140400A (en) | Vehicle, control method, and program | |
| CN103171557A (en) | Hybrid automobile engine auxiliary braking access control method | |
| JP2007069790A (en) | Engine start controller for hybrid vehicle | |
| CN101386303A (en) | Motor drive control method for hybrid power automobile | |
| CN109240125B (en) | Method for calculating two-shaft required torque of gearbox of hybrid vehicle | |
| KR102524295B1 (en) | Plug-in hybrid vehicle and method of charging control for the same | |
| CN102490723A (en) | Start and stop control method for engine of AMT (automated mechanical transmission) parallel connection type hybrid electrical vehicle | |
| CN110834624B (en) | Full hybrid vehicle energy efficiency optimization control method based on adaptive genetic algorithm | |
| CN109747624B (en) | Start-stop control system of hybrid electric vehicle | |
| CN109835324B (en) | Method for identifying abnormal flameout of engine of series-parallel plug-in hybrid electric vehicle | |
| KR101791124B1 (en) | Power transmission structure of hybrid car having two motors-three clutches | |
| CN107199878A (en) | A kind of intelligent four-wheel-drive hybrid power system | |
| CN112455424B (en) | Climbing condition identification method for hybrid electric vehicle | |
| CN111347884B (en) | Series braking system of electric automobile and control method | |
| CN104890663A (en) | Control method of uniaxial parallel-type hybrid electric vehicle engine | |
| KR101113638B1 (en) | ECO driving guide method for hybrid vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210212 |
|
| RJ01 | Rejection of invention patent application after publication |