CN114084121B

CN114084121B - Control system of split type energy management

Info

Publication number: CN114084121B
Application number: CN202111402928.9A
Authority: CN
Inventors: 肖岩; 潘飞; 柴志林; 喻洋
Original assignee: Hozon New Energy Automobile Co Ltd
Current assignee: Hozon New Energy Automobile Co Ltd
Priority date: 2021-11-24
Filing date: 2021-11-24
Publication date: 2023-01-20
Anticipated expiration: 2041-11-24
Also published as: WO2023093165A1; CN114084121A

Abstract

The invention provides a split type energy management control system and a development method thereof. The system comprises: the first control module comprises a switch module and a threshold value calculation module, the switch module is suitable for selecting actual power generation power of a generator or power consumed by starting the engine as range-extending compensation power according to the judgment result of the completion or incompletion of the starting of the engine and finally inputting the range-extending compensation power to the threshold value calculation module, the threshold value calculation module is configured to calculate a threshold value of the target torque of the driving motor according to the range-extending compensation power, and the first control module is configured to determine and output the target torque of the driving motor limited by the threshold value of the target torque of the driving motor; and the second control module is configured to determine an initial target generated power according to the target torque of the driving motor, and determine a final target rotating speed of the generator and a final target torque of the engine according to the initial target generated power. According to the method and the device, the global energy management of the vehicle is subjected to control decoupling, and the complexity of control is reduced.

Description

Control system of split type energy management

Technical Field

The invention mainly relates to the field of energy control of automobiles, in particular to a control system for split type energy management.

Background

The energy management of the extended-range hybrid electric vehicle needs to consider the boundary limits of each part, and if the strategy design of the energy management is unreasonable, the power performance and the drivability of the whole vehicle are affected, and even the battery is overcharged and overdischarged.

The existing range-extending hybrid electric vehicle simply considers the range extender as a generator, passively receives a control signal of the vehicle to generate electricity as required, and the energy management of the vehicle needs to take into account two power sources, namely a battery and the range extender, so that the function is highly integrated, and the method makes the energy management algorithm of vehicle driving more complex.

Disclosure of Invention

The technical problem to be solved by the invention is to provide a split type energy management control system, which can reduce the control complexity of two power sources, namely a battery and a range extender, on the premise of ensuring that the overall energy control of a vehicle has boundary condition protection.

In order to solve the technical problem, the invention provides a split type energy management control system which is suitable for controlling energy management of an engine, a generator, a driving motor and a battery. The system comprises: a first control module including a switch module and a threshold calculation module, wherein the switch module is adapted to select actual power generation power of a generator or power consumed by starting the engine as range-extended compensation power according to a judgment result that the starting of the engine is completed or not completed and finally input the range-extended compensation power to the threshold calculation module, the threshold calculation module is configured to calculate a threshold of a target torque of a driving motor according to the range-extended compensation power, and the first control module is configured to determine and output the target torque of the driving motor limited by the threshold of the target torque of the driving motor; and a second control module independent of the first control module, the second control module configured to determine an initial target generated power from the drive motor target torque and to determine a final target rotational speed of the generator and a final target torque of the engine from the initial target generated power, the second control module further configured to generate the engine start consumed power.

Optionally, the second control module is configured to determine the initial target generated power according to a battery real remaining capacity percentage, an actual vehicle speed, and the driving motor target torque.

Optionally, the second control module is further configured to, after determining the initial target generated power, adjust the initial target generated power according to a power limitation condition to obtain a final target generated power, and determine a final target torque and a final target rotation speed of the generator and the engine according to the final target generated power.

Optionally, the power limiting condition includes a limit of a maximum generated power, and the adjusting the initial target generated power according to the power limiting condition includes determining that the initial target generated power is between the maximum generated power and zero, if the determination result is yes, directly taking an absolute value of the initial target generated power as the final target generated power, otherwise, outputting the absolute value of the maximum generated power as the final target generated power.

Optionally, the second control module is further configured to obtain a battery available charging power from a battery maximum charging power and a driving motor actual power, and the second control module is further configured to determine a generating capacity power from a generator angular velocity and a boundary torque, and determine the maximum generating power from the available charging power and the generating capacity power.

Optionally, the second control module is further configured to determine the battery maximum charging power according to a continuous capability and a peak capability of the battery.

Optionally, the final target rotational speed and the final target torque determined by the second control module are final target rotational speed and final target torque after gradient filtering.

Optionally, the second control module is further configured to determine a compensation torque according to the actual generator power and the generator angular speed, and determine the final target torque of the engine according to the compensation torque.

Optionally, the second control module is further configured to determine a power response rate according to a preset model.

Optionally, the first control module is further configured to determine an original target torque of the driving motor according to the power response rate and the wheel end torque, and adjust the original target torque according to the threshold value to obtain and output the driving motor target torque.

Optionally, the threshold calculation module is configured to determine the threshold jointly according to the range-extending compensation power and a pure electric torque limit, where the threshold includes a torque maximum value and a torque minimum value, and the first control module is further configured to determine whether the original target torque is located between the torque minimum value and the torque maximum value, if the determination result is yes, directly output the original target torque as the drive motor target torque, otherwise, if the original target torque is greater than the torque maximum value, output the torque maximum value as the drive motor target torque, and if the original target torque is smaller than the torque minimum value, output the torque minimum value as the drive motor target torque.

In order to solve the above technical problem, the present invention further provides a development method of a split energy management range extender control system, wherein the control system is adapted to control energy management of an engine, a generator, a driving motor and a battery, and the development method includes the following steps: independently developing a first control module, including configuring a switch module and a threshold calculation module in the first control module, wherein the switch module is suitable for selecting actual power generation power of a generator or consumed power of engine starting to be input to the threshold calculation module as range-extended compensation power according to the judgment result of the completion or incompletion of the starting of the engine, the threshold calculation module is configured for calculating a threshold value of a target torque of a driving motor according to the range-extended compensation power, and the first control module is configured for determining and outputting the target torque of the driving motor limited by the threshold value of the target torque of the driving motor; and independently developing a second control module, including configuring the second control module to determine an initial target generated power according to the target torque of the driving motor, and determining a final target rotating speed of a generator and a final target torque of an engine according to the initial target generated power, and simultaneously configuring the second control module to generate the starting consumed power of the engine, wherein the first control module and the second control module jointly act on the energy management.

Compared with the prior art, the invention has the following advantages:

according to the method, the overall energy management of the vehicle is controlled and decoupled, the system is split into two independent control modules, and only the interaction of key signals between the two control modules needs to be considered, so that the complexity of control is greatly reduced; the method and the device have the advantages that global energy management is subjected to boundary limitation, the current control target is adjusted according to the vehicle control target by paying attention to the real-time working condition of the vehicle, the generated power is timely reduced or improved, and the safety of the system is improved while the generated efficiency is guaranteed. The control system for split type energy management comprises the switch module, so that the system is completely independent, developers can develop two control modules respectively, and the development efficiency is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the principle of the invention. In the drawings:

FIG. 1 is a system block diagram of a split energy management control system according to an embodiment of the present application;

FIG. 2 is a partial schematic diagram of a second control module of the split energy management control system according to an embodiment of the present application;

FIG. 3 is a partial schematic diagram of a second control module of the split energy management control system according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a first control module of the split energy management control system according to an embodiment of the present application; and

FIG. 5 is a flowchart illustrating a method for developing a control system for split energy management according to an embodiment of the present application.

Detailed Description

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the description of the embodiments will be briefly described below. It is obvious that the drawings in the following description are only examples or embodiments of the application, from which the application can also be applied to other similar scenarios without inventive effort for a person skilled in the art. Unless otherwise apparent from the context, or otherwise indicated, like reference numbers in the figures refer to the same structure or operation.

As used in this application and in the claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to include the plural, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present application, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the case of not making a reverse description, these directional terms do not indicate and imply that the device or element being referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the scope of the present application; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

For ease of description, spatially relative terms such as "over … …", "over … …", "over … …", "over", etc. may be used herein to describe the spatial positional relationship of one device or feature to another device or feature as shown in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of protection of the present application is not to be construed as being limited. Further, although the terms used in the present application are selected from publicly known and used terms, some of the terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Further, it is required that the present application is understood, not simply by the actual terms used but by the meaning of each term lying within.

It will be understood that when an element is referred to as being "on," "connected to," "coupled to" or "contacting" another element, it can be directly on, connected or coupled to, or contacting the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly on," "directly connected to," "directly coupled to" or "directly contacting" another element, there are no intervening elements present. Similarly, when a first component is said to be "in electrical contact with" or "electrically coupled to" a second component, there is an electrical path between the first component and the second component that allows current to flow. The electrical path may include capacitors, coupled inductors, and/or other components that allow current to flow even without direct contact between the conductive components.

Flow charts are used herein to illustrate operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in the exact order in which they are performed. Rather, various steps may be processed in reverse order or simultaneously. Meanwhile, other operations are added to or removed from these processes.

The application provides a control system of split type energy management, is suitable for the energy management of control engine, generator, driving motor and battery, under the prerequisite that the global energy control of assurance vehicle has the boundary condition protection, reduces the complexity of battery and two power source control of range extender. FIG. 1 is a system block diagram illustrating a split energy management control system according to an embodiment of the present application. As shown in FIG. 1, a split energy management control system 10 includes a first control module 11 and a second control module 12. The split energy management control system 10 is adapted to control energy management of the engine 13, the generator 14, the driving motor (not shown) and the battery (not shown).

The first control module 11 includes a switch module 111 and a threshold calculation module 112. The switch module 111 is adapted to select the actual generator power or the engine starting power consumption as the range-extended compensation power according to the judgment result of the completion or incompletion of the engine starting and finally input the range-extended compensation power to the threshold calculation module 112. Specifically, the switch module 111 has an on state and an off state. When the engine 13 is started completely, the switch module 111 is in an on state, the engine 13 provides torque for the generator 14, and the actual generated power of the generator 14 is selected as the range-extended compensation power P11 and finally input to the threshold calculation module 112. When the starting of the engine 13 is not completed, the switch module 111 is in an off state, the engine 13 cannot provide torque for the generator 14, and the starting consumed power of the engine 13 is selected as the range-extended compensation power P11 and is finally input to the threshold calculation module 112.

In the first control module 11, the threshold calculation module 112 is configured to calculate a threshold of the driving motor target torque T11 according to the range-extended compensation power P11. The first control module 11 is configured to determine and output a drive motor target torque T11 limited by the threshold. The second control module 12 is independent of the first control module 11. The second control module 12 is configured to determine an initial target generated power from the driving motor target torque T11 and to determine a final target rotational speed a11 of the generator 14 and a final target torque T12 of the engine 13 from the initial target generated power. The second control module 12 is further configured to generate an engine start-up power consumption as an input condition for which the switch module 111 may select one of the range-extended compensation powers P11 depending on whether the engine is started up to completion, as described above.

To better illustrate the control system 10 of FIG. 1, FIG. 2 shows a partial schematic diagram of the second control module 12 of the split energy management control system 10. As shown in fig. 2, the second control module 12 is configured to determine an initial target generated power based on a battery real remaining capacity percentage (SOC), an actual vehicle speed V21, and a driving motor target torque T11. It is emphasized that, as can be seen more clearly with reference to fig. 1, the driving motor target torque T11 is taken as an output of the first control module 11 and is received by the second control module 12 as an important input, so that even under the condition that the control modules are decoupled, the interaction of relevant key signals is still maintained between the two

control modules

11 and 12, and therefore, the global energy management can be ensured to be performed smoothly while the complexity of system control is reduced.

Specifically, when the actual percentage of remaining battery power is lower than a certain threshold, the vehicle controller 21 determines the initial target generated power P21 according to vehicle information such as the actual percentage of remaining battery power, the current actual vehicle speed V21 of the vehicle, and the target torque T11 of the driving motor. The determination of the initial target generated power P21 may be power following, fixed point power generation, or other determination manners, which is not limited in this application. In some embodiments, the vehicle information further includes Noise Vibration and comfort (NVH) index of the vehicle, battery energy balance, system efficiency, and the like, and the vehicle information considered by the vehicle controller 21 is not limited in this application.

In the embodiment shown in FIG. 2, the second control module 12 is further configured to, after determining the initial target generated power P21, adjust the initial target generated power P21 according to the power limiting condition to obtain a final target generated power P23, and determine final target torques and final target rotational speeds of the generator and the engine according to the final target generated power P23.

Specifically, in some embodiments of the present invention, including FIG. 2, the power limiting condition includes a limit on the maximum generated power. The step of adjusting the initial target generated power P21 based on the maximum generated power includes determining whether the initial target generated power P21 is between the maximum generated power P22 and zero (in the embodiment shown in fig. 2, the value of the parameter defining the generated power is a negative number, and thus, it is equivalent to determining whether the absolute value of the initial target generated power P21 is between 0 and the absolute value of the maximum generated power P22), and if so, directly setting the absolute value of the initial target generated power P21 as the final target generated power P23, otherwise, outputting the absolute value of the maximum generated power P22 as the final target generated power.

More specifically referring to fig. 2, the step of adjusting the initial target generated power P21 based on the maximum generated power P22 includes inputting the initial target generated power P21, the maximum generated power P22, and zero into the comparator 22, and if the initial target generated power P21 (negative) is between the maximum generated power P22 and zero (P22 is a negative), that is, the absolute value of the initial target generated power P21 is between 0 and the absolute value of the maximum generated power P21, directly taking the absolute value of the initial target generated power P21 as the final target generated power P23; otherwise, the absolute value of the maximum generated power P22 is taken as the final target generated power P23.

In some embodiments including fig. 2, the maximum generated power P22 may be determined by both the battery available charging power P24 and the generating capacity power P25, and a larger value may be taken between the maximum generated power P22 and the generating capacity power P25 according to the operation logic shown in fig. 2.

For example, in some embodiments, the final comparison results in the battery available charging power P24 being taken as the maximum generated power P22. The battery available charging power P24 may be obtained from the battery maximum charging power P26 and the drive motor actual power P27 (or the drive motor target power P28). Specifically, the difference between the maximum battery charging power P26 and the actual driving motor power P27 (or the target driving motor power P28) is defined as the available battery charging power P24. The maximum generated power P22 may also be determined by the battery available charging power P24.

Similarly, in some embodiments, the final comparison results in the generation capacity power P25 being taken as the maximum generation power P22. The generating capacity power P25 may be calculated by first negating the value of the engine maximum torque T21, then comparing the negated engine maximum torque with the generator maximum braking torque T23, and multiplying the larger value of the two by the generator angular velocity a21 to obtain the generating capacity power P25.

In general, in some embodiments, including fig. 2, the maximum generated power P22 is determined by the battery available charging power P24 together with the generating capacity power P25. Specifically, the battery available charging power P24 and the power generation capability power P25 may be compared, and the maximum value after the comparison may be set as the maximum power generation power P22. In some embodiments, the second control module 12 is further configured to determine the battery maximum charging power P26 from the continuous and peak capabilities of the battery. Specifically, pulse charge-discharge tests can be performed on the battery under the conditions of different battery residual capacity percentages, and the power performance of the battery in the whole use interval can be obtained through calculation. The maximum charging power P26 of the battery as shown in fig. 2 is determined by looking up a power performance table according to the sustainable capability and the peak capability of the battery.

It should be understood that, in the above description, since the preset vector direction of some specific parameter values in the present system is positive or negative, and therefore the parameter setting range in the operation logic and comparator are specially defined, but the present invention is not limited thereto, for example, in some other embodiments of the present invention, the parameter value of the maximum torque of the engine may be preset to be positive, and the adjustment of negation is not required, and may be adjusted according to the requirements of the actual application scenario.

Fig. 3 is a partial schematic view of another part of the second control module 12 based on fig. 2. As shown in fig. 3, after the final target generated power P23 is obtained, the final target torque T12 of the engine and the generator and final target rotation speed a11 may be determined based on the final target generated power P23. Specifically, the original target rotation speed a31 may be obtained by referring to the generator power-rotation speed correspondence relation 31 (which may be a table or a functional relation) from the final target power generation P23, and the final target rotation speed a11 may be obtained from the original target rotation speed a 31. Meanwhile, the original target torque T31 may be obtained by dividing the final target generated power P23 by the original target rotation speed a31, and the final target torque T12 of the engine may be obtained by the original target torque T31.

In some embodiments, as shown in FIG. 3, the final target speed A11 determined by the second control module 12 may be the final target speed after the original target speed A31 has been gradient filtered 33. The final target torque T12 determined by the second control module 12 may be the final target torque after the raw target torque T31 is gradient filtered 33.

In some embodiments, the second control module 12 is further configured to determine a compensation torque T32 based on the generator actual generated power P31 and the generator angular speed a21, and determine a final target torque of the engine based on the compensation torque T32. Specifically, as shown in fig. 3, the difference between the final target generated power P23 and the actual generated power P31 of the generator is divided by the angular speed a21 of the generator to obtain a compensation torque T32, the compensation torque T32 and the original target torque T31 are added, and the sum of the two is transmitted to the gradient filter 33 to obtain a final target torque T12. Fig. 3 illustrates only the logical operation method in some embodiments of the present invention, but the present invention is not limited thereto.

In some embodiments, the second control module 12 is further configured to determine the power response rate according to a preset model.

Further, fig. 4 shows a schematic diagram of the first control module 11 of the split energy management control system 10. As shown in fig. 4, the first control module 11 is configured to determine and output a drive motor target torque T11 limited by a threshold value of the drive motor target torque (e.g., threshold values 41 and 42 limited by the comparator shown in fig. 4 set to the drive motor target torque T11). The threshold 41 of the target torque of the driving motor may be calculated by dividing the sum of the extended range compensation power P11 and the maximum battery discharge power P41 by the angular velocity a21 of the driving motor to obtain the maximum system-allowable discharge torque T41, and then taking the smaller value between the maximum system-allowable discharge torque T41 and the maximum driving motor torque T42, and taking the comparison result as the threshold 41 of the target torque of the driving motor. And then determining the wheel end torque T43 required by the automobile according to the current working condition of the automobile, taking the wheel end torque T43 as an original target torque T44, and comparing the original target torque T44 with the threshold 41 of the target torque of the driving motor to obtain the target torque T11 of the driving motor limited by the threshold of the target torque of the driving motor.

In some embodiments, the first control module 11 is further configured to input the power response rate X41 and the wheel end torque T43 into the drivability filtered processing module 43 to determine the original target torque T44 of the driving motor, and adjust the drivability filtered original target torque T44 according to the threshold 41 to obtain and output the driving motor target torque T11.

In some embodiments, the threshold calculation module 112 is further configured to determine the threshold based on the range-extended compensation power and the electric-only torque limit, and the threshold includes a torque maximum and a torque minimum. The threshold 41 is determined according to the range-extended compensation power, which is already described above with reference to fig. 4, and the threshold 42 is determined according to fig. 4, which is a scheme of determining the threshold using both the range-extended compensation power and the pure electric torque limit.

In such an embodiment, the threshold value of the drive motor target torque determined by the threshold calculation module 112 includes both the threshold value 41 and the threshold value 42. The threshold value 42 may be calculated by dividing the actual generator power P42 by the drive motor angular velocity a21 to obtain an actual generator torque T45. At a larger value of the drive motor maximum braking torque T46 and the available charging torque T47, the threshold value 42 is finally obtained by adding the larger value to the actual power generation torque T45.

It will be appreciated that, with reference to fig. 4, one of the threshold values 41 and 42 is a torque maximum value and one is a torque minimum value. The first control module 11 is further configured to determine whether the original target torque T44 is between the torque minimum value and the torque maximum value, and if so, directly output the original target torque T44 as the driving motor target torque T11, otherwise, if the original target torque T44 is greater than the torque maximum value, output the torque maximum value as the driving motor target torque T11; if the original target torque T44 is smaller than the torque minimum value, the torque minimum value is output as the driving motor target torque T11.

According to the method, the overall energy management of the vehicle is controlled and decoupled, the system is split into two independent control modules, and only the interaction of key signals between the two control modules needs to be considered, so that the complexity of control is greatly reduced; the method and the device have the advantages that global energy management is subjected to boundary limitation, the current control target is adjusted according to the vehicle control target by paying attention to the real-time working condition of the vehicle, the generated power is timely reduced or improved, and the safety of the system is improved while the generated efficiency is guaranteed. The control system of split type energy management of this application includes the switch module for the system is completely independent, and the developer can develop two control module respectively, has improved the efficiency of development.

FIG. 5 is a flowchart illustrating a method for developing a control system for split energy management according to an embodiment of the present application. As shown in fig. 5, the present application further provides a development method 50 of a range extender control system for split energy management, the control system is suitable for controlling energy management of an engine, a generator, a driving motor and a battery, and the development method comprises steps S51-S52:

step S51: independently developing a first control module, wherein a switch module and a threshold value calculation module are configured in the first control module, the switch module is suitable for selecting and inputting actual power generation power of a generator or consumed power for starting the engine to the threshold value calculation module as range-extending compensation power according to the judgment result of the completion or incompletion of the starting of the engine, the threshold value calculation module is configured for calculating a threshold value of the target torque of the driving motor according to the range-extending compensation power, and the first control module is configured for determining and outputting the target torque of the driving motor limited by the threshold value of the target torque of the driving motor.

Step S52: independently developing a second control module includes configuring the second control module to determine an initial target generated power based on the target torque of the drive motor and to determine a final target rotational speed of the generator and a final target torque of the engine based on the initial target generated power, while configuring the second control module to generate an engine start-up power consumption.

Wherein the first control module and the second control module act together for energy management.

For example, the method 50 for developing the range extender control system shown in fig. 5 may be used to develop the control system 10 for split energy management described above with reference to fig. 1-4, and in particular, for decoupling the first control module 11 and the second control module 12, on the basis of independent development of the two control modules, setting a boundary condition, so as to reduce the complexity of controlling the two power sources of the battery and the range extender on the premise of ensuring that the global energy control of the vehicle has boundary condition protection. For other details about the development method 50 shown in fig. 5 of the present invention, reference may be made to the description above with reference to fig. 1 to 4, which is not repeated herein, and all the features included in the description with reference to fig. 1 to 4 may be developed and designed by using the development method 50.

According to the development method of the split type energy management control system, the first control module and the second control module are independently developed, and only the interaction of key signals between the two control modules needs to be considered, so that the development difficulty is reduced; and meanwhile, the two control modules are independently developed, so that the development efficiency is improved, and the development period is shortened.

Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only, and is not intended to limit the present application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.

Also, this application uses specific language to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.

Aspects of the present application may be embodied entirely in hardware, entirely in software (including firmware, resident software, micro-code, etc.) or in a combination of hardware and software. The above hardware or software may be referred to as "data block," module, "" engine, "" unit, "" component, "or" system. The processor may be one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital signal processing devices (DAPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or a combination thereof. Furthermore, aspects of the present application may be represented as a computer product, including computer readable program code, embodied in one or more computer readable media. For example, computer-readable media can include, but are not limited to, magnetic storage devices (e.g., hard disk, floppy disk, magnetic strips … …), optical disks (e.g., compact Disk (CD), digital Versatile Disk (DVD) … …), smart cards, and flash memory devices (e.g., card, stick, key drive … …).

The computer-readable medium may comprise a propagated data signal with the computer program code embodied therein, for example, on a baseband or as part of a carrier wave. The propagated signal may take any of a variety of forms, including electromagnetic, optical, and the like, or any suitable combination. A computer-readable medium may be any computer-readable medium that can be coupled to an instruction execution system, apparatus, or device for communicating, propagating, or transmitting a program for use by or in connection with an instruction execution system, apparatus, or device. Program code on a computer readable medium may be propagated over any suitable medium, including radio, electrical cable, fiber optic cable, radio frequency signals, or the like, or any combination of the preceding.

Similarly, it should be noted that in the preceding description of embodiments of the application, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure aiding in the understanding of one or more of the embodiments. This method of disclosure, however, is not intended to require more features than are expressly recited in the claims. Indeed, the embodiments may be characterized as having less than all of the features of a single embodiment disclosed above.

Numerals describing the number of components, attributes, etc. are used in some embodiments, it being understood that such numerals used in the description of the embodiments are modified in some instances by the use of the modifier "about", "approximately" or "substantially". Unless otherwise indicated, "about", "approximately" or "substantially" indicates that the number allows a variation of ± 20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximations that may vary depending upon the desired properties of the individual embodiments. In some embodiments, the numerical parameter should take into account the specified significant digits and employ a general digit preserving approach. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the range are approximations, in the specific examples, such numerical values are set forth as precisely as possible within the scope of the application.

Although the present application has been described with reference to the present specific embodiments, it will be recognized by those skilled in the art that the foregoing embodiments are merely illustrative of the present application and that various changes and substitutions of equivalents may be made without departing from the spirit of the application, and therefore, it is intended that all changes and modifications to the above-described embodiments that come within the spirit of the application fall within the scope of the claims of the application.

Claims

1. A split energy management control system adapted to control energy management of an engine, a generator, a drive motor, and a battery, comprising:

a first control module including a switch module and a threshold calculation module, wherein the switch module is adapted to select actual power generation power of a generator or power consumed by starting the engine as range-extended compensation power according to a judgment result that the starting of the engine is completed or not completed and finally input the range-extended compensation power to the threshold calculation module, the threshold calculation module is configured to calculate a threshold of a target torque of a driving motor according to the range-extended compensation power, and the first control module is configured to determine and output the target torque of the driving motor limited by the threshold of the target torque of the driving motor; and

a second control module independent of the first control module, the second control module configured to determine an initial target generated power based on the drive motor target torque and to determine a final target rotational speed of the generator and a final target torque of the engine based on the initial target generated power, the second control module further configured to generate the engine start consumed power.

2. The control system of claim 1 wherein the second control module is configured to determine the initial target generated power based on a battery true remaining percentage, an actual vehicle speed, and the drive motor target torque.

3. The control system of claim 1, wherein the second control module is further configured to, after determining the initial target generated power, adjust the initial target generated power according to a power limiting condition to obtain a final target generated power, and determine a final target torque and a final target rotational speed of the generator and the engine according to the final target generated power.

4. The control system according to claim 3, wherein the power limiting condition includes a limit of a maximum generated power, and the adjusting the initial target generated power according to the power limiting condition includes determining whether the initial target generated power is between the maximum generated power and zero, and if so, directly taking an absolute value of the initial target generated power as the final target generated power, otherwise, outputting the absolute value of the maximum generated power as the final target generated power.

5. The control system of claim 4, wherein the second control module is further configured to derive a battery available charging power from a battery maximum charging power and a drive motor actual power, and wherein the second control module is further configured to determine a generator capacity power from a generator angular velocity and a boundary torque, and to determine the maximum generating power from the available charging power and the generator capacity power.

6. The control system of claim 5, wherein the second control module is further configured to determine the battery maximum charging power based on a continuous capability and a peak capability of the battery.

7. The control system of claim 1, wherein the final target rotational speed and the final target torque determined by the second control module are a final target rotational speed and a final target torque after gradient filtering.

8. The control system of claim 1, wherein the second control module is further configured to determine a compensation torque based on the generator actual generated power and generator angular speed, and to determine the final target torque of the engine based on the compensation torque.

9. The control system of claim 1, wherein the second control module is further configured to determine a power response rate according to a preset model.

10. The control system of claim 9, wherein the first control module is further configured to determine an original target torque for the drive motor based on the power response rate and the wheel end torque, and to adjust the original target torque based on the threshold to achieve and output the drive motor target torque.

11. The control system of claim 10, wherein the threshold calculation module is configured to determine the threshold jointly according to the range-extended compensation power and an electric torque limit, and the threshold includes a torque maximum value and a torque minimum value, the first control module is further configured to determine whether the original target torque is between the torque minimum value and the torque maximum value, and if so, directly output the original target torque as the driving motor target torque, otherwise, if the original target torque is greater than the torque maximum value, output the torque maximum value as the driving motor target torque, and if the original target torque is less than the torque minimum value, output the torque minimum value as the driving motor target torque.

12. A method of developing a split energy management range extender control system adapted to control energy management of an engine, a generator, a drive motor, and a battery, the method comprising the steps of:

independently developing a first control module, including configuring a switch module and a threshold calculation module in the first control module, wherein the switch module is suitable for selecting and inputting actual power generation power of a generator or consumed power of starting the engine as range-extending compensation power to the threshold calculation module according to the judgment result of the completion or incompletion of the starting of the engine, the threshold calculation module is configured for calculating a threshold value of a target torque of a driving motor according to the range-extending compensation power, and the first control module is configured for determining and outputting the target torque of the driving motor limited by the threshold value of the target torque of the driving motor; and

independently developing a second control module including configuring the second control module to determine an initial target generated power from the driving motor target torque and to determine a final target rotational speed of a generator and a final target torque of an engine from the initial target generated power, and at the same time, configuring the second control module to generate the engine start consumed power,

wherein the first and second control modules act in concert on the energy management.