CN113682295B - A vehicle energy distribution optimization method and combined power extended-range vehicle - Google Patents
A vehicle energy distribution optimization method and combined power extended-range vehicle Download PDFInfo
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- 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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- 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
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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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
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- B60W2510/28—Fuel cells
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- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
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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
- B60W2710/28—Fuel cells
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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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
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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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
本发明涉及车辆领域，公开了一种汽车能量分配优化方法，基于车辆即将驶入区域的路况选择对应的增程器运行模式并输出路况开关因子，并在新路普信息采集功能被开启后，基于路况开关因子和指定参数选择对应的能量分配管理策略，实现道路需求与增程器匹配，不仅能够满足对巡航里程及特殊路况排放的要求，还具有控制方法简单、实时性强及弱化控制效果对经验的依赖性的效果，实现不同的增程器运行模式在不同路况需求下的切换和能量分配的优化管理。本发明提供的组合动力增程式汽车，采用上述的汽车能量分配优化方法，能够基于即将驶入区域的路况和指定参数选择对应的能量分配管理策略，实现能量分配的优化管理，弱化控制效果对经验的依赖性的效果。
The present invention relates to the field of vehicles, and discloses a method for optimizing automobile energy distribution. Based on the road conditions of the area that the vehicle is about to enter, the corresponding range extender operation mode is selected and the road condition switch factor is output. After the new road information collection function is turned on, the corresponding energy distribution management strategy is selected based on the road condition switch factor and the specified parameters to achieve road demand and range extender matching. It can not only meet the requirements for cruising mileage and special road condition emissions, but also has the effects of simple control method, strong real-time performance and weakening the dependence of control effect on experience, and realizes the switching of different range extender operation modes under different road condition requirements and the optimized management of energy distribution. The combined power extended-range automobile provided by the present invention adopts the above-mentioned automobile energy distribution optimization method, and can select the corresponding energy distribution management strategy based on the road conditions and specified parameters of the area that is about to enter, realize the optimized management of energy distribution, and weaken the dependence of control effect on experience.
Description
Technical Field
The invention relates to the field of vehicles, in particular to an automobile energy distribution optimization method and a combined power range-extending automobile.
Background
As emissions regulations continue to increase, so does the need for vehicle control. Low noise and low emissions are generally required near special places such as schools, hospitals and the like, and the range extender hybrid system of the fuel engine cannot meet the requirements of low emissions and low noise.
The prior art generally uses fuel cell systems and other green energy sources in place of fuel to meet long cruise mileage and low emissions requirements. For a combined power range-extending automobile adopting a fuel cell system and other energy source combinations, the optimization of a combined energy management strategy is a key for improving the fuel economy of the combined power range-extending automobile, and meanwhile, a flexibly selectable combined power system collocation scheme is designed by combining the road claims of policy and regulation so that the combined power range-extending automobile fully plays the advantages of energy conservation and emission reduction.
Currently, energy management methods, both rule-based and optimization algorithm-based, are widely studied. The rule-based strategy is to define a plurality of logic threshold values in advance, determine the working mode and torque distribution of the system according to the running state of the vehicle, and has the advantages of simple control realization, strong real-time performance, wide engineering application and experience dependence of control effect. The control algorithm based on global optimization is large in calculated amount and difficult to realize, the whole circulation working condition needs to be known in advance, and the control algorithm cannot be used for on-line control of the vehicle.
Disclosure of Invention
The invention aims to provide an automobile energy distribution optimization method and a combined power range-extending automobile, which can meet the requirements on cruising mileage and special road condition emission, and have the advantages of simple control method, strong real-time performance and weakening of the dependence of control effects on experience.
To achieve the purpose, the invention adopts the following technical scheme:
an automobile energy distribution optimization method is used for a combined power range extender automobile, the combined power range extender automobile comprises a first range extender and a second range extender, the first range extender comprises a fuel cell, and the second range extender comprises any one of a fuel engine and a gas engine; the method for optimizing the automobile energy distribution comprises the following steps:
determining the road condition of a region where the vehicle is about to drive in, if the road condition belongs to a region with low carbon and/or low noise requirements, controlling and executing a first range extender operation mode and outputting a road condition switching factor I; if the road condition switch factor belongs to the region which is not required by low carbon and/or low noise and is not required by extreme power, controlling and executing a second range extender operation mode and outputting a corresponding road condition switch factor II; if the road condition switching factor belongs to the extreme power demand area, controlling and executing a first range extender and a second range extender simultaneous operation mode and outputting a corresponding road condition switching factor III;
when the new road general information acquisition function is started, selecting a corresponding energy allocation management strategy based on road condition switching factors and specified parameters; the specified parameters include the actual remaining power of the battery and the average vehicle speed predicted by the GPS navigation system when the vehicle is running in the area to be driven.
As a preferable technical scheme of the above-mentioned vehicle energy distribution optimizing method, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is less than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor, selecting the energy distribution model one;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model II is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor III, selecting an energy distribution model III.
As a preferable technical scheme of the above-mentioned vehicle energy distribution optimizing method, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is greater than a second preset vehicle speed, and the road condition switching factor is the road condition switching factor, selecting an energy distribution model four;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model five is selected;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model six;
the second preset vehicle speed is greater than the first preset vehicle speed.
As a preferable technical scheme of the above-mentioned method for optimizing the energy distribution of the automobile, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, and the average speed is greater than or equal to the first preset speed and less than or equal to a second preset speed, and the road condition switching factor is the road condition switching factor, selecting an energy distribution model seven;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than or equal to a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model eight is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than or equal to a second preset vehicle speed, and the road condition switching factor is the road condition switching factor III, selecting an energy distribution model III.
As a preferable technical scheme of the above-mentioned vehicle energy distribution optimizing method, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is less than or equal to a first preset value, and the average vehicle speed is less than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor, selecting the energy distribution model ten;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model eleven is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model twelve.
As a preferable technical scheme of the above-mentioned vehicle energy distribution optimizing method, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is less than or equal to a first preset value, and the average vehicle speed is greater than a second preset vehicle speed, and the road condition switching factor is the road condition switching factor, selecting the energy distribution model thirteen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model fourteen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model fifteen;
the second preset vehicle speed is greater than the first preset vehicle speed.
As a preferable technical scheme of the above-mentioned vehicle energy distribution optimizing method, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is less than or equal to a first preset value, and the average vehicle speed is greater than or equal to the first preset vehicle speed and less than a second preset vehicle speed, and the road condition switching factor is the road condition switching factor, selecting an energy distribution model sixteen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model seventeen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, an energy distribution model eighteen is selected.
As a preferred technical scheme of the above-mentioned optimization method for vehicle energy distribution, after selecting the corresponding energy distribution management strategy based on the road condition switching factor and the specified parameter, recording the selected energy distribution pipeline strategy to replace the last recorded energy distribution pipeline strategy;
if the new road general information acquisition function is not started, adopting the last recorded energy distribution pipeline strategy.
As a preferable technical scheme of the automobile energy distribution optimizing method, the first preset value is 70%, the first preset speed is 40Km/h, and the second preset speed is 80Km/h.
The invention also provides a combined power range-extending automobile, and the automobile energy distribution optimizing method is adopted.
The invention has the beneficial effects that: according to the automobile energy distribution optimization method provided by the invention, the corresponding range extender operation mode is selected based on the road condition of the area where the automobile is about to enter, the road condition switching factor is output, and after the new road general information acquisition function is started, the corresponding energy distribution management strategy is selected based on the road condition switching factor and the designated parameter, so that the road requirement is matched with the range extender, the requirements on cruising mileage and special road condition emission can be met, the control method is simple, the real-time performance is high, the dependence of the control effect on experience is weakened, and the switching of different range extender operation modes under different road condition requirements and the optimized management of energy distribution are realized.
The combined power range extender automobile provided by the invention adopts the automobile energy distribution optimizing method, can select the corresponding energy distribution management strategy based on the road condition of the area to be driven in and the appointed parameter, select the corresponding range extender operation mode in advance, select the energy distribution model based on the requirements of different road conditions, realize the optimized management of energy distribution, and weaken the effect of the dependence of the control effect on experience.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
FIG. 1 is a main flow chart of an energy distribution optimizing method of a combined power range-extending automobile provided by an embodiment of the invention;
FIG. 2 is a detailed flowchart of an energy distribution optimizing method of a combined power range-extending automobile when a ratio of an actual remaining power of a battery to a maximum power of the battery is greater than a first preset value;
fig. 3 is a detailed flowchart of an energy distribution optimizing method of a combined power range-extending automobile when a ratio of an actual remaining power of a battery to a maximum power of the battery is less than or equal to a first preset value.
Detailed Description
In order to make the technical problems solved, the technical scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
The embodiment provides an automobile energy distribution optimization method which is used for a combined power range-extending automobile. The combined power range-extending automobile has two power sources, namely a fuel cell and a fuel engine, wherein the fuel cell corresponds to a first range extender, and the fuel engine corresponds to a second range extender. Instead of the above-described fuel engine, a gas engine may also be used. The range extender is green and environment-friendly, and has low noise when being selected, and has the advantage of high cost performance when being selected.
Fig. 1 is a main flowchart of an energy distribution optimizing method of a combined power range-extending type automobile according to the embodiment, as shown in fig. 1, the energy distribution optimizing method of the automobile includes the following steps:
determining the road condition of a region where the vehicle is about to drive in, if the road condition belongs to a region with low carbon and/or low noise requirements, controlling and executing a first range extender operation mode and outputting a road condition switching factor I; if the road condition switch factor belongs to the region which is not required by low carbon and/or low noise and is not required by extreme power, controlling and executing a second range extender operation mode and outputting a corresponding road condition switch factor II; if the road condition switching factor belongs to the extreme power demand area, controlling and executing a first range extender and a second range extender simultaneous operation mode and outputting a corresponding road condition switching factor III; when the new road general information acquisition function is started, selecting a corresponding energy allocation management strategy based on the road condition switching factors and the specified parameters.
The above specified parameters include the actual remaining amount of the battery and the predicted average vehicle speed at the time of running in the upcoming-in area. The braking parameters are not limited to the actual remaining power of the battery and the predicted average vehicle speed when the vehicle is running in the area to be driven into, but may be considered to divide the road conditions more finely, such as dividing the road conditions into a crowded road section, a suburban road section, a highway section, and the like.
When the vehicle is about to enter the area which belongs to the low-carbon and/or low-noise required area, the fact that schools, hospitals and the like exist in the area is indicated, the first range extender is started, the noise can be reduced, and almost zero emission is achieved. When the vehicle is about to drive into an area which is not required by low carbon and/or low noise and is not required by extreme power, the area is indicated to be in a non-special noise and emission requirement, but is not a high-power climbing and accelerating road section, and the second range extender is started from the aspect of cost performance. When the vehicle is about to enter the area and belongs to the extreme power demand area, the high-power climbing road section and/or the accelerating road section are described, and the first range extender and the second range extender are started simultaneously so as to meet the driving demand.
According to the automobile energy distribution optimization method, the corresponding range extender operation mode is selected based on the road condition of the area where the automobile is about to enter, the road condition switching factors are output, and after the new road general information acquisition function is started, the corresponding energy distribution management strategy is selected based on the road condition switching factors and the specified parameters, so that the road requirement is matched with the range extender, the requirements on cruising mileage and special road condition emission can be met, the control method is simple, the real-time performance is high, the dependence of the control effect on experience is weakened, and the switching of different range extender operation modes under different road condition requirements and the optimal management of energy distribution are realized.
In this embodiment, the road condition determining manner of the area where the vehicle is about to enter may be manually selected by the driver, that is, a corresponding selection switch is installed on the vehicle, for example, a touch screen is set, and a control program is displayed through the touch screen for the driver to manually select; the GPS navigation system can be used for determining the road condition of the area to be driven into by the vehicle when the vehicle runs according to the running route, the determined road condition is sent to the vehicle controller, the vehicle controller selects the corresponding energy distribution management strategy according to the road condition switching factor and the specified parameter, and the selected energy distribution management strategy is executed.
The vehicle is equipped with a GPS navigation system having a function of predicting an average vehicle speed according to a planned travel route, which is a prior art and will not be described in detail herein. The average speed is divided into three gears according to the average speed under different road conditions, wherein the three gears are respectively smaller than 40km/h, between 40km/h and 80km/h and larger than 80km/h. In other embodiments, the average speed of the vehicle under different road conditions is not limited to three gears, but may be divided into two gears, for example, less than 40km/h and greater than or equal to 40km/h. The average vehicle speed may also be divided into four or more gear steps.
Calculating average required power according to the average speed and the transmission ratio of the transmission system of the combined power range-increasing automobile, calculating required torque according to the average required power, collecting the actual residual capacity of the battery, and switching the charge and discharge states of the battery in time according to the calculated required torque and the actual residual capacity of the battery.
The actual residual capacity of the battery is divided into two gears, wherein the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is larger than a first preset value, and the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is smaller than or equal to the first preset value, and the first preset value is usually 70%. In other embodiments, the actual remaining power of the battery may be further divided into three or more gears.
The novel road general information acquisition function starting switch is arranged in the vehicle, can be a touch screen matched with a control program, and can also be a mechanical switch, and is not particularly limited.
Further, after selecting a corresponding energy distribution management strategy based on the road condition switching factors and the specified parameters, recording the selected energy distribution pipeline strategy to replace the last recorded energy distribution pipeline strategy; if the new road general information acquisition function is not started, adopting the last recorded energy distribution pipeline strategy.
Fig. 2 is a detailed flowchart of an energy distribution optimizing method of the combined power range-enhancing vehicle when the ratio of the actual remaining power of the battery to the maximum power of the battery provided by the embodiment is greater than a first preset value, and fig. 3 is a detailed flowchart of an energy distribution optimizing method of the combined power range-enhancing vehicle when the ratio of the actual remaining power of the battery to the maximum power of the battery provided by the embodiment is less than or equal to the first preset value. The following describes the energy distribution optimization method of the combined power range-extending automobile in detail with reference to fig. 2 and 3.
In this embodiment, the energy distribution model is divided into eighteen types based on the road condition switching factor, the actual remaining capacity of the battery and the predicted average vehicle speed when the vehicle is running in the area to be driven into, and the energy distribution model may be determined by offline learning by adopting a neural network model and the like, and the method for obtaining the energy distribution model by offline learning by adopting the neural network model and the like is the prior art and will not be described in detail here.
First, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor, an energy distribution model I is selected. The fuel cell is adopted to provide power in the low-noise and/or low-emission requirement area, aluminum is environment-friendly, and noise is low.
Second, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model II is selected.
Thirdly, when the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model III.
Fourth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is greater than a second preset vehicle speed, and the road condition switching factor is the road condition switching factor, an energy distribution model four is selected. In this embodiment, the second preset vehicle speed is 80Km/h, and the first preset vehicle speed is 40Km/h.
Fifthly, when the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model five is selected.
Sixthly, when the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, an energy distribution model six is selected.
Seventh, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is greater than or equal to the first preset vehicle speed and less than or equal to the second preset vehicle speed, and the road condition switching factor is the road condition switching factor, an energy distribution model seven is selected.
Eighth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average vehicle speed is greater than or equal to the first preset vehicle speed and less than or equal to a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model eight is selected.
And ninth, when the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is larger than a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than or equal to a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model III.
Tenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor, the energy distribution model ten is selected.
Eleventh, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is road condition switching factor two, an energy distribution model eleven is selected.
Twelfth, when the ratio of the actual residual capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is road condition switching factor three, an energy distribution model twelve is selected.
Thirteenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is less than or equal to a first preset value, the average speed is greater than a second preset speed, and the road condition switching factor is the road condition switching factor, the energy distribution model thirteen is selected.
Fourteenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model fourteen.
Fifteenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor three, selecting an energy distribution model fifteen.
Sixteenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is the road condition switching factor, the energy distribution model sixteen is selected.
Seventeenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model seventeen.
Eighteenth, when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is road condition switching factor three, an energy distribution model eighteen is selected.
It should be noted that, the order of determining the ratio of the actual remaining power of the battery to the maximum power of the battery, determining the average vehicle speed, and determining the road condition switching factor is not limited to the order in the flowcharts shown in fig. 2 and 3, and may be changed at will.
The embodiment also provides a combined power range-extending type automobile, and the automobile energy distribution optimization method is adopted.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Claims (9)
1. An automobile energy distribution optimization method is used for a combined power range extender automobile, the combined power range extender automobile comprises a first range extender and a second range extender, the first range extender comprises a fuel cell, and the second range extender comprises any one of a fuel engine and a gas engine; the method is characterized by comprising the following steps of:
determining the road condition of a region where the vehicle is about to drive in, if the road condition belongs to a region with low carbon and/or low noise requirements, controlling and executing a first range extender operation mode and outputting a road condition switching factor I; if the road condition switch factor belongs to the region which is not required by low carbon and/or low noise and is not required by extreme power, controlling and executing a second range extender operation mode and outputting a corresponding road condition switch factor II; if the road condition switching factor belongs to the extreme power demand area, controlling and executing a first range extender and a second range extender simultaneous operation mode and outputting a corresponding road condition switching factor III;
when the new road general information acquisition function is started, selecting a corresponding energy allocation management strategy based on road condition switching factors and specified parameters; the specified parameters comprise the actual residual capacity of the battery and the average vehicle speed predicted by the GPS navigation system when the vehicle is running in the area to be driven in;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor, an energy distribution model I is selected;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model II is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is the road condition switching factor III, selecting an energy distribution model III.
2. The method for optimizing energy distribution of an automobile according to claim 1, wherein when the ratio of the actual remaining capacity of the battery to the maximum capacity of the battery is greater than a first preset value, the average speed is greater than a second preset speed, and the road condition switching factor is one of the road condition switching factors, an energy distribution model four is selected;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model five is selected;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model six;
the second preset vehicle speed is greater than the first preset vehicle speed.
3. The method for optimizing energy distribution of automobile according to claim 2, wherein when the ratio of the actual remaining power of the battery to the maximum power of the battery is greater than a first preset value, and the average vehicle speed is greater than or equal to the first preset vehicle speed and less than or equal to a second preset vehicle speed, and the road condition switching factor is one of the road condition switching factors, selecting an energy distribution model seven;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than or equal to a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model eight is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is larger than a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than or equal to a second preset vehicle speed, and the road condition switching factor is the road condition switching factor III, selecting an energy distribution model III.
4. The method for optimizing energy distribution of automobile according to claim 3, wherein the energy distribution model is selected when the ratio of the actual remaining power of the battery to the maximum power of the battery is less than or equal to a first preset value, the average speed is less than the first preset speed, and the road condition switching factor is the road condition switching factor;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is a road condition switching factor II, an energy distribution model eleven is selected;
and when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is smaller than the first preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model twelve.
5. The method for optimizing energy distribution of automobile according to claim 3, wherein when the ratio of the actual remaining power of the battery to the maximum power of the battery is less than or equal to a first preset value, the average speed is greater than a second preset speed, and the road condition switching factor is one of road condition switching factors, the energy distribution model thirteen is selected;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model fourteen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, selecting an energy distribution model fifteen;
the second preset vehicle speed is greater than the first preset vehicle speed.
6. The method for optimizing energy distribution of automobile according to claim 3, wherein when the ratio of the actual remaining power of the battery to the maximum power of the battery is less than or equal to a first preset value, and the average speed is greater than or equal to the first preset speed and less than a second preset speed, and the road condition switching factor is one of the road condition switching factors, selecting an energy distribution model sixteen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is a road condition switching factor II, selecting an energy distribution model seventeen;
when the ratio of the actual residual electric quantity of the battery to the maximum electric quantity of the battery is smaller than or equal to a first preset value, the average vehicle speed is larger than or equal to the first preset vehicle speed and smaller than a second preset vehicle speed, and the road condition switching factor is road condition switching factor III, an energy distribution model eighteen is selected.
7. The method for optimizing energy distribution of an automobile according to claim 3, wherein after selecting a corresponding energy distribution management strategy based on road condition switching factors and specified parameters, recording the selected energy distribution pipeline strategy to replace the last recorded energy distribution pipeline strategy;
if the new road general information acquisition function is not started, adopting the last recorded energy distribution pipeline strategy.
8. The method of optimizing the distribution of energy to a vehicle according to claim 3, wherein the first preset value is 70%, the first preset vehicle speed is 40Km/h, and the second preset vehicle speed is 80Km/h.
9. A combined power range-extending vehicle characterized in that the vehicle energy distribution optimizing method according to any one of claims 1 to 8 is adopted.
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