CN113460030B - Series-parallel hybrid power torque distribution method - Google Patents
Series-parallel hybrid power torque distribution method Download PDFInfo
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- CN113460030B CN113460030B CN202110897485.9A CN202110897485A CN113460030B CN 113460030 B CN113460030 B CN 113460030B CN 202110897485 A CN202110897485 A CN 202110897485A CN 113460030 B CN113460030 B CN 113460030B
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 239000000446 fuel Substances 0.000 claims abstract description 48
- 238000010248 power generation Methods 0.000 claims abstract description 34
- 238000010586 diagram Methods 0.000 claims description 6
- 239000003921 oil Substances 0.000 description 9
- 239000000295 fuel oil Substances 0.000 description 6
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Classifications
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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
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a series-parallel hybrid power torque distribution method, which comprises the following steps: calculating equivalent specific fuel consumption and equivalent power generation coefficients; when the set condition is met, obtaining an optimal working point of the engine and an optimal working point of the driving motor; and the setting condition is that the equivalent specific fuel consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value. According to the series-parallel hybrid power torque distribution method, the concepts of equivalent specific fuel consumption and equivalent power generation coefficients are introduced, and when the equivalent specific fuel consumption is the lowest or the equivalent power generation efficiency is the highest, the optimal working points of the engine and the motor are obtained, so that the fuel 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
Automobile is used as one of the main daily travel vehicles, and with the rapid increase of the automobile conservation quantity, the energy consumption ratio is large, and the CO is high 2 The emission ratio of the fuel oil is high, the contribution to the greenhouse effect is large, the problems of global warming are solved, the fuel oil consumption and emission regulations of automobiles are formulated in various countries, the standards of China are implemented in China, the fuel oil standard is continuously improved, the traditional fuel oil vehicle cannot meet the fuel oil standard of 5L/100KM implemented in the year 2020, the low-fuel-consumption low-emission environment-friendly vehicle is developed, and the novel vehicle conforming to the national regulations is urgent. The hybrid electric vehicle can solve the problems of oil consumption and emission, and can eliminate mileage anxiety brought by the pure electric vehicle。
The current hybrid architecture is mainly power split or series-parallel, but a control method is needed to achieve effective smooth switching between different modes. The hybrid power system in the prior art basically has the functions of pure electric running and hybrid mode running related to hybrid power, but has smooth mode switching, certain defects in driving feeling and higher fuel consumption of the whole vehicle. And the control of some multi-gear hybrid schemes is too complex, so that control logic loopholes are easy to generate, and the unsafe performance of the whole vehicle control is further caused.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in 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 invention adopts the following technical scheme: the method for distributing the hybrid power torque comprises the following steps:
calculating equivalent specific fuel consumption and equivalent power generation coefficients;
when the set condition is met, obtaining an optimal working point of the engine and an optimal working point of the driving motor; and the setting condition is that the equivalent specific fuel 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 required torque of the whole vehicle is smaller than the torque provided by the driving motor, the driving 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 motor and the ISG motor jointly provide the driving force of the whole vehicle.
Dividing an operating state region of an engine into a high load region in which an 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; the whole vehicle is in a hybrid driving mode, and the engine works in a medium load area, the motor request torque=the whole vehicle request torque-the engine request torque, and the engine request torque=the engine economic torque.
The whole vehicle is in a hybrid power driving mode and the engine works in a low load area, and if the battery electric quantity is higher than the minimum set limit value of the whole vehicle SOC 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; if the battery power is lower than the minimum set limit value of the whole vehicle SOC, the whole vehicle enters a range extending mode.
Equivalent power generation coefficientWherein F_ (BSFC_B) is the specific fuel consumption of the engine when the point B is located in the universal characteristic curve graph of the engine, F_ (BSFC_A) is the specific fuel consumption of the engine when the point A is located in the universal characteristic curve graph of the engine, deltaT is the power generation torque of the ISG motor, eta_B is the corresponding electric drive efficiency when the torque of the ISG motor is DeltaT, and T_demand is the required torque of the whole vehicle.
When the whole vehicle is in a hybrid power driving mode and the engine works in a high load area, and 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 β_ (over all_ Eqv _bsfc) =f_ (bsfc_b) ×r+β_ (avr_bsfc) ×1-r), the average specific fuel consumption β_ (avr_bsfc) =1/n (Σm_ (bsfc_tengdrvcharg), and the specific fuel consumption weighting coefficient r=t_engreq/t_demand, where t_engreq is the engine Demand torque when the engine universal characteristic graph is at point B, and t_demand is the vehicle Demand torque.
According to the series-parallel hybrid power torque distribution method, the concepts of equivalent specific fuel consumption and equivalent power generation coefficients are introduced, and when the equivalent specific fuel consumption is the lowest or the equivalent power generation efficiency is the highest, the optimal working points of the engine and the motor are obtained, so that the fuel consumption is reduced.
Drawings
FIG. 1 is a low load zone torque split schematic;
FIG. 2 is a schematic diagram of high load zone torque distribution;
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; 9. a seventh gear; 10. a driving 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 invention, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the invention, and to aid in its practice, by those skilled in the art.
The invention provides a series-parallel hybrid power torque distribution method, which comprises the following steps:
calculating equivalent specific fuel consumption and equivalent power generation coefficients;
when the set condition is met, obtaining an optimal working point of the engine and an optimal working point of the driving motor; and the setting condition is that the equivalent specific fuel 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 man-machine interaction instructions, a driver inputs driving requirements through a gear shifter, an accelerator pedal and a brake pedal, the hybrid vehicle control and speed change controller judges driver willingness after receiving input signals of the gear shifter and converts the signals into control instructions combined with the accelerator pedal instructions, the control instructions are sent to the dual-motor controller, the engine management system sends torque requirements, the dual-motor controller and the engine management system control driving motors and engine output torque, and power is transmitted to wheel ends through a gear mechanism of the hybrid gearbox to drive the vehicle to run.
Based on the configuration of the double-motor single-speed-ratio hybrid power transmission, the invention introduces the concepts of equivalent specific fuel consumption and equivalent power generation coefficient, and obtains the optimal working point of the engine and the driving motor when the equivalent specific fuel consumption is the lowest or the equivalent power generation efficiency is the highest, thereby reducing the fuel consumption. The invention mainly provides a torque distribution method for a pure electric mode and a hybrid power mode, and mainly provides a torque distribution method based on optimal oil consumption for the hybrid power mode. The driver inputs the torque request of the whole vehicle through an accelerator pedal, the whole vehicle controller can provide torque comparison with each power source according to the requested torque, the torque of the driving motor is compared with the torque of the driving motor and the torque of the generator in a pure electric mode, the torque of each power source is reasonably distributed according to the lowest equivalent specific fuel consumption or the highest equivalent power generation efficiency in a mixed mode in a low load, medium load and high load mode, and then the fuel oil is optimal while the driving requirement of the whole vehicle is met.
The structure of the hybrid gearbox adopted on the vehicle is shown in fig. 3, the hybrid gearbox 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, the axis of the input shaft is parallel to the axis 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 fourth gear 12 meshed with the first gear 3 is arranged on the input shaft, 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 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 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 and meshed with a third gear 7, the third gear 7 is fixedly arranged on a differential mechanism 8, and the output gear is positioned between the second gear 6 and the third clutch.
When the whole vehicle is in a pure electric driving mode, a driver demands whole vehicle torque T demand (vehicle demand torque) is less than or equal to T TM_notor (the driving motor provides torque), and the driving motor provides the driving force of the whole vehicle; driver demand vehicle torque T demand (vehicle demand torque) is greater than T TM_notor (the driving motor providing torque) but less than T TM_notor (drive motor providing torque) and T ISG_notor (ISG motor provision)Torque), and the driving motor and the ISG motor jointly provide the driving force of the whole vehicle.
When the engine participates in driving, the load of the whole vehicle is divided into 3 areas, namely a low load area, a medium load area and a high load area according to the magnitude of the required torque, the economic line of the engine and the external characteristic torque line. That is, 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 T is demand (vehicle demand torque) is less than T EngEffiLine (engine economy torque), this time a low load region; when T is demand (vehicle demand torque) is greater than T EngEffiLine (Engine economic torque) and less than T EngwottLine (engine external characteristic torque), in this case, a medium load region; when T is demand (vehicle demand torque) is greater than T EngwottLine (engine external characteristic torque), in this case, a high load region.
The whole vehicle is in a hybrid driving mode, and the engine works in a medium load area, the motor request torque=the whole vehicle request torque-the engine request torque, and the engine request torque=the engine economic torque.
Torque distribution in the medium load area: the interval between the engine economy line and the engine external characteristic curve is relatively small, the torque distribution strategy in this region can be compensated by the drive motor according to the remaining demand of the engine operating on the economy line, T EngReq (Engine requested Torque) equals T EngEffiLine (Engine economic torque), T Mot_Req (Motor request Torque) is equal to T demand (vehicle demand torque) minus T EngReq The engine can work on the engine economic line to realize optimal oil consumption.
Low load zone torque distribution: when T is demand (vehicle demand torque) is less than T EngEffiLine At the time of (economic torque of an engine), most control methods currently enable the engine to work on an economic line, and redundant torque is used for generating power by an electric motor, but the highest efficiency of the system cannot be achieved.
The invention is thatAnd introduces equivalent power generation coefficients. 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 power) is higher than the lowest set value of the whole vehicle SOC at the moment, and T demand (vehicle demand torque) is less than T TM_notor (the drive motor provides torque), the whole vehicle enters an electric-only mode. If the SOC (battery power) is lower than the lowest set limit value of the whole vehicle SOC at this time, the whole vehicle enters a range-extending mode, and the engine working point and the power generation torque value of the ISG motor are distributed according to the highest equivalent power generation coefficient.
Current T demand The (whole vehicle required torque) is at the point A in the engine universal characteristic diagram, and the working point of the engine can be properly increased from A to B, and the fuel consumption of the engine is increased from F_ (BSFC_A) to F_ (BSFC_B) at the same time, and the torque delta T is additionally increased for the power generation torque value of the ISG motor.
In order to find the point B, the efficiency of the engine and the electric drive system is the highest, and the equivalent power generation coefficient E needs to be calculated qv_GenFator The 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 coefficientWherein F_ (BSFC_B) is the specific fuel consumption of the engine when the point B is located in the universal characteristic curve graph of the engine, F_ (BSFC_A) is the specific fuel consumption of the engine when the point A is located in the universal characteristic curve graph of the engine, deltaT is the power generation torque of the ISG motor, eta_B is the corresponding electric drive efficiency when the torque of the ISG motor is DeltaT, and T_demand is the required torque of the whole vehicle.
Gradually increasing ISG power generation torque delta T, calculating equivalent power generation coefficient alpha_ (Eqv _GenFator) in real time, and solving the maximum value point in the set of equivalent power generation coefficients, namely the point with highest efficiency of the engine and the electric drive system under the current rotating speed, wherein the power generation requirement at the moment can meet the driving requirement and the lowest oil consumption.
High load zone torque distribution: when T is demand (vehicle demand torque) is greater than T EngwottLine (engine external characteristic torque), the drive motor is required to compensate for the additional torque. The invention introduces equivalent specific fuel consumption, comprehensively considers the universal characteristic of the engine and the efficiency of an electric drive system, and determines the working point of the final engine and the power-assisted moment value of the driving motor by adjusting the working point of the engine and the working point of the driving motor and measuring when the whole system is in the optimum state by using the equivalent fuel consumption.
Current T demand (vehicle required torque) at point A, the maximum capacity of the engine is point C on the external characteristics, and when the engine works at point C, the driving motor provides the minimum assisting torque with the value T Mot_base The method comprises the steps of carrying out a first treatment on the surface of the To optimize fuel economy, the operating point of the engine is suitably shifted down to point B, where the drive motor requires an additional increase in Δt Mot_add At this point, the current specific engine fuel consumption F_ (BSFC_B) and the additional torque ΔT of the drive motor should be measured Mot_add ，ΔT Mot_add An average specific fuel consumption beta_ (avr_bsfc) can be obtained through formula conversion, the total equivalent specific fuel consumption beta_ (overall_ Eqv _bsfc) can be obtained by weighting the specific fuel consumption F_ (bsfc_b) of the engine according to the fuel consumption and the point B, and when the total equivalent specific fuel consumption beta_ (overall_ Eqv _bsfc) obtains the minimum value, the optimal engine working point and the driving motor power assisting torque value are found.
The equivalent specific fuel consumption β_ (overall_ Eqv _bsfc) =f_ (bsfc_b) ×r+β_ (avr_bsfc) ×1-r, the average specific fuel consumption β_ (avr_bsfc) =1/n (Σmjj (bsfc_tengdrvcharg), 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 vehicle Demand torque.
Gradually increasing the power-assisted torque delta T of the driving motor Mot_add The engine demand torque gradually drops, the engine working point gradually approaches to the economic line from the external characteristic, the total equivalent specific fuel consumption beta_ (over_ Eqv _BSFC) is calculated in real time until the engine working point reaches the economic line of the engine, and the minimum value point in the total equivalent specific fuel consumption is calculated as the timeThe working points of the engine and the driving motor at the front rotating speed can meet the driving requirement and ensure the lowest oil consumption.
While the invention has been described above with reference to the accompanying drawings, it will be apparent that the invention is not limited to the above embodiments, but is capable of being modified or applied directly to other applications without modification, as long as various insubstantial modifications of the method concept and technical solution of the invention are adopted, all within the scope of the invention.
Claims (6)
1. The series-parallel hybrid power torque distribution method is characterized by comprising the following steps of:
calculating equivalent specific fuel consumption and equivalent power generation coefficients;
when the set condition is met, obtaining an optimal working point of the engine and an optimal working point of the driving motor; the setting condition is that the equivalent specific fuel consumption reaches the lowest value or the equivalent power generation efficiency reaches the maximum value;
wherein, the operating state of the engine is divided into a high load area with relatively high engine load, a medium load area with lower engine load than the high load area and a low load area with lower engine load than the medium load area; the whole vehicle is in a hybrid power driving mode, and the engine works in a medium load area, wherein the motor request torque=the whole vehicle required torque-the engine request torque, and the engine request torque=the engine economic torque;
equivalent power generation coefficientWherein F_ is _BSFC_B) The specific fuel consumption F_ of the engine when the engine is at the point B in the universal characteristic curve chart of the engineBSFC_A) Engine specific fuel consumption at point A in universal characteristic diagram of engineTIs the generated torque of the ISG motor,η_ Btorque for ISG motor isTThe corresponding electric driving efficiency is achieved in the process,T_Demandthe torque is required for the whole vehicle;
the equivalent specific fuel consumptionAverage specific fuel consumption of engine>Specific fuel consumption weighting factor r=t_engreq-T_DemandWhere T_EngReq is the engine demand torque at point B in the engine universal map,T_Demandtorque is required for the whole vehicle.
2. The hybrid power torque distribution method according to claim 1, wherein when the whole vehicle is in the electric-only driving mode, the driving motor provides the whole vehicle driving force when the whole vehicle required torque is smaller than the torque provided by the driving motor; 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 motor and the ISG motor jointly provide the driving force of the whole vehicle.
3. The hybrid torque distribution method according to claim 1, characterized in that the operating state zone of the engine is divided into a high load zone where the engine load is relatively high, a medium load zone where the engine load is lower than the high load zone, and a low load zone where the engine load is lower than the medium load zone; the whole vehicle is in a hybrid driving mode, and the engine works in a medium load area, the motor request torque=the whole vehicle request torque-the engine request torque, and the engine request torque=the engine economic torque.
4. The hybrid power torque distribution method according to claim 3, wherein the whole vehicle is in a hybrid power driving mode and the engine is operated in a low load region, and if the battery power is higher than the minimum set limit value of the whole vehicle SOC 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; if the battery power is lower than the minimum set limit value of the whole vehicle SOC, the whole vehicle enters a range extending mode.
5. A method according to claim 2 or 3The series-parallel hybrid power torque distribution method is characterized in that the equivalent power generation coefficientWherein F_ is _BSFC_B) The specific fuel consumption F_ of the engine when the engine is at the point B in the universal characteristic curve chart of the engineBSFC_A) Engine specific fuel consumption at point A in universal characteristic diagram of engineTIs the generated torque of the ISG motor,η_ Btorque for ISG motor isTThe corresponding electric driving efficiency is achieved in the process,T_Demandtorque is required for the whole vehicle.
6. The method of claim 3, wherein the driving motor is required to compensate additional torque when the required torque of the whole vehicle is greater than the external characteristic torque of the engine when the whole vehicle is in the hybrid driving mode and the engine is operated in the high load region.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110897485.9A CN113460030B (en) | 2021-08-05 | 2021-08-05 | Series-parallel hybrid power torque distribution method |
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| CN104875742A (en) * | 2015-05-15 | 2015-09-02 | 北汽福田汽车股份有限公司 | Hill starting control method, system of double-model HEV (Hybrid Electric Vehicle) and HEV |
| CN105015543A (en) * | 2015-08-06 | 2015-11-04 | 潍柴动力股份有限公司 | Torque distribution method of hybrid electric vehicle |
| CN112124297A (en) * | 2020-09-07 | 2020-12-25 | 长城汽车股份有限公司 | Driving method and device of hybrid vehicle and vehicle |
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| CN104875742A (en) * | 2015-05-15 | 2015-09-02 | 北汽福田汽车股份有限公司 | Hill starting control method, system of double-model HEV (Hybrid Electric Vehicle) and HEV |
| CN105015543A (en) * | 2015-08-06 | 2015-11-04 | 潍柴动力股份有限公司 | Torque distribution method of hybrid electric vehicle |
| CN112124297A (en) * | 2020-09-07 | 2020-12-25 | 长城汽车股份有限公司 | Driving method and device of hybrid vehicle and vehicle |
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