CN113460030A - Series-parallel hybrid power torque distribution method - Google Patents
Series-parallel hybrid power torque distribution method Download PDFInfo
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- CN113460030A CN113460030A CN202110897485.9A CN202110897485A CN113460030A CN 113460030 A CN113460030 A CN 113460030A CN 202110897485 A CN202110897485 A CN 202110897485A CN 113460030 A CN113460030 A CN 113460030A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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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
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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
- B60W10/08—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/30—Control strategies involving selection of transmission gear ratio
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- 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 provides a series-parallel hybrid power torque distribution method, which comprises the following steps: calculating equivalent specific oil consumption and an equivalent power generation coefficient; when the set conditions are met, obtaining the optimal working point of the engine and the optimal working point of the driving motor; the set condition is that the equivalent specific oil consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value. The series-parallel hybrid power torque distribution method introduces concepts of equivalent specific oil consumption and equivalent power generation coefficient, and obtains the optimal working point of the engine and the motor when the equivalent specific oil consumption is lowest or the equivalent power generation efficiency is highest, so that the oil consumption is reduced.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a series-parallel hybrid power torque distribution method.
Background
The automobile is one of the main daily travel vehicles, and with the rapid increase of the automobile holding capacity, the energy consumption ratio is high, and CO is high2The fuel oil vehicle has high emission occupation ratio, contributes greatly to greenhouse effect, sets automobile fuel consumption and emission regulations in various countries aiming at the problem of global warming, implements national six standards in China at present, continuously improves the requirements of the fuel consumption standard, cannot meet the fuel consumption standard of 5L/100KM implemented in 2020 in China, develops environment-friendly vehicles with low fuel consumption and low emission, and is very urgent for developing new vehicles meeting the national regulations. The hybrid electric vehicle can solve the problems of oil consumption and emission and can eliminate the mileage anxiety brought by the pure electric vehicle.
The current hybrid architecture is mainly power split or series-parallel, but a control method is required to realize effective and smooth switching between different modes. The hybrid power system in the prior art basically has functions of pure electric driving and hybrid mode driving related to hybrid power, but mode switching is smooth, driving feeling is not enough, and oil consumption of the whole vehicle is high. And the control of some multi-gear hybrid schemes is too complex, and control logic leaks are easy to generate, so that the insecurity of the control of the whole vehicle is caused.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a series-parallel hybrid power torque distribution method, and aims to reduce oil consumption.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: the parallel-series hybrid power torque distribution method comprises the following steps:
calculating equivalent specific oil consumption and an equivalent power generation coefficient;
when the set conditions are met, obtaining the optimal working point of the engine and the optimal working point of the driving motor; the set condition is that the equivalent specific oil consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value.
When the whole vehicle is in a pure electric driving mode, when the torque required by the whole vehicle is smaller than the torque provided by the driving motor, the driving motor provides the driving force for the whole vehicle; when the torque required by the whole vehicle is larger than the torque provided by the driving motor and smaller than the sum of the torque provided by the driving motor and the torque provided by the ISG motor, the driving force of the whole vehicle is provided by the driving motor and the ISG motor together.
Dividing the running state of the engine into a high load region with relatively high engine load, a medium load region with low engine load compared with the high load region and a low load region with low engine load compared with the medium load region; when the whole vehicle is in a hybrid power driving mode and the engine works in a middle load region, the motor request torque is equal to the whole vehicle request torque-the engine request torque, and the engine request torque is equal to the engine economic torque.
When the whole vehicle is in a hybrid power driving mode and the engine works in a low-load region, if the battery power is higher than the SOC minimum limit value of the whole vehicle and the required torque of the whole vehicle is smaller than the torque provided by the driving motor, the whole vehicle enters a pure electric driving mode; and if the electric quantity of the battery is lower than the SOC minimum limit value of the whole vehicle, the whole vehicle enters a range extending mode.
Equivalent power generation coefficient
The engine control method comprises the steps of obtaining an engine specific fuel consumption (BSFC _ B) of an engine, obtaining an ISG motor torque (eta _ B), and obtaining a finished automobile required torque (T _ Demand), wherein F _ (BSFC _ B) is the engine specific fuel consumption (TTO) of the engine at a point B in an engine universal characteristic curve chart, F (BSFC _ A) is the engine specific fuel consumption (TTO) of the engine at a point A in the engine universal characteristic curve chart, delta T is the power generation torque of the ISG motor, eta _ B is the corresponding electric driving efficiency of the ISG motor when the ISG motor torque is delta T.
When the whole vehicle is in a hybrid power driving mode and the engine works in a high-load region, when the required torque of the whole vehicle is larger than the external characteristic torque of the engine, the driving motor is required to compensate the additional torque.
The equivalent specific fuel consumption beta _ (Overall _ Eqv _ BSFC) ═ F _ (BSFC _ B) _ r + beta _ (Avr _ BSFC) _ (1-r), the average specific fuel consumption beta _ (Avr _ BSFC) _ 1/n (∑ m _ (BSFC _ TengDrvCharg), and the specific fuel consumption weighting coefficient r _ (T _ EngReq/T _ Demand), wherein T _ EngReq is the engine Demand torque at the point B in the engine universal characteristic curve chart, and T _ Demand is the vehicle Demand torque.
The series-parallel hybrid power torque distribution method introduces concepts of equivalent specific oil consumption and equivalent power generation coefficient, and obtains the optimal working point of the engine and the motor when the equivalent specific oil consumption is lowest or the equivalent power generation efficiency is highest, so that the oil consumption is reduced.
Drawings
FIG. 1 is a schematic illustration of low load zone torque distribution;
FIG. 2 is a schematic illustration of the torque distribution in the high load region;
FIG. 3 is a schematic diagram of a hybrid transmission;
the labels in the above figures are: 1. a dual mass flywheel; 2. a first clutch; 3. a first gear; 14. an ISG motor; 5. a second clutch; 6. a second gear; 7. a third gear; 8. a differential mechanism; 9. a seventh gear; 10. a drive motor; 11. a third clutch; 12. a fourth gear; 13. a fifth gear; 14. and a sixth gear.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
The invention provides a series-parallel hybrid power torque distribution method, which comprises the following steps:
calculating equivalent specific oil consumption and an equivalent power generation coefficient;
when the set conditions are met, obtaining the optimal working point of the engine and the optimal working point of the driving motor; the set condition is that the equivalent specific oil consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value.
Specifically, the hybrid vehicle control and speed change controller receives a human-computer interaction instruction, a driver inputs a running demand through a shifter, an accelerator pedal and a brake pedal, the hybrid vehicle control and speed change controller judges the intention of the driver after receiving an input signal of the shifter and converts the intention of the driver into a control instruction combined with an accelerator pedal instruction, the torque demand is sent to the dual-motor controller and the engine management system, the dual-motor controller and the engine management system control the output torque of the driving motor and the engine, and the power is transmitted to the wheel end through a gear mechanism of the hybrid transmission to drive the vehicle to run.
The invention is based on the dual-motor single-speed-ratio hybrid power transmission configuration, introduces the concepts of equivalent specific oil consumption and equivalent power generation coefficient, and obtains the optimal working point of the engine and the driving motor when the equivalent specific oil consumption is lowest or the equivalent power generation efficiency is highest, thereby reducing the oil consumption. The invention mainly provides a torque distribution method for a pure electric mode and a hybrid mode, and mainly provides a torque distribution method based on optimal oil consumption for the hybrid mode. A driver inputs a whole vehicle torque request through an accelerator pedal, a whole vehicle controller can provide torque comparison according to the requested torque and each power source, the torques of a driving motor, the driving motor and a generator are compared under an electric-only mode, and the torques of each power source are reasonably distributed according to the lowest equivalent ratio oil consumption or the highest equivalent generating efficiency under a hybrid mode by low load, medium load and high load, so that the optimal fuel is realized while the driving requirement of the whole vehicle is met.
The hybrid transmission structure adopted on the vehicle is shown in fig. 3, and comprises a shell, an input shaft, an output shaft, a first clutch 2, a first gear 3, a second clutch 4, a second gear 6, a third gear 7, a fourth gear 12 and a third clutch, wherein the axis of the input shaft is parallel to that of the input shaft, the first clutch 2 is connected with a dual-mass flywheel 1 and the input shaft, the dual-mass flywheel 1 is connected with the output end of an engine, the first gear 3 is fixedly connected with a motor shaft of an ISG motor, the input shaft is provided with the fourth gear 12 meshed with the first gear 3, the fourth gear 12 is coaxially and fixedly connected with the input shaft, and the fourth gear 12 is positioned between the first clutch 2 and the second clutch 4. The second clutch 4 is connected with the input shaft and the fifth gear 13, the second clutch 4 is used for realizing the combination and the separation between the fifth gear 13 and the input shaft, the second gear 6 is fixedly arranged on the output shaft, and the second gear 6 is meshed with the fifth gear 13. The third clutch is connected with the sixth gear 14 and the output shaft, the third clutch is used for realizing the combination and the separation between the sixth gear 14 and the output shaft, the seventh gear 9 is fixedly connected with a motor shaft of the driving motor, and the seventh gear 9 is meshed with the sixth gear 14. An output gear is arranged on the output shaft, the output gear is meshed with a third gear 7, the third gear 7 is fixedly arranged on a differential 8, and the output gear is positioned between the second gear 6 and a third clutch.
When the whole vehicle is in the pure electric driving mode, the driver needs the whole vehicle torque Tdemand(torque required by the entire vehicle) is less than or equal to TTM_notorThe driving motor provides torque and provides driving force for the whole vehicle; vehicle torque T required by driverdemand(the torque required by the whole vehicle) is more than TTM_notor(drive Motor providing Torque) but less than TTM_notor(drive Motor providing Torque) and TISG_notorThe sum of (torque provided by the ISG motor) is provided by the driving motor and the ISG motor together to provide the driving force of the whole vehicle.
When an engine participates in driving, the load of the whole vehicle is divided into 3 regions, namely a low load region, a middle load region and a high load region according to the magnitude of the required torque, the economic line of the engine and an external characteristic torque line. Namely, the operating state of the engine is divided into a high load region in which the engine load is relatively high, a medium load region in which the engine load is lower than the high load region, and a low load region in which the engine load is lower than the medium load region. When T isdemand(the torque required by the whole vehicle) is less than TEngEffiLine(engine economy torque), which is a low load region; when T isdemand(the torque required by the whole vehicle) is more than TEngEffiLine(Engine economy torque) and less than TEngwottLine(engine external characteristic torque), which is the intermediate load region; when T isdemand(the torque required by the whole vehicle) is more than TEngwottLine(engine external characteristic torque) in this case, the high load region.
When the whole vehicle is in a hybrid power driving mode and the engine works in a middle load region, the motor request torque is equal to the whole vehicle request torque-the engine request torque, and the engine request torque is equal to the engine economic torque.
Intermediate load zone torque split: the interval between the engine economy line and the engine external characteristic curve is relatively small, and the torque distribution strategy of the region can be compensated by the driving motor according to the residual requirement that the engine works on the economy line, TEngReq(Engine requested Torque) equal to TEngEffiLine(Engine Economy Torque), TMot_Req(requested torque of electric machine) equal to Tdemand(vehicle requested torque) minus TEngReq(engine torque request) can make the engine work in the engine economy line, and then realize that the oil consumption is optimal.
Low-load zone torque distribution: when T isdemand(the torque required by the whole vehicle) is less than TEngEffiLineAt present, most control methods are to make the engine work on an economy line and use redundant torque for generating power by the motor (engine economic torque), but the highest efficiency of the system cannot be achieved.
The invention introduces an equivalent power generation coefficient. And judging the optimal state of the whole system through the measurement of the equivalent power generation coefficient, and further determining the working point of the engine and the power generation torque value of the ISG motor. If the SOC (battery electric quantity) is higher than the SOC minimum set limit value of the whole vehicle at the moment, and Tdemand(the torque required by the whole vehicle) is less than TTM_notor(the driving motor provides torque), the whole vehicle enters a pure electric mode. If the SOC (battery electric quantity) is lower than the SOC minimum limit value of the whole vehicle at the moment, the whole vehicle enters a range extending mode, and the working point of the engine and the power generation torque value of the ISG motor are distributed to the maximum according to the equivalent power generation coefficient.
Current TdemandThe (whole vehicle required torque) is at the point A in the engine universal characteristic curve chart, the working point of the engine can be properly increased from A to B, the oil consumption of the engine is increased from F (BSFC _ A) to F (BSFC _ B), and the torque delta T is additionally increased for the power generation torque value of the ISG motor.
To find point B and maximize the efficiency of the engine and electric drive system, the equivalent power generation coefficient E needs to be calculatedqv_GenFatorThe numerator part is the oil consumption consumed by the effective power generation torque, namely the effective oil consumption, and the denominator part is the oil consumption actually consumed by power generation from A to B.
Equivalent power generation coefficient
The engine control method comprises the steps of obtaining an engine specific fuel consumption (BSFC _ B) of an engine, obtaining an ISG motor torque (eta _ B), and obtaining a finished automobile required torque (T _ Demand), wherein F _ (BSFC _ B) is the engine specific fuel consumption (TTO) of the engine at a point B in an engine universal characteristic curve chart, F (BSFC _ A) is the engine specific fuel consumption (TTO) of the engine at a point A in the engine universal characteristic curve chart, delta T is the power generation torque of the ISG motor, eta _ B is the corresponding electric driving efficiency of the ISG motor when the ISG motor torque is delta T.
The ISG power generation torque delta T is gradually increased, the equivalent power generation coefficient alpha _ (Eqv _ GenFator) is calculated in real time, the maximum value point in the equivalent power generation coefficient is obtained, namely the point with the highest efficiency of the engine and the electric drive system at the current rotating speed, and the power generation requirement at the moment can meet the driving requirement and can achieve the lowest oil consumption.
High load zone torque distribution: when T isdemand(the torque required by the whole vehicle) is more than TEngwottLine(engine external characteristic torque), the drive motor is required to compensate for the additional torque. Because the load of the engine is particularly large at the moment, the fuel consumption cannot be well reduced by simply operating the engine on the external characteristic and additionally adding the driving motor for compensation, the equivalent specific fuel consumption is introduced, the universal characteristic and the electric driving system efficiency of the engine are comprehensively considered, the optimal time of the whole system is measured by adjusting the fuel consumption of the engine and the working point of the driving motor simultaneously, and the final working point of the engine and the power-assisted moment value of the driving motor are determined.
Current TdemandThe required torque of the whole vehicle is at a point A, the maximum capacity of the engine is a point C on the external characteristic, and when the engine works at the point C, the driving motor provides the minimum boosting torque with a value TMot_base(ii) a To optimize fuel economy, the operating point of the engine is appropriately shifted down to point B, where the drive motor needs to be additionally increased by Δ TMot_addAt this time, the current specific fuel consumption F _ (BSFC _ B) of the engine and the additionally increased torque DeltaT of the driving motor should be measuredMot_add，ΔTMot_addAn average specific fuel consumption beta _ (Avr _ BSFC) can be obtained through formula conversion, and the average specific fuel consumption beta _ (Avr _ BSFC) is made according to the fuel consumption and the specific fuel consumption F _ (BSFC _ B) of the engine of the point BAnd weighting to obtain the total equivalent specific fuel consumption beta _ (Overall _ Eqv _ BSFC), and finding the optimal engine working point and the optimal power-assisted torque value of the driving motor when the total equivalent specific fuel consumption beta _ (Overall _ Eqv _ BSFC) obtains the minimum value.
The equivalent specific fuel consumption beta _ (Overall _ Eqv _ BSFC) ═ F _ (BSFC _ B) × + β _ (Avr _ BSFC) × (1-r), the engine average specific fuel consumption beta _ (Avr _ BSFC) ═ 1/n (∑ m _ (BSFC _ TengDrvCharg), and the specific fuel consumption weighting coefficient r _ ═ T _ EngReq/T _ Demand, where T _ EngReq is the engine Demand torque at point B in the engine universal characteristic diagram, and T _ Demand is the entire vehicle Demand torque.
Gradually increasing the power-assisted torque delta T of the driving motorMot_addThe required torque of the engine is gradually reduced, the working point of the engine is gradually close to an economic line from an external characteristic, the total equivalent ratio oil consumption beta _ (Overall _ Eqv _ BSFC) is calculated in real time, the minimum value point in the total equivalent ratio oil consumption of the group is obtained until the total equivalent ratio oil consumption reaches the economic line of the engine, namely the working point of the engine and the driving motor at the current rotating speed, and the torque at the moment can meet the driving requirement and can also ensure the lowest oil consumption.
The invention has been described above with reference to the accompanying drawings, it is obvious that the invention is not limited to the specific implementation in the above-described manner, and it is within the scope of the invention to apply the inventive concept and solution to other applications without substantial modification.
Claims (7)
1. A series-parallel hybrid torque distribution method, characterized by comprising:
calculating equivalent specific oil consumption and an equivalent power generation coefficient;
when the set conditions are met, obtaining the optimal working point of the engine and the optimal working point of the driving motor; the set condition is that the equivalent specific oil consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value.
2. The series-parallel hybrid power torque distribution method according to claim 1, characterized in that when the whole vehicle is in a pure electric drive mode, when the required torque of the whole vehicle is smaller than the torque provided by the drive motor, the drive motor provides the driving force of the whole vehicle; when the torque required by the whole vehicle is larger than the torque provided by the driving motor and smaller than the sum of the torque provided by the driving motor and the torque provided by the ISG motor, the driving force of the whole vehicle is provided by the driving motor and the ISG motor together.
3. The series-parallel hybrid torque distribution method according to claim 1, characterized in that the operating state of the engine is divided into a high load region where the engine load is relatively high, a medium load region where the engine load is lower than the high load region, and a low load region where the engine load is lower than the medium load region; when the whole vehicle is in a hybrid power driving mode and the engine works in a middle load region, the motor request torque is equal to the whole vehicle request torque-the engine request torque, and the engine request torque is equal to the engine economic torque.
4. The series-parallel hybrid power torque distribution method according to claim 3, wherein when the whole vehicle is in a hybrid power drive mode and the engine operates in a low load region, if the battery power is higher than the SOC minimum threshold value of the whole vehicle and the required torque of the whole vehicle is smaller than the torque provided by the drive motor, the whole vehicle enters a pure electric drive mode; and if the electric quantity of the battery is lower than the SOC minimum limit value of the whole vehicle, the whole vehicle enters a range extending mode.
5. The series-parallel hybrid torque distribution method according to claim 2 or 3, characterized in that an equivalent power generation coefficient
The engine control method comprises the steps of obtaining an engine specific fuel consumption (BSFC _ B) of an engine, obtaining an ISG motor torque (eta _ B), and obtaining a finished automobile required torque (T _ Demand), wherein F _ (BSFC _ B) is the engine specific fuel consumption (TTO) of the engine at a point B in an engine universal characteristic curve chart, F (BSFC _ A) is the engine specific fuel consumption (TTO) of the engine at a point A in the engine universal characteristic curve chart, delta T is the power generation torque of the ISG motor, eta _ B is the corresponding electric driving efficiency of the ISG motor when the ISG motor torque is delta T.
6. The series-parallel hybrid torque distribution method according to any one of claims 3 to 5, wherein when the whole vehicle is in a hybrid driving mode and the engine is operated in a high load region, the driving motor is required to compensate for the additional torque when the required torque of the whole vehicle is greater than the external characteristic torque of the engine.
7. The series-parallel hybrid torque distribution method according to claim 6, characterized in that the equivalence ratio fuel consumption β _ (Overall _ Eqv _ BSFC) ═ F _ (BSFC _ B) _ r + β _ (Avr _ BSFC) × (1-r), the engine average ratio fuel consumption β - (Avr _ BSFC) ═ 1/n (∑ m _ (BSFC _ tengdvcurg), and the ratio weighting coefficient r ═ T _ EngReq/T _ Demand, where T _ EngReq is the engine Demand torque at point B in the engine universal characteristic diagram and T _ Demand is the vehicle Demand torque.
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| CN202110897485.9A CN113460030B (en) | 2021-08-05 | 2021-08-05 | Series-parallel hybrid power torque distribution method |
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