CN112622868B - Dual-motor vehicle control method and device - Google Patents

Dual-motor vehicle control method and device Download PDF

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Publication number
CN112622868B
CN112622868B CN202011566346.XA CN202011566346A CN112622868B CN 112622868 B CN112622868 B CN 112622868B CN 202011566346 A CN202011566346 A CN 202011566346A CN 112622868 B CN112622868 B CN 112622868B
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torque
power
generator
driving motor
engine
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CN112622868A (en
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郁大嵬
张强
宋浩源
梁赫奇
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FAW Group Corp
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FAW Group Corp
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Publication of CN112622868A publication Critical patent/CN112622868A/en
Priority to PCT/CN2021/134959 priority patent/WO2022135097A1/en
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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
    • 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
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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

The invention discloses a method and a device for controlling a double-motor vehicle, wherein the method comprises the following steps: when the vehicle is in an energy recovery state, controlling the recovery power of the driving motor and/or the generating power of the generator to charge the power battery; when the recovery power is greater than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power, and controlling the engine to idle or cut off oil; when the recovery power is smaller than the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the recovery power, and controlling the generator to charge the power battery according to the generated power; and determining the smaller value of the difference between the current available charging power and the recovered power and the required generating power of the generator as the generating power of the generator. The control method and the control device of the double-motor vehicle preferentially ensure that the recovered energy of the driving motor supplements the electric quantity of the power battery, and improve the energy recovery efficiency.

Description

Dual-motor vehicle control method and device
Technical Field
The invention relates to the technical field of energy-saving automobiles, in particular to a method and a device for controlling a double-motor vehicle.
Background
In order to meet the global carbon dioxide emission reduction requirement, a dual-motor hybrid vehicle is developed. The vehicle can work in three working modes including a pure electric mode, a series mode and a parallel mode, and can automatically switch the modes according to the running working conditions of the vehicle so as to achieve better overall economy.
The method comprises the following steps that when a current vehicle is in a driving working condition, a generator can calculate power generation power for SOC balance according to the State of Charge (SOC) of a power battery, the charging capacity of the battery and the torque required by a driver to generate power, if the driver operates the vehicle from stepping on an accelerator to releasing the accelerator at the moment, the vehicle is switched from the driving working condition to an energy recovery working condition, if the energy recovery power cannot meet the balance of the SOC of the power battery, the generator is required to generate power while recovering the energy, and when the charging capacity of the power battery is enough, the energy recovery power and the power generation power of the generator Charge the power battery together; however, when the charging capacity of the power battery is low, the charging capacity of the battery is occupied by the power generation amount of the generator and the energy recovery energy, and if the power generation amount of the generator is large, the energy recovery is insufficient or even the energy recovery cannot be performed.
Disclosure of Invention
The embodiment of the invention provides a method and a device for controlling a double-motor vehicle, which can preferentially ensure that the recovered energy of a driving motor supplements the electric quantity of a power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, and improve the energy recovery efficiency.
In a first aspect, an embodiment of the present invention provides a dual-motor vehicle control method, including:
when the vehicle is in an energy recovery state, controlling the recovery power of the driving motor and/or the generating power of the generator to charge the power battery;
when the recovered power is larger than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power, and controlling the idling speed or fuel cut-off of an engine;
when the recovered power is smaller than the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the recovered power, and controlling the generator to charge the power battery according to the generated power; determining the smaller value of the difference between the current available charging power and the recovered power and the required power generation power of the generator as the power generation power of the generator.
In a second aspect, an embodiment of the present invention provides a dual-motor vehicle control apparatus, including:
the torque distribution module is used for controlling the recovered power of the driving motor and/or the generated power of the generator to charge the power battery when the vehicle is in an energy recovery state;
the torque distribution module includes: a first torque distribution unit and a second torque distribution unit;
the first torque distribution unit is used for controlling the driving motor to charge the power battery according to the current available charging power and controlling the idling or fuel cut-off of an engine when the recovered power is larger than or equal to the current available charging power of the power battery;
the second torque distribution unit is used for controlling the driving motor to charge the power battery according to the recovered power and controlling the generator to charge the power battery according to the generated power when the recovered power is smaller than the current available charging power of the power battery; determining the smaller value of the difference between the current available charging power and the recovered power and the required power generation power of the generator as the power generation power of the generator.
In the invention, when the vehicle is in an energy recovery state, the power battery is charged by controlling the recovery power of the driving motor and the generating power of the generator; when the recovery power of the driving motor is greater than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power of the power battery, and controlling the engine to idle or cut off oil; when the recovery power of the driving motor is smaller than the current available charging power of the power battery, the driving motor is controlled to charge the power battery according to the recovery power, the engine is controlled to drive the generator to generate power to charge the power battery, and the generating power of the generator is selected from the smaller value of the generating power required by the generator and the difference value between the current available charging power and the recovery power. According to the technical scheme provided by the invention, the vehicle is in an energy recovery state, the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery, the insufficient part is supplemented by the power generated by the engine driving the generator, and under the condition that the power battery is in a weak charging capacity, the recovered energy of the driving motor is higher than the charging capacity of the power battery, the driving motor is controlled to recover the energy according to the current available charging capacity of the power battery, the engine is controlled to idle or cut off the oil, the generator does not output the generated power to occupy the current available charging capacity of the power battery, the energy recovery can be utilized to the maximum extent, the generated energy of the generator is reduced, and the good overall economy is further achieved. The control method and the control device for the double-motor vehicle, provided by the embodiment of the invention, can ensure that the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, so that the energy recovery efficiency is improved.
Drawings
FIG. 1 is a block diagram of a powertrain of a two-motor vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for controlling a dual-motor vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart diagram illustrating another dual-motor vehicle control method provided by an embodiment of the present invention;
FIG. 4 is a generator torque calculation flow chart of a dual-motor vehicle control method according to an embodiment of the present invention;
FIG. 5 is a schematic flow chart diagram illustrating another dual-motor vehicle control method provided by an embodiment of the present invention;
FIG. 6 is a timing chart illustrating a change in power demand and output of each unit when a two-motor vehicle transitions from a driving state to an energy recovery state according to an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a dual-motor vehicle control apparatus according to an embodiment of the present invention;
fig. 8 is a schematic structural diagram of another dual-motor vehicle control device according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
The embodiment of the invention provides a double-motor vehicle control method, which comprises the following steps:
when the vehicle is in an energy recovery state, controlling the recovery power of the driving motor and/or the generating power of the generator to charge the power battery;
when the recovery power is greater than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power, and controlling the engine to idle or cut off oil;
when the recovery power is smaller than the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the recovery power, and controlling the generator to charge the power battery according to the generated power; determining the smaller value of the difference between the currently available charging power and the recovered power and the required generating power of the generator as the generating power of the generator.
In the embodiment of the invention, when the vehicle is in an energy recovery state, the power battery is charged by controlling the recovery power of the driving motor and the generating power of the generator; when the recovery power of the driving motor is greater than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power of the power battery, and controlling the engine to idle or cut off oil; when the recovery power of the driving motor is smaller than the current available charging power of the power battery, the driving motor is controlled to charge the power battery according to the recovery power, the engine is controlled to drive the generator to generate power to charge the power battery, and the generating power of the generator is selected from the smaller value of the generating power required by the generator and the difference value between the current available charging power and the recovery power. According to the technical scheme provided by the invention, the vehicle is in an energy recovery state, the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery, the insufficient part is supplemented by the power generated by the engine driving the generator, and under the condition that the power battery is in a weak charging capacity, the recovered energy of the driving motor is higher than the charging capacity of the power battery, the driving motor is controlled to recover the energy according to the current available charging capacity of the power battery, the engine is controlled to idle or cut off the oil, the generator does not output the generated power to occupy the current available charging capacity of the power battery, the energy recovery can be utilized to the maximum extent, the generated energy of the generator is reduced, and the good overall economy is further achieved. The control method and the control device for the double-motor vehicle, provided by the embodiment of the invention, can ensure that the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, so that the energy recovery efficiency is improved.
The above is the core idea of the present invention, and the technical solution in the embodiment of the present invention will be clearly and completely described below with reference to the drawings in the embodiment of the present invention. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without any creative work belong to the protection scope of the present invention.
Fig. 1 is a block diagram of a powertrain of a two-motor vehicle according to an embodiment of the present invention. As shown in fig. 1, the powertrain structure of the two-motor vehicle may mainly include: the engine 2 is linked with the generator 5 through a gear pair, the engine 2 can be started through the generator 5, when the clutch 13 is disconnected, the engine 2 does not participate in directly driving the vehicle, the engine 2 drives the generator 5 to generate electricity through the engine 2 to provide electric energy for the power battery 9 or the driving motor 8 to drive the vehicle to run through the driving motor 8, when the clutch 13 is engaged, the torque of the engine 2 is transmitted to wheels 12 through the clutch 13 and the main reducing device 14, and the engine 2 and the driving motor 8 can drive the vehicle together. In addition, the power domain electric control system of the two-motor vehicle may include an engine management system 1, a generator control unit 3, a driving motor control unit 6, a battery management system 10, and a vehicle control unit 11.
With continued reference to FIG. 1, the primary operating conditions of the two-motor vehicle may include, among other things: stopping and stopping, wherein the double-motor vehicle is in a stopping state, the engine 2 is in a stopping state, the clutch 13 is in a separating state at the moment, and the whole vehicle control unit 11 stops sending an oil injection instruction and a related torque instruction; the generator 5 starts the engine 2, the generator 5 pulls the engine 2 to a certain rotating speed, the whole vehicle control unit 11 sends an oil injection instruction and a related torque instruction, the engine management system 1 controls the engine 2 to inject oil and ignite, and the clutch 13 is in a separation state at the moment; the engine 2 stops, the whole vehicle control unit 11 stops sending the fuel injection instruction and the related torque instruction, the engine management system 1 controls the fuel cut-off stop of the engine 2, and at the moment, the clutch 13 is in a separation state. In a pure electric driving state, when the electric quantity of the power battery 9 is enough, the vehicle speed and the torque required by the driver are small, the engine 2 is stopped, the vehicle is driven by the driving motor 8 to run, and the energy of the driving motor 8 is completely from the power battery 9. In the series driving state, when the vehicle speed is increased or the torque required by the driver is large, the engine 2 drives the generator 5 to generate power, and the power battery 9 are used as the energy source of the driving motor 8, or the driving motor 8 is provided with electric quantity and the power battery 9 is charged. And in a parallel driving state, when the vehicle speed continues to rise and the torque required by the driver is reduced, the clutch 13 is controlled to be engaged, the engine 2 directly drives to participate in driving, the generator 5 generates power according to the electric quantity of the power battery 9 and the load of the engine 2, and when the torque required by the driver is greater than the upper limit of the economic area of the engine 2 or the response of the engine 2 is slow, the motor 8 is driven to assist. In the energy recovery state, the vehicle is in the driving state, the vehicle control unit 11 calculates the sliding energy recovery torque and the braking energy recovery torque requested by the vehicle body stabilizing system according to the vehicle speed, controls the engine 2 to be in the idle speed or the fuel cut-off state, and drives the motor 8 to recover and generate power according to the energy recovery torque so as to supplement the energy of the power battery 9.
Fig. 2 is a schematic flowchart of a method for controlling a dual-motor vehicle according to an embodiment of the present invention, and as shown in fig. 2, the method for controlling a dual-motor vehicle includes:
and S110, when the vehicle is in an energy recovery state, controlling the recovered power of the driving motor and/or the generated power of the generator to charge the power battery.
When the vehicle is in a driving State, the generating power of the generator for SOC balance can be calculated according to the State of Charge (SOC) of the power battery, the charging capacity of the power battery and the torque required by the driver, so that the engine is controlled to drive the generator to generate power, and the power battery is charged.
When the operation of a driver is changed from stepping on the accelerator to releasing the accelerator, the vehicle is switched from a driving state to an energy recovery state, the power battery is charged by utilizing energy recovery torque, the charging power of the power battery is equal to the sum of the recovery power of the driving motor and the generating power of the generator, and if the recovery power of the driving motor cannot meet the balance of the SOC of the power battery, the engine is required to drive the generator to charge the power battery. The existing control method of the double-motor vehicle has the problems that when the charging capacity of a power battery is high enough, the power battery is charged by controlling the recovery power of a driving motor and the generating power of a generator driven by an engine together, and when the charging capacity of the power battery is low, the charging capacity of the power battery is mainly occupied by the generating power of the generator due to the fact that the generating capacity of the generator driven by the engine is large at the moment, so that the energy recovery of the driving motor is insufficient, and even the energy recovery cannot be carried out.
And S120, when the recovery power is larger than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power, and controlling the idling speed or fuel cut-off of the engine.
Specifically, idling generally means that the engine has a warming-up requirement, does not need to be stopped, runs under the condition of no load, only needs to overcome the frictional resistance of internal parts of the engine, does not output external power, does not output power of the generator, and does not charge a power battery. Fuel cut-off means that the engine stops fuel injection, and at the moment, the generator drags the engine to maintain the running of a certain rotating speed by consuming the electric quantity of a power battery.
S130, when the recovery power is smaller than the current available charging power of the power battery, controlling a driving motor to charge the power battery according to the recovery power, and controlling a generator to charge the power battery according to the power generation power; determining the smaller value of the difference between the current available charging power and the recovered power and the required power generation power of the generator as the power generation power of the generator.
The power generation power required by the generator in a driving state needs to consider the power required by a driver and the electric quantity condition of the power battery, the generator generates power when in a medium-small load, and the generator consumes power by the aid of the power battery when in a large load. In the recovery state, the conditions of the vehicle speed, the engine speed and the power battery electric quantity need to be considered for the power generation power required by the generator, the power generation power required by the generator can be properly increased when the vehicle speed and the engine speed are higher, and the power generation power required by the generator is lower when the vehicle speed and the engine speed are lower. Firstly, the difference value between the current available charging power and the recovered power is calculated, and a smaller value is selected from the difference value and the required generating power of the generator to be used as the generating power of the generator to charge the power battery.
Optionally, the current available charging power is obtained according to the state of charge of the power battery and the current temperature. The current available charging power of the power battery reflects the current charging capacity of the power battery, and generally, under the condition that the electric quantity of the power battery is relatively high or the temperature of the surrounding environment is relatively low, the current charging capacity of the power battery is relatively low, and can be reported and obtained by a battery management system.
The embodiment of the invention provides a control method of a double-motor vehicle, aiming at the problems in the prior art, when the recovery power of a driving motor is greater than or equal to the current available charging power of a power battery, namely the current charging capacity of the power battery is lower, and the recovery power of the driving motor can meet the balance of the SOC of the power battery, the driving motor is controlled to charge the power battery according to the current available charging power of the power battery, an engine is controlled to idle or cut off oil, and a generator does not charge the power battery. When the recovery power of the driving motor is smaller than the current available charging power of the power battery, that is, the current charging capacity of the power battery is high enough, and the recovery power of the driving motor cannot meet the balance of the SOC of the power battery, the driving motor needs to be controlled to charge the power battery according to the recovery power of the driving motor, and the engine is controlled to drive the generator to generate the power to charge the power battery, and the power generated by the generator is determined by the smaller value of the power generated by the generator and the difference between the current available charging power and the recovery power.
According to the technical scheme provided by the invention, the vehicle is in an energy recovery state, the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery, the insufficient part is supplemented by the power generated by the engine driving the generator, and under the condition that the power battery is in a weak charging capacity, the recovered energy of the driving motor is higher than the charging capacity of the power battery, the driving motor is controlled to recover the energy according to the current available charging capacity of the power battery, the engine is controlled to idle or cut off the oil, the generator does not output the generated power to occupy the current available charging capacity of the power battery, the energy recovery can be utilized to the maximum extent, the generated energy of the generator is reduced, and the good overall economy is further achieved. The control method and the control device for the double-motor vehicle, provided by the embodiment of the invention, can ensure that the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, so that the energy recovery efficiency is improved.
On the basis of the above embodiment, an embodiment of the present invention further provides another dual-motor vehicle control method, and fig. 3 is a schematic flow chart of another dual-motor vehicle control method provided in the embodiment of the present invention, as shown in fig. 3, optionally, the generator is driven by an engine to generate electricity; the dual motor vehicle control method may further include:
and S210, controlling the generated power of the generator and the discharge power of the power battery to supply power to the driving motor and/or controlling the engine to drive wheels of the vehicle when the vehicle is in a driving state.
With continued reference to FIG. 1, the primary operating conditions of the two-motor vehicle may include, among other things: parking and stopping, a pure electric driving state, a series driving state, a parallel driving state and an energy recovery state. The vehicle is provided with different control methods for different driving states, which are specifically divided into S220, S230 and S240.
And S220, when the vehicle is in a pure electric driving state, controlling the discharge power of the power battery to supply power to the driving motor and controlling the engine to stop.
Continuing to refer to fig. 1, in the pure electric driving state, that is, the electric quantity of the power battery 9 is sufficient, when the vehicle speed and the torque required by the driver are small, the engine 2 is controlled to stop, and further the generator 5 does not output the generated power, the vehicle is driven by the driving motor 8 to run, the energy of the driving motor 8 completely comes from the power battery 9, and the power is supplied to the driving motor 8 by controlling the discharging power of the power battery 9.
S230, when the vehicle is in a series driving state, if the required power of a driver is larger than or equal to a first set threshold value, controlling the power generation power of the generator and the discharge power of the power battery to supply power for the driving motor; and if the required power of the driver is less than a first set threshold value, controlling the discharge power of the power battery to supply power to the driving motor, and controlling the generating power of the generator to supply power to the driving motor and charge the power battery.
Continuing to refer to fig. 1, when the vehicle speed increases or the torque required by the driver is large, and the vehicle is in a series driving state at this time, controlling the engine 2 to drive the generator 5 to generate electricity; if the power required by the driver is greater than or equal to a first set threshold, namely the engine 2 is used for driving the generator 5 to generate electricity to provide electricity for the driving motor 8 to drive the vehicle to run, the power battery 9 and the generator 5 are controlled to be used as energy sources of the driving motor 8 together, and the output power of the driving motor 8 is equal to the sum of the generated power of the generator 5 and the discharge power of the power battery 9; if the power required by the driver is smaller than the first set threshold, that is, the electric generator 5 is driven by the engine 2 to generate electricity to supply the electric quantity to the driving motor 8, so that the vehicle can run, the electric generator 5 is controlled to supply the electric quantity to the driving motor 8 and charge the power battery 9.
S240, when the vehicle is in a parallel driving state, if the torque required by the driver is smaller than or equal to a second set threshold value, controlling the engine to drive wheels of the vehicle, and controlling the engine to drive the generator to generate power to charge the power battery; if the torque required by the driver is greater than or equal to a third set threshold, controlling the engine to drive wheels of the vehicle, and controlling the discharge power of the power battery to supply power to the driving motor; and if the required torque of the driver is greater than the second set threshold and less than the third set threshold, controlling the engine to drive wheels of the vehicle.
The driver's required power may be converted according to the driver's required torque. As shown in fig. 1, when the vehicle speed continues to increase and the torque required by the driver decreases, and the vehicle is in a parallel driving state, the control clutch 13 is engaged, the engine 2 directly drives the vehicle, and the engine 2 directly drives the wheels of the vehicle; if the torque required by the driver is smaller than or equal to a second set threshold, controlling the generator 5 to generate power according to the electric quantity of the power battery 9 and the load of the engine 2, namely controlling the engine 2 to drive the generator 5 to generate power to charge the power battery 9; when the driver demand torque is larger than the upper limit of the economic zone of the engine 2 or the response of the engine 2 is slow, namely the driver demand torque is larger than or equal to a third set threshold value at the moment, the driving motor 8 performs power assisting, namely the discharging power of the power battery 9 is controlled to supply power to the driving motor 8. If the torque required by the driver is greater than the second set threshold and less than the third set threshold, the engine 2 is controlled to drive the wheels of the vehicle, and at this time, the generator 5 does not output the generated power to charge the power battery 9, and the power battery 8 does not output the discharge power to provide electric quantity for the driving motor 8 to assist.
On the basis of the foregoing embodiment, optionally, the dual-motor vehicle control method may further include: when the torque required by the driver is larger than a fourth set threshold value, judging that the vehicle is in a driving state; when the required torque of the driver is smaller than a fifth set threshold value, judging that the vehicle is in an energy recovery state; the fourth predetermined threshold is greater than the fifth set threshold.
When the vehicle is in a series or parallel mode, and the vehicle is in a driving state when a driver steps on an accelerator, the generated power of the generator is limited to be calculated by using the sum of the available charging power of the power battery and the actual using power of the driving motor, and when the driver releases the accelerator, the vehicle is in an energy recovery state, the generated power of the generator is limited to be calculated by using the sum of the available charging power of the power battery and the required using power of the driving motor, the generated power of the generator is limited by using the recovery power calculated by the recovery torque of the driving motor, so that the limitation of the lower limit of the requested torque of the driving motor obtained by the difference between the available charging power of the power battery and the actual generating power of the generator is released, and when the available charging power of the power battery is smaller and the recovery power of the driving motor cannot meet the SOC balance of the power battery, the generated power of the generator is equal to the difference between the current available charging power of the power battery and the recovery power of the driving motor, and the SOC can reach the balance requirement while the energy recovery power enters the power battery preferentially.
Fig. 4 is a generator generated torque calculation flowchart of a control method for a dual-motor vehicle according to an embodiment of the present invention. The generator generating torque calculation process of the dual-motor vehicle Control method can be executed by a vehicle Control Unit (HCU) through a series of programmed Control processes. As shown in fig. 4, the generator generation torque calculation flow steps of the two-motor vehicle control method include:
s310, judging whether the vehicle can be in a driving working condition or not, and if not, executing S320; if yes, go to S330.
Specifically, when the torque required by the driver is greater than a fourth set threshold, it is determined that the vehicle is in a driving state; and when the driver's required torque is less than a fifth set threshold, judging that the vehicle is in an energy recovery state. For example, when the driver's required torque is greater than 0Nm, the vehicle is considered to be in a driving state, and when the driver's required torque is less than-2 Nm, the vehicle is considered to be in an energy recovery state. In addition, if the vehicle is in a creep state, the vehicle is also considered to be in a driving state, and the vehicle is in the creep state generally means that the current speed is low and the driver does not depress the accelerator pedal nor the brake pedal.
And S320, the available generating power of the generator is equal to the sum of the available charging power of the power battery and the required recovery power of the driving motor, and then S340 is executed.
Specifically, the available charging power of the power battery is directly reported by a battery management system, and the sign of the available power of the power battery is positive; the sign of the recovery power required by the driving motor is negative, and the recovery power required by the driving motor can be calculated by the following formula I:
Figure GDA0003375614180000131
wherein, PTMRecovering power for the drive motor demand; x is the drive motor efficiency; n is a radical ofTMRequesting torque for the drive motor; n isTMThe actual rotating speed of the driving motor; 9550 the power conversion factor is constant. The efficiency of the driving motor is obtained by looking up a table of the actual rotating speed of the driving motor and the required torque of the driving motor, the actual rotating speed of the driving motor can be reported by a driving motor control unit, and the required torque of the driving motor can be obtained by calculating the following formula two:
Figure GDA0003375614180000132
wherein N isTMRequesting torque for the drive motor; p is the initial driver wheel end demand torque; n' is a braking energy recovery request torque (wheel end); n is the conversion speed ratio. The braking energy recovery request torque (wheel end) can be reported by a vehicle body stabilizing system.
S330, the available generating power of the generator is equal to the sum of the available charging power of the power battery and the actual using power of the driving motor, and then S340 is executed.
Specifically, the available charging power of the power battery is directly reported by a battery management system, and the sign of the available charging power of the power battery is positive; the symbol of the actual recovered power of the driving motor is positive, and the actual used power of the driving motor can be calculated by the following formula three:
Figure GDA0003375614180000133
wherein, PTM' power is actually used for driving the motor; x is the drive motor efficiency; n is a radical ofTM' is the actual torque of the drive motor; n isTMThe actual rotating speed of the driving motor; 9550 the power conversion factor is constant. The efficiency of the driving motor is obtained by looking up a table of the actual rotating speed of the driving motor and the actual torque of the driving motor, and the actual torque of the driving motor and the drivingThe actual rotating speed of the motor can be reported by the driving motor control unit.
And S340, converting the available generated power of the generator into available generated torque of the generator.
The available generating torque of the generator can be obtained by calculating the available generating power of the generator through power conversion torque, and sign conversion is carried out, wherein the sign of the available generating torque of the generator is negative.
And S350, determining the larger value of the minimum torque of the generator and the available generating torque of the generator as the generating torque of the generator.
Specifically, the minimum torque of the generator can be obtained by reporting by the generator control unit, at this time, the sign of the minimum torque of the generator is negative, the larger value of the available generation torque of the generator and the minimum torque of the generator is selected as the generation torque of the generator, at this time, the sign of the generation torque of the generator is negative, that is, the smaller value of the absolute value of the two negative values is selected.
On the basis of the above embodiment, the embodiment of the invention also provides another dual-motor vehicle control method. Fig. 5 is a schematic flow chart of another dual-motor vehicle control method according to an embodiment of the present invention. As shown in fig. 5, alternatively, the recovered power of the drive motor may be obtained from the energy recovery torque; the generating power of the generator is obtained by the torque of the generator; the dual motor vehicle control method may further include:
and S410, calculating the initial driver required torque according to the opening of an accelerator pedal and the vehicle speed, and acquiring the limited driver required torque according to the maximum limit value of the driver wheel end required torque and the minimum limit value of the driver wheel end required torque.
S420, acquiring the torque upper limit of the engine in a series state, the torque upper limit of the engine in a parallel state, the torque upper limit of the generator, the torque lower limit of the generator, the wheel end maximum torque of the driving motor, the wheel end minimum torque of the driving motor, the wheel end required torque maximum limit of the driver, the wheel end required torque minimum limit of the driver and the braking energy recovery torque capacity according to the initial driver wheel end required torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the maximum torque of the engine, the maximum torque of the driving motor, the minimum torque of the driving motor and the braking energy recovery request torque.
Specifically, the available charging power of the power battery and the available discharging power of the power battery can be reported by a battery management system, the maximum torque of the generator and the minimum torque of the generator can be reported by a generator control unit, the maximum torque of the engine can be reported by an engine management system, the maximum torque of the driving motor and the minimum torque of the driving motor can be reported by a driving motor control unit, the braking energy recovery request torque can be reported by a vehicle body stabilizing system, the obtained braking energy recovery torque capacity can also be sent to the vehicle body stabilizing system, it needs to be noted that the braking energy recovery torque capacity only considers the capacity of the driving motor and the capacity of the power battery, the current generating power of the engine is not planed, and the vehicle body stabilizing system can send out the braking energy recovery torque.
The maximum torque of the wheel end of the driving motor, namely the maximum driving capability of the wheel end of the driving motor, can be calculated by the following formula four:
Figure GDA0003375614180000151
wherein, TM(max)The maximum torque of the wheel end of the driving motor; b ismaxAvailable discharge power for the power battery; p is accessory consumed power; p' is reserved power (speed regulation and efficiency); pGMFor the actual power generation of the generator, PGMPositive, indicating that the generator is in the discharged state, PGMNegative, indicating that the generator is in a charging state; n isTMThe rotating speed of the driving motor; TMmaxThe maximum torque of the driving motor. It should be noted that: the process takes efficiency into account.
The minimum torque of the wheel end of the driving motor, namely the maximum power generation capacity of the wheel end of the driving motor, can be calculated by the following formula five:
Figure GDA0003375614180000152
wherein, TM(min)The minimum torque is the wheel end minimum torque of the driving motor; b isminAvailable charging power for the power battery; p is accessory consumed power; p' is reserved power (speed regulation and efficiency); pGMFor the actual power generation of the generator, PGMPositive, indicating that the generator is in the discharged state, PGMNegative, indicating that the generator is in a charging state; n isTMThe rotating speed of the driving motor; TMminThe minimum torque is the drive motor. It should be noted that: the process takes efficiency into account.
The upper limit of the generator torque, i.e. the maximum driving torque of the generator, can be calculated by the following formula six:
Figure GDA0003375614180000161
wherein, GM(max)An upper limit of output power of the generator; b ismaxAvailable discharge power for the power battery; p is accessory consumed power; p' is reserved power (efficiency); pTMFor driving the actual power of the motor, PTMTo be positive, the driving motor is described as being in a driving state, PTMIf the voltage is negative, the driving motor is in a power generation state; n isGMIs the generator speed; GM (GM)maxThe maximum torque of the generator. It should be noted that: the process takes efficiency into account.
The lower limit of the torque of the generator, i.e. the maximum generating torque of the generator, can be calculated by the following formula seven:
Figure GDA0003375614180000162
wherein, GM(min)A lower limit for generator output power; b isminAvailable charging power for the power battery; p is accessory consumed power; p' is reserved power (efficiency); pTMFor driving the actual power of the motor, PTMTo be positive, the driving motor is described as being in a driving state, PTMNegative indicates that the driving motor is in the power generation state；nGMIs the generator speed; GM (GM)minIs the minimum torque of the generator. It should be noted that: the process takes efficiency into account.
The upper torque limit of the engine in the series state, i.e. the maximum torque of the engine in the series state, can be calculated by the following equation eight:
Figure GDA0003375614180000163
wherein Eng(max)Upper torque limit for the engine in series; t is the external characteristic of the engine; GM (GM)minMinimum torque for the generator; n is(GM-Eng)Is the speed ratio of the generator to the engine; p' is the reserved power for the rotating speed control of the generator; n isEngIs the engine speed; n is a radical ofGMAnd reserving torque for controlling the rotating speed of the generator.
The torque upper limit of the engine in the parallel state, namely the parallel maximum torque of the engine, can be calculated by the following formula nine:
Eng(max)′＝Engmaxformula nine
Wherein Eng(max)' is the upper torque limit of the engine in parallel; engmaxIs the engine torque capacity.
The maximum limit of the torque required by the wheel end of the driver, namely the maximum driving capability of the wheel end, can be calculated by the following formula:
Figure GDA0003375614180000171
max is the maximum limit value of the torque required by the wheel end of the driver; t is the external characteristic of the engine; n is(GM-Eng)Is the speed ratio of the generator to the engine; GM (GM)minTaking the minimum torque of the generator as positive; n isGMIs the generator speed; b ismaxAvailable discharge power for the power battery; p' is reserved power (start, efficiency); x is accessory consumed power; n isTMThe rotating speed of the driving motor; TMmaxThe maximum torque of the driving motor. Need attention toThe method comprises the following steps: the process takes efficiency into account.
The minimum limit of the torque required by the wheel end of the driver, namely the maximum power generation capacity of the wheel end, can be calculated by referring to the minimum torque of the wheel end of the driving motor.
S430, distributing torque to the limited torque required by the driver according to the running state of the vehicle, and acquiring the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the initial wheel end of the driving motor; the operating states may include a series state, a parallel state, and an electric-only state.
The main operating states of the two-motor vehicle may mainly include: parking shutdown, pure electric drive state, series drive state, parallel drive state, series energy recovery state and parallel energy recovery state.
Specifically, in a series driving state, according to the magnitude of power required by a driver, series power generation is carried out in the middle and small load, the generated power is calculated according to a table look-up table of the power required by the driver and is limited by the capability of assembly capability calculation, the initial wheel end torque of a driving motor is equal to the limited driver required torque, the engine required generated power is equal to the driver required power plus the generated power, the required engine rotating speed is obtained by the table look-up of the engine required generated power, the power is divided by the rotating speed to obtain the torque of the shaft end of the engine, and the generator is used for calculating the torque of the shaft end of the generator according to a target rotating speed; when the load is heavy, series power assistance is carried out, the torque of an initial wheel end of a driving motor is equal to the limited torque required by a driver, the power generation power required by an engine is equal to the power required by the driver minus the power assistance power of a power battery, the power assistance power of the battery is calculated according to a table look-up table of the power required by the driver and limited by the capability of assembly capability calculation, the required power generation power of the engine is calculated according to the table look-up table to obtain the required engine rotating speed, the power is divided by the rotating speed to obtain the torque of the shaft end of the engine, and the torque of the shaft end of the generator is calculated by the generator according to the target rotating speed.
Under the state of series energy recovery, when the engine is out of oil, the torque of the shaft end of the engine is the engine loss torque, the target rotating speed of the engine is obtained by looking up a table according to the vehicle speed, and the torque of the shaft end of the generator is obtained by the generator through calculation according to the target rotating speed; when the engine is not in fuel cut, the target rotating speed of the engine is obtained by looking up a table by a vehicle speed, the generating power of the engine is obtained by looking up a table by an actual rotating speed of the engine, and the generator calculates the torque of the shaft end of the generator according to the target rotating speed; the torque of the initial wheel end of the driving motor is equal to the sum of the sliding recovery torque and the braking energy recovery torque.
Under the parallel driving state, the upper limit and the lower limit of an economic area are divided according to the universal characteristics of the engine, the torque required by a driver is smaller than the lower limit, the target power generation torque of the working point of the engine is obtained, the torque of the initial wheel end of the driving motor is equal to the torque required by the driver minus the target power generation torque, power generation is carried out, and power generation is stopped when the battery power is higher than a certain value; when the torque required by the driver is larger than the lower limit and smaller than the upper limit, the torque at the shaft end of the engine is equal to the torque required by the driver plus the consumed power of the accessories to obtain the torque, at the moment, the engine is driven independently, and the request of a driving motor is zero; when the required torque of the driver is larger than the upper limit, the initial wheel end torque of the driving motor is equal to the required torque of the driver minus the actual torque of the engine, the shaft end torque of the engine is equal to the required torque of the driver minus the torque request of the driving motor, and when the required torque is larger than the upper limit plus the power assisting capacity of the driving motor, the parallel connection is required to be switched to the series connection.
Under the parallel energy recovery state, when the engine is in oil cut, the torque of the shaft end of the engine is the engine loss torque, and the torque of the initial wheel end of the driving motor is equal to the torque required by the driver minus the actual torque of the engine; when the engine is not cut off, the torque at the shaft end of the engine is equal to the power generation torque request (generally, the power generation request is generated when the battery capacity is extremely low), and the initial wheel end torque of the driving motor is equal to the torque required by a driver minus the actual torque of the engine.
And S440, filtering the engine shaft end torque, the generator shaft end torque and the driving motor initial wheel end torque.
The engine shaft end torque, the generator shaft end torque and the driving motor initial wheel end torque are subjected to filtering processing, and the purpose is to limit rising and falling rates and a zero point rate.
And S450, overlapping the torque of the initial wheel end of the driving motor with the braking energy recovery torque and compensating the motor torque loss to obtain the torque of the shaft end of the driving motor.
And carrying out speed ratio transformation on the filtered initial wheel end torque of the driving motor, converting the filtered initial wheel end torque of the driving motor into the end torque of the driving motor, superposing the braking energy recovery torque sent by the body stabilizing system and compensating the motor torque loss, and finally obtaining the end torque of the driving motor.
And S460, redistributing the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the shaft end of the driving motor when the external torque is output by the electronic stability system of the vehicle body.
When the body electronic stability system outputs the external torque, for example, when the vehicle anti-lock brake control system or the traction control system works, the external torque is directly output in response to the body electronic stability system.
S470, performing sign conversion processing on the shaft end torque of the driving motor according to the current gear of the vehicle; the current gear is a forward gear or a reverse gear.
And performing sign conversion processing on the torque at the shaft end of the driving motor according to whether the current gear of the vehicle is a forward gear or a reverse gear, and performing appropriate filtering processing.
On the basis of the above embodiments, the embodiments of the present invention also provide a feasible embodiment. Fig. 6 is a timing chart of a change in output of each assembly and a power demand of a driver in a transition from a driving state to an energy recovery state of a two-motor vehicle according to an embodiment of the present invention. Referring to fig. 6, the overall vehicle control unit will be described with respect to the control of the power required by the driver and the outputs of the respective assemblies when the two-motor vehicle transitions from the driving state to the energy recovery state. In the description of fig. 6, the loss when energy is not transmitted is assumed. In the initial state shown in fig. 6, the clutch at point a is in a disengaged state, the vehicle is in a series driving state, the SOC of the power battery is low, the available charging power is low due to temperature, and the power generated by the engine generator is used for charging the power battery while providing the driving motor for driving the vehicle; when the driver releases the accelerator pedal but does not step on the brake pedal at the point B, the power required by the driver is reduced, and the power generation amount of the engine generator is reduced; when the required power of a driver is 0 at the point C, the vehicle enters a sliding energy recovery state, and the engine generator in the dual-motor vehicle control method provided by the embodiment of the invention generates power according to the remaining limit value after the chargeable power of the power battery after the limit (a certain amount of reservation is carried out on the basis of the available charging power of the battery reported by the battery management system) subtracts the sliding energy recovery; d, after a driver steps on a brake pedal and superposes braking energy recovery torque, the output power of a driving motor reaches the limit value of the chargeable power of the power battery after the limit, the power generation power of an engine generator is limited to zero through the limit value of the power generation capacity of the generator, and the energy recovery is preferentially ensured; when the driver required power is positive at the point E, the energy recovery state is finished, and when the energy recovery power begins to be reduced, the power generation power of the engine generator is not recovered firstly, so that frequent speed regulation of the working point of the engine generator caused by frequent braking is prevented, and the power generation power of the engine generator is recovered after the driver required power is greater than a certain value; when point F is reached, the vehicle is completely restored to the state near the initial state. If the energy recovery is not performed preferentially, the generated energy of the generator of the engine can completely occupy the limit value of the chargeable power of the power battery after the limit in the energy recovery state, so that the economy without energy recovery is not good, and the difference exists between the braking deceleration in the gliding energy recovery stage and the usable charging power of the power battery when the usable charging power is normal.
When a vehicle is in an energy recovery state, the power battery is charged by controlling the recovery power of the driving motor and the generating power of the generator; when the recovery power of the driving motor is greater than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power of the power battery, and controlling the generator to stop without charging the power battery; when the recovery power of the driving motor is smaller than the current available charging power of the power battery, the driving motor is controlled to charge the power battery according to the recovery power, and meanwhile, the engine is controlled to drive the generator to generate first power generation power to charge the power battery. According to the technical scheme provided by the invention, the vehicle is in an energy recovery state, the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery, the insufficient part is supplemented by the power generated by the engine driving the generator, and under the condition that the power battery is in a weak charging capacity, the recovered energy of the driving motor is higher than the charging capacity of the power battery, so that the driving motor is controlled to recover the energy according to the current available charging capacity of the power battery, the engine is controlled to idle or cut off the oil, the generator does not output the generated power to charge the power battery, the energy recovery can be utilized to the maximum extent, the generated energy of the generator is reduced, and the good vehicle economy is further achieved. The control method and the control device for the double-motor vehicle, provided by the embodiment of the invention, can ensure that the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, so that the energy recovery efficiency is improved.
Based on the same conception, the embodiment of the invention also provides a double-motor vehicle control device. Fig. 7 is a schematic structural diagram of a dual-motor vehicle control device according to an embodiment of the present invention, and as shown in fig. 7, the dual-motor vehicle control device 1 includes: the torque distribution module 100 is used for controlling the recovered power of the driving motor and/or the generated power of the generator to charge the power battery when the vehicle is in an energy recovery state; the torque distribution module 100 includes: a first torque distribution unit 110 and a second torque distribution unit 120; the first torque distribution unit 110 is used for controlling the driving motor to charge the power battery according to the current available charging power and controlling the engine to idle or cut off the fuel when the recovered power is greater than or equal to the current available charging power of the power battery; the second torque distribution unit 120 is configured to control the driving motor to charge the power battery according to the recovered power and control the generator to charge the power battery according to the generated power when the recovered power is smaller than the currently available charging power of the power battery; and determining the smaller value of the difference between the required generating power of the generator and the current available charging power and the recovered power as the generating power of the generator.
In the embodiment of the present invention, when the vehicle is in the energy recovery state, the torque distribution module 100 charges the power battery by controlling the recovery power of the driving motor and the generation power of the generator; the torque distribution module 100 includes: a first torque distribution unit 110 and a second torque distribution unit 120; when the recovery power of the driving motor is greater than or equal to the current available charging power of the power battery, the first torque distribution unit 110 controls the driving motor to charge the power battery according to the current available charging power of the power battery, and controls the engine to idle or cut off oil, the generator does not output power and does not charge the power battery; when the recovered power of the driving motor is smaller than the current available charging power of the power battery, the second torque distribution unit 120 controls the driving motor to charge the power battery according to the recovered power, and controls the engine to drive the generator to charge the power battery according to the generated power, and at this time, the generated power of the generator is determined by selecting a smaller value from the difference between the required generated power of the generator and the current available charging power and the recovered power.
According to the technical scheme provided by the invention, the vehicle is in an energy recovery state, the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery, the insufficient part is supplemented by the power generated by the generator driven by the engine, and under the condition that the power battery is in a weak charging capacity, the recovered energy of the driving motor is higher than the charging capacity of the power battery, so that the driving motor is controlled to recover the energy according to the current available charging capacity of the power battery, the engine is controlled to idle or cut off the oil, the generator does not output the power for generating electricity, the power battery is not charged, the energy recovery can be utilized to the maximum extent, the generated energy of the generator is reduced, and the good overall economy is further achieved. The control method and the control device for the double-motor vehicle, provided by the embodiment of the invention, can ensure that the recovered energy of the driving motor is preferentially ensured to supplement the electric quantity of the power battery when the vehicle is in an energy recovery working condition and the power battery is weaker in charging capacity, so that the energy recovery efficiency is improved.
On the basis of the above-mentioned embodiment, the embodiment of the invention also provides another dual-motor vehicle control device. FIG. 8 is a schematic structural diagram of another dual-motor vehicle control apparatus according to an embodiment of the present invention, as shown in FIG. 8, wherein the recovered power of the driving motor can be obtained by energy recovery torque; the generating power of the generator is obtained by the torque of the generator; the two-motor vehicle control device 1 may further include: a driver demanded torque calculation module 200, an assembly capacity calculation module 300, a torque filtering module 400, a dynamic load control module 500, an external torque coordination module 600, and a motor quadrant switching management module 700.
The driver demand torque calculation module 200 may be configured to calculate an initial driver demand torque according to an accelerator opening and a vehicle speed, and obtain a limited driver demand torque according to a driver wheel end demand torque maximum limit and a driver wheel end demand torque minimum limit.
Specifically, the driver demand torque calculation module 200 may be configured to calculate an initial driver demand torque according to an accelerator opening and a vehicle speed, and send the initial driver demand torque to the assembly capacity calculation module 300; the driver demand torque calculation module 200 is further configured to obtain the limited driver demand torque according to the maximum limit of the driver wheel end demand torque and the minimum limit of the driver wheel end demand torque, and send the limited driver demand torque to the torque distribution module 100.
The assembly capacity calculation module 300 may be configured to obtain, according to the initial driver wheel end required torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the engine, the maximum torque of the driving motor, the minimum torque of the driving motor, and the braking energy recovery request torque, an upper torque limit of the engine in the series state, an upper torque limit of the engine in the parallel state, an upper torque limit of the generator, a lower torque limit of the generator, the maximum torque of the wheel end of the driving motor, the minimum torque of the wheel end of the driving motor, the maximum torque limit of the driver wheel end required torque, the minimum torque limit of the driver wheel end required torque, and the braking energy recovery torque capacity.
The assembly capacity calculation module 300 may further be configured to send the maximum driver wheel-end required torque limit and the minimum driver wheel-end required torque limit to the driver required torque calculation module 200, send the torque upper limit of the engine in the series state, the torque upper limit of the engine in the parallel state, the torque upper limit of the generator, the torque lower limit of the generator, the maximum driving motor wheel-end torque and the minimum driving motor wheel-end torque to the torque distribution module 100, and send the braking energy recovery torque capacity to the vehicle body stabilizing system 800.
The torque distribution module 100 can also be used for performing torque distribution on the limited torque required by the driver according to the running state of the vehicle to obtain the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the initial wheel end of the driving motor; the operation state comprises a series state, a parallel state and a pure electric state.
Specifically, the torque distribution module 100 may be further configured to perform torque distribution on the limited torque required by the driver according to the operating state of the vehicle, and limit each distributed torque according to an upper torque limit of the engine in a series state, an upper torque limit of the engine in a parallel state, an upper torque limit of the generator, a lower torque limit of the generator, a maximum torque of a wheel end of the driving motor, and a minimum torque of the wheel end of the driving motor, so as to obtain an engine shaft end torque, a generator shaft end torque, and a driving motor initial wheel end torque; the torque distribution module 100 may also be used to send the engine shaft end torque, the generator shaft end torque, and the drive motor initial wheel end torque to the torque filtering module 400.
The torque filtering module 400 may be used to filter the engine shaft end torque, the generator shaft end torque, and the driving motor initial wheel end torque.
The torque filtering module 400 may also be used to send the engine shaft end torque and the generator shaft end torque to the external torque coordination module 500 and the drive motor initial wheel end torque to the dynamic load control module 600.
The dynamic load control module 500 may be configured to obtain the torque at the shaft end of the driving motor by overlapping the torque at the initial wheel end of the driving motor with the braking energy recovery torque and compensating the motor torque loss.
Specifically, the dynamic load control module 500 may be configured to obtain the shaft end torque of the driving motor by superimposing the braking energy recovery torque on the initial wheel end torque of the driving motor and compensating the motor torque loss, and send the shaft end torque of the driving motor to the external torque coordination module 600.
The external torque coordination module 600 may be used to redistribute the engine shaft end torque, the generator shaft end torque, and the drive motor shaft end torque in the presence of the external torque output by the body electronic stability system 800.
Specifically, the external torque coordination module 600 may be configured to redistribute the engine shaft end torque, the generator shaft end torque, and the driving motor shaft end torque when the external torque is output by the body electronic stability system 800; the external torque coordination module 600 may also be used to send drive motor shaft end torque to the motor quadrant switching management module 700.
The motor quadrant switching management module 700 may be configured to perform symbol conversion processing on the shaft end torque of the driving motor according to the current gear of the vehicle; the current gear is a forward gear or a reverse gear.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (6)

1. A two-motor vehicle control method, characterized by comprising:
when the vehicle is in an energy recovery state, controlling the recovery power of the driving motor and/or the generating power of the generator to charge the power battery;
when the recovered power is larger than or equal to the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the current available charging power, and controlling the idling speed or fuel cut-off of an engine;
when the recovered power is smaller than the current available charging power of the power battery, controlling the driving motor to charge the power battery according to the recovered power, and controlling the generator to charge the power battery according to the generated power; determining the smaller value of the difference between the current available charging power and the recovered power and the required power of the generator as the generating power of the generator;
the generator is driven by the engine to generate electricity;
the dual-motor vehicle control method further includes:
when the vehicle is in a driving state, controlling the power generation power of the generator and the discharge power of the power battery to supply power to the driving motor, and/or controlling the engine to drive wheels of the vehicle;
when the vehicle is in a pure electric driving state, controlling the discharge power of the power battery to supply power to the driving motor and controlling the engine to stop;
when the vehicle is in a series driving state, if the power required by a driver is greater than or equal to a first set threshold value, controlling the power generation power of the generator and the discharge power of the power battery to supply power to the driving motor; if the required power of the driver is smaller than the first set threshold, controlling the discharge power of the power battery to supply power to the driving motor, and controlling the generating power of the generator to supply power to the driving motor and charge the power battery;
when the vehicle is in a parallel driving state, if the torque required by a driver is smaller than or equal to a second set threshold value, controlling the engine to drive wheels of the vehicle, and controlling the engine to drive the generator to generate power to charge the power battery; if the torque required by the driver is larger than or equal to a third set threshold, controlling the engine to drive wheels of the vehicle, and controlling the discharge power of the power battery to supply power to the driving motor; the second set threshold is smaller than the third set threshold, and if the required torque of the driver is larger than the second set threshold and smaller than the third set threshold, the engine is controlled to drive wheels of the vehicle;
the recovered power of the driving motor can be obtained by energy recovery torque; the generating power of the generator is obtained by the torque of the generator;
the dual-motor vehicle control method further includes:
calculating initial driver required torque according to the opening of an accelerator pedal and the vehicle speed, and acquiring the limited driver required torque according to the maximum limit value of the driver wheel end required torque and the minimum limit value of the driver wheel end required torque;
acquiring the torque upper limit of the engine in a series state, the torque upper limit of the engine in a parallel state, the torque upper limit of the generator, the torque lower limit of the generator, the wheel end maximum torque of the driving motor, the wheel end minimum torque of the driving motor, the wheel end required torque maximum limit of the driver, the wheel end required torque minimum limit of the driver and the braking energy recovery torque capacity according to the initial driver wheel end required torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the engine, the maximum torque of the driving motor, the minimum torque of the driving motor and the braking energy recovery request torque;
distributing the torque of the limited driver required torque according to the running state of the vehicle to obtain the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the initial wheel end of the driving motor; the running states comprise a series state, a parallel state and a pure electric state;
filtering the engine shaft end torque, the generator shaft end torque and the driving motor initial wheel end torque;
and superposing the initial wheel end torque of the driving motor on the braking energy recovery torque and compensating the motor torque loss to obtain the shaft end torque of the driving motor.
2. The dual-motor vehicle control method of claim 1, wherein the current available charging power is obtained based on a power battery state of charge and a current temperature.
3. The two-motor vehicle control method according to claim 1, characterized by further comprising:
when the torque required by the driver is larger than a fourth set threshold value, judging that the vehicle is in a driving state; and when the driver's required torque is smaller than a fifth set threshold, judging that the vehicle is in an energy recovery state, wherein the fourth preset threshold is larger than the fifth preset threshold.
4. The two-motor vehicle control method according to claim 1, characterized by further comprising:
and when the vehicle body electronic stabilization system outputs external torque, redistributing the engine shaft end torque, the generator shaft end torque and the driving motor shaft end torque.
5. The two-motor vehicle control method according to claim 1, characterized by further comprising: carrying out sign conversion processing on the shaft end torque of the driving motor according to the current gear of the vehicle; the current gear is a forward gear or a reverse gear.
6. A two-motor vehicle control apparatus, characterized by comprising:
the torque distribution module is used for controlling the recovered power of the driving motor and/or the generated power of the generator to charge the power battery when the vehicle is in an energy recovery state;
the torque distribution module includes: a first torque distribution unit and a second torque distribution unit;
the first torque distribution unit is used for controlling the driving motor to charge the power battery according to the current available charging power and controlling the idling or fuel cut-off of an engine when the recovered power is larger than or equal to the current available charging power of the power battery;
the second torque distribution unit is used for controlling the driving motor to charge the power battery according to the recovered power and controlling the generator to charge the power battery according to the generated power when the recovered power is smaller than the current available charging power of the power battery; determining the smaller value of the difference value between the current available charging power and the recovered power and the required generating power of the generator as the generating power of the generator;
the recovered power of the driving motor can be obtained by energy recovery torque; the generating power of the generator is obtained by the torque of the generator;
the dual-motor vehicle control device further includes: the system comprises a driver required torque calculation module, an assembly capacity calculation module, a torque filtering module, a dynamic load control module, an external torque coordination module and a motor quadrant switching management module;
the driver demand torque calculation module is used for calculating initial driver demand torque according to the opening degree of an accelerator pedal and the vehicle speed, and acquiring the limited driver demand torque according to the maximum limit value of the driver wheel end demand torque and the minimum limit value of the driver wheel end demand torque;
the assembly capacity calculation module is used for acquiring the torque upper limit of the engine in a series state, the torque upper limit of the engine in a parallel state, the torque upper limit of the generator, the torque lower limit of the generator, the wheel end maximum torque of the driving motor, the wheel end minimum torque of the driving motor, the wheel end required torque maximum limit of the driver, the wheel end required torque minimum limit of the driver and the braking energy recovery torque capacity according to the initial driver wheel end required torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the driving motor, the minimum torque of the driving motor and the braking energy recovery request torque;
the torque distribution module is further used for carrying out torque distribution on the limited torque required by the driver according to the running state of the vehicle to obtain the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the initial wheel end of the driving motor; the running states comprise a series state, a parallel state and a pure electric state;
the torque filtering module is used for filtering the engine shaft end torque, the generator shaft end torque and the driving motor initial wheel end torque;
the dynamic load control module is used for superposing the initial wheel end torque of the driving motor on the braking energy recovery torque and compensating the motor torque loss to obtain the shaft end torque of the driving motor;
the external torque coordination module is used for redistributing the torque of the shaft end of the engine, the torque of the shaft end of the generator and the torque of the shaft end of the driving motor when the external torque output by the electronic vehicle body stabilization system exists;
the motor quadrant switching management module is used for performing symbol conversion processing on the shaft end torque of the driving motor according to the current gear of the vehicle; the current gear is a forward gear or a reverse gear.
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