CN116001769A - Driving method of hybrid electric vehicle and related equipment - Google Patents
Driving method of hybrid electric vehicle and related equipment Download PDFInfo
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- CN116001769A CN116001769A CN202310077666.6A CN202310077666A CN116001769A CN 116001769 A CN116001769 A CN 116001769A CN 202310077666 A CN202310077666 A CN 202310077666A CN 116001769 A CN116001769 A CN 116001769A
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Abstract
The invention relates to the field of automobiles, in particular to a driving method and related equipment of a hybrid electric vehicle. Wherein the method comprises the following steps: determining whether the current driving mode is parallel driving or not; if so, calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge compensation torsion mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly; determining a driving mode corresponding to the maximum value of the first power assembly efficiency, the second power assembly efficiency and the third power assembly efficiency as a driving mode of the hybrid electric vehicle; and if the driving mode is the parallel charging mode or the discharging and torque supplementing mode, determining the output power and the engine torque of the corresponding engine according to the universal characteristic of the power assembly.
Description
[ field of technology ]
The invention relates to the field of automobiles, in particular to a driving method and related equipment of a hybrid electric vehicle.
[ background Art ]
Current power sources for hybrid vehicles include fuel engines and power batteries. The power battery supplies power to the driving motor, and then the automobile can be driven. The fuel engine can directly drive the automobile or charge the power battery, and the automobile is driven by the power battery and the driving motor. Therefore, there are various driving modes of the hybrid vehicle when it is running. Including a series mode and a parallel mode, and the parallel mode is composed of a parallel direct drive mode, a parallel charge mode, and a discharge torque supplement mode. The parallel direct drive mode is that the power battery does not work, and the fuel engine drives the vehicle. The parallel charging mode is that the output power of the fuel engine is larger than the current required power of the whole vehicle, and the power battery is charged by adopting the excessive power. The discharging torque compensation mode is that the fuel engine and the power battery work simultaneously to jointly drive the vehicle. It can be seen that how to select the most economical driving mode and specific engine power and engine torque under different working conditions and vehicle conditions is a problem to be solved at present.
[ invention ]
In order to solve the problems, the embodiment of the invention provides a driving method of a hybrid electric vehicle and related equipment, which can realize the fuel economy of the whole vehicle.
In a first aspect, an embodiment of the present invention provides a driving method of a hybrid vehicle, including:
determining whether the current driving mode is parallel driving or not;
if so, calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge compensation torsion mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly;
determining a driving mode corresponding to the maximum value of the first power assembly efficiency, the second power assembly efficiency and the third power assembly efficiency as a driving mode of the hybrid electric vehicle;
and if the driving mode is the parallel charging mode or the discharging and torque supplementing mode, determining the output power and the engine torque of the corresponding engine according to the universal characteristic of the power assembly.
In one possible implementation manner, the calculating, based on the energy transfer efficiency between the components in the powertrain, the first powertrain efficiency corresponding to the parallel direct-drive mode under the current working condition includes:
according to formula eta E1 ＝η 1 ×u 1 Calculating the first powertrain efficiency; wherein said eta E1 For the first powertrain efficiency, the η 1 For effective conversion efficiency between engine to differential, the u 1 Is P E1 And the corresponding thermal efficiency of the rotating speed.
In one possible implementation, calculating the second powertrain efficiency based on energy transfer efficiencies between various components in the powertrain includes:
according to formula eta E2 ＝(P+P bat )/P E2 ×u 2 Calculating the second powertrain efficiency; wherein said eta E2 For the second power assembly efficiency, P is the current vehicle demand power, and P is bat Load power for the battery; the P is E2 For the output power of the engine working at a fixed working point when the required power of the whole vehicle is P, u is as follows 2 For engine output power P E2 And the corresponding thermal efficiency of the rotating speed.
In one possible implementation, calculating the third powertrain efficiency based on energy transfer efficiencies between various components in the powertrain includes:
according to formula eta E3 ＝(P-P bat )/P E2 ×u 2 Calculating the third power assembly efficiency; wherein said eta E3 And (3) the third power assembly efficiency.
In one possible implementation, the method for determining the universal characteristic of the powertrain includes:
determining the real-time fuel consumption of the power assembly under different working conditions; the power assembly at least comprises an engine, a generator and a battery;
and obtaining universal characteristics of the power assembly according to the real-time fuel consumption of the power assembly under different working conditions.
In one possible implementation, if the current driving mode is not the parallel driving, the method further includes:
determining current working condition information;
determining the output power of the engine and the engine torque based on the working condition information and the optimal economic curve of the power assembly; wherein the powertrain optimal economy curve is derived based on the universal characteristics of the powertrain.
In one possible implementation, the abscissa of the powertrain optimal economy curve is the engine speed, and the ordinate is the engine torque, the powertrain optimal economy curve being obtained based on universal characteristics of the powertrain, including:
determining the optimal points of operation of the engine and the generator under different powers according to the universal characteristics of the power assembly;
and obtaining the optimal economic curve of the power assembly based on the optimal points of the operation of the engine and the generator under different powers.
In a second aspect, an embodiment of the present invention provides a hybrid vehicle driving apparatus, including:
the determining module is used for determining whether the current driving mode is parallel driving or not;
the processing module is used for calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge torsion compensation mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly if the power assembly is in the positive state;
the determining module is further configured to determine a driving mode corresponding to a maximum value among the first power assembly efficiency, the second power assembly efficiency, and the third power assembly efficiency as a driving mode of the hybrid vehicle;
the determining module is further configured to determine an output power and an engine torque of the corresponding engine according to the universal characteristic of the powertrain if the driving mode is the parallel charging mode or the discharging torque compensating mode.
In a third aspect, an embodiment of the present invention provides an electronic device, including:
at least one processor; and
at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of the first aspect.
In a fourth aspect, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that cause a computer to perform the method of the first aspect.
It should be understood that, the second to fourth aspects of the embodiments of the present invention are consistent with the technical solutions of the first aspect of the embodiments of the present invention, and the beneficial effects obtained by each aspect and the corresponding possible implementation manner are similar, and are not repeated.
In the embodiment of the invention, when the automobile is in a parallel driving state, the driving mode with highest efficiency is selected by calculating the power assembly efficiency under different parallel driving modes. When the driving mode is a parallel charging mode or a discharging torque supplementing mode, the optimal engine output power and the engine torque are searched through the universal characteristic of the power assembly, so that the problem that the optimal engine output point is not the optimal output point of the whole power assembly when the engine output power and the engine torque are determined only according to the universal characteristic of the engine in the prior art is solved, and the fuel economy of the whole vehicle is further improved.
[ description of the drawings ]
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart of a driving method of a hybrid electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an optimal economic curve of a powertrain and an optimal economic curve of instantaneous fuel consumption according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a driving device for a hybrid electric vehicle according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
[ detailed description ] of the invention
For a better understanding of the technical solutions of the present specification, the following detailed description of the embodiments of the present invention refers to the accompanying drawings.
It should be understood that the described embodiments are only some, but not all, of the embodiments of the present description. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are intended to be within the scope of the present invention based on the embodiments herein.
The terminology used in the embodiments of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
In the embodiment of the invention, the driving mode with highest efficiency is selected by calculating the power assembly efficiency of different driving modes in the parallel driving state. And the specific engine output power and the specific engine torque are determined according to the universal characteristic of the power assembly, so that the efficiency of the whole vehicle system is further improved, and the fuel economy is improved.
Fig. 1 is a flowchart of a driving method of a hybrid electric vehicle according to an embodiment of the present invention. The execution main body of the hybrid electric vehicle driving method provided by the invention can be vehicle-mounted equipment with calculation capability such as a whole vehicle controller. As shown in fig. 1, the method includes:
And 102, if so, calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge torsion compensation mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly.
Specifically, it can be expressed according to the formula η E1 ＝η 1 ×u 1 A first powertrain efficiency is calculated. η (eta) E1 For first powertrain efficiency, η 1 For effective conversion efficiency between engine and differential, u 1 Is P E1 And the corresponding thermal efficiency of the rotating speed. P (P) E1 Can be according to formula P E1 ＝P/η 1 Obtaining the product. P is the current power required by the whole vehicle. η (eta) 1 Can be according to the formula eta 1 ＝η R ×η T Obtaining the product. η (eta) R For energy transfer efficiency between engine and speed reducer, eta T Is the energy transfer efficiency between the speed reducer and the differential.
For the second powertrain efficiency, the equation η may be followed E2 ＝(P+P bat )/P E2 ×u 2 A second powertrain efficiency is calculated. Wherein eta E2 The second power assembly efficiency is P is the current whole vehicle requirementPower, P bat For battery load power. P (P) E2 For the output power of the engine when the engine works at a fixed working point when the required power of the whole vehicle is P, u 2 For engine output power P E2 And the corresponding thermal efficiency of the rotating speed. P (P) E2 Can be according to formula P E2 ＝P ED ×η 1 Obtaining the product. Wherein P is ED Engine output power at a fixed engine power. P (P) E2 P/eta in (B) 1 For driving the whole vehicle, (P-P/eta) 1 )×η 2 The power can be used for discharging the torque after the battery is charged by adopting redundant power. η (eta) 2 The effective efficiency of the engine in charging the battery can be calculated by the formula eta 2 ＝η R ×η Gm ×η Chr Obtaining the product. η (eta) R For energy transfer efficiency between engine and speed changer Gm For energy transfer efficiency between the reduction gear and the generator, η Chr Is the energy transfer efficiency between the generator and the battery. Alternatively, one may follow formula P BC ＝(P E2 -P)×η 2 ×η 3 To obtain the power of the engine for charging the battery by using the excessive power. Wherein eta 3 And when the battery is discharged to supplement torque, the energy transfer efficiency between the battery and the differential mechanism is improved. Can be represented by the formula eta 3 ＝η Dchr ×
η Tm ×η Tn Obtaining the product. η (eta) Dchr Is the charge-discharge conversion efficiency of the battery, eta Tm For the energy transfer efficiency between the battery and the driving motor, eta Tn For energy transfer efficiency between the drive motor and the differential.
For the third power assembly efficiency, the equation η may be followed E3 ＝(P-P bat )/P E2 ×u 2 And calculating the third power assembly efficiency. Wherein eta E3 And is a third power assembly efficiency. Alternatively, one can pass through formula P BD ＝(P-P E2 )÷η 2 ÷η 3 When the engine power is smaller than the whole vehicle required power, the power corresponding to the battery discharge is used.
And step 103, determining a driving mode corresponding to the maximum value among the first power assembly efficiency, the second power assembly efficiency and the third power assembly efficiency as the driving mode of the hybrid electric vehicle.
In some embodiments, the step of determining the universal characteristic of the powertrain includes: and determining the real-time fuel consumption of the power assembly under different working conditions. The power assembly at least comprises an engine, a generator and a battery. And obtaining universal characteristics of the power assembly according to the real-time fuel consumption of the power assembly under different working conditions. Specifically, a complete power assembly comprising an engine, a generator, a driving motor, a battery and the like can be built on the bench. And further testing the real-time fuel consumption under different working conditions. Optionally, the engine speed and engine torque may be specifically controlled while simulating different operating conditions. For example, when the working condition is climbing, the characteristics between the rotating speed and the torque are as follows: high torque and low rotation speed.
In some embodiments, if the hybrid vehicle is not in parallel drive (e.g., series drive is employed), current operating condition information is first determined, and then the engine output power and engine torque are determined based on the operating condition information and the powertrain optimal economy curve. Wherein the optimal economy curve of the powertrain is based on the universal characteristics of the powertrain. Specifically, the optimal points for the operation of the engine and the generator at different powers can be determined according to the universal characteristics of the powertrain. And obtaining an optimal economic curve of the power assembly based on the optimal points of the operation of the engine and the generator under different powers. Alternatively, the optimum point of operation of the drive motor may also be referenced in determining the optimal economy curve for the powertrain. That is, the optimal economy curve of the powertrain is obtained based on the optimal points of operation of the engine, generator, and drive motor at different powers. In particular, engine operation at fixed points can result in poor noise, vibration and harshness (Noise, vibration, harshness, NVH) at low speeds, and insufficient power at high speeds. Therefore, in practical application, multiple points can be selected for working condition coverage, and based on a packet route principle, the points with the lowest instantaneous fuel consumption rate under each power of the engine can be obtained and connected into a line, so that the optimal economic curve of the instantaneous fuel consumption under different powers can be obtained. Any point on the line is the point at which the instantaneous fuel consumption rate at the current power is lowest. Fig. 2 is a schematic diagram of an optimal economic curve of a powertrain and an optimal economic curve of instantaneous fuel consumption according to an embodiment of the present invention. As shown in fig. 2, the abscissa is the rotational speed and the ordinate is the torque. In addition to the powertrain optimum economy curve identified in fig. 2, the remainder are instantaneous fuel consumption optimum economy curves at different powers. Therefore, after the optimal driving mode under the current working condition is determined, specific fuel consumption values of all points on the instantaneous fuel consumption optimal economic curve can be calculated, and then specific rotating speed and torque are determined, and the vehicle is driven according to the rotating speed and torque.
Since the prior art only performs system optimization based on engine universal characteristics, motor and battery characteristics are not considered. Most of the time the optimum point for engine operation is not the optimum point for battery and motor operation, thus resulting in a truly sub-optimal effect of the actual optimization. Further, the actual efficiency is reduced because the electric energy is discharged after passing through the battery during the parallel charging and discharging of the torque, which is not considered in the prior art. The embodiment of the invention solves the defects by optimizing according to the universal characteristic of the whole power assembly, reduces the oil consumption and improves the economy of the whole vehicle.
Corresponding to the above hybrid electric vehicle driving method, the embodiment of the invention provides a hybrid electric vehicle driving device. Fig. 3 is a schematic structural diagram of a driving device for a hybrid electric vehicle according to an embodiment of the present invention. As shown in fig. 3, the apparatus includes: a determination module 301 and a processing module 302.
A determining module 301 is configured to determine whether the current driving mode is parallel driving.
And the processing module 302 is configured to calculate, if yes, a first power assembly efficiency corresponding to the parallel direct-drive mode, a second power assembly efficiency corresponding to the parallel charging mode, and a third power assembly efficiency corresponding to the discharge torsion compensation mode under the current working condition based on energy transfer efficiency among the components in the power assembly.
The determining module 301 is further configured to determine a driving mode corresponding to a maximum value among the first powertrain efficiency, the second powertrain efficiency, and the third powertrain efficiency as a driving mode of the hybrid vehicle.
The determining module 301 is further configured to determine the output power and the engine torque of the corresponding engine according to the universal characteristic of the powertrain if the driving mode is the parallel charging mode or the discharging and torque supplementing mode.
The driving device of the hybrid electric vehicle provided by the embodiment shown in fig. 3 may be used to implement the technical solutions of the method embodiments shown in fig. 1-2 in the present specification, and the principle and technical effects thereof may be further described with reference to the related descriptions in the method embodiments.
Fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention, where, as shown in fig. 4, the electronic device may include at least one processor and at least one memory communicatively connected to the processor, where: the memory stores program instructions executable by the processor, and the processor invokes the program instructions to execute the hybrid vehicle driving method provided in the embodiment shown in fig. 1-2 of the present specification.
As shown in fig. 4, the electronic device is in the form of a general purpose computing device. Components of an electronic device may include, but are not limited to: one or more processors 410, a communication interface 420, and a memory 430, a communication bus 440 that connects the various system components, including the memory 430, the communication interface 420, and the processor 410.
The communication bus 440 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include industry Standard architecture (Industry Standard Architecture; hereinafter ISA) bus, micro channel architecture (Micro Channel Architecture; hereinafter MAC) bus, enhanced ISA bus, video electronics standards Association (Video Electronics Standards Association; hereinafter VESA) local bus, and peripheral component interconnect (Peripheral Component Interconnection; hereinafter PCI) bus.
Electronic devices typically include a variety of computer system readable media. Such media can be any available media that can be accessed by the electronic device and includes both volatile and nonvolatile media, removable and non-removable media.
A program/utility having a set (at least one) of program modules may be stored in the memory 430, such program modules including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules typically carry out the functions and/or methods of the embodiments described herein.
The processor 410 executes various functional applications and data processing by running programs stored in the memory 430, for example, implementing the hybrid vehicle driving method provided in the embodiment shown in fig. 1-2 of the present specification.
Embodiments of the present disclosure provide a computer-readable storage medium storing computer instructions that cause a computer to execute the hybrid vehicle driving method provided by the embodiments shown in fig. 1-2 of the present disclosure.
Any combination of one or more computer readable media may be utilized as the above-described computer readable storage media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a Read-Only Memory (ROM), an erasable programmable Read-Only Memory (Erasable Programmable Read Only Memory; EPROM) or flash Memory, an optical fiber, a portable compact disc Read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present specification. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present specification, the meaning of "plurality" means at least two, for example, two, three, etc., unless explicitly defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present specification in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present specification.
Depending on the context, the word "if" as used herein may be interpreted as "at … …" or "at … …" or "in response to a determination" or "in response to detection". Similarly, the phrase "if determined" or "if detected (stated condition or event)" may be interpreted as "when determined" or "in response to determination" or "when detected (stated condition or event)" or "in response to detection (stated condition or event), depending on the context.
It should be noted that the devices according to the embodiments of the present disclosure may include, but are not limited to, a personal Computer (Personal Computer; hereinafter referred to as a PC), a personal digital assistant (Personal Digital Assistant; hereinafter referred to as a PDA), a wireless handheld device, a Tablet Computer (Tablet Computer), a mobile phone, an MP3 display, an MP4 display, and the like.
In the several embodiments provided in this specification, it should be understood that the disclosed systems, apparatuses, and methods may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the elements is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple elements or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.
In addition, each functional unit in each embodiment of the present specification may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in hardware plus software functional units.
The integrated units implemented in the form of software functional units described above may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium, and includes several instructions for causing a computer device (which may be a personal computer, a connector, or a network device, etc.) or a Processor (Processor) to perform part of the steps of the methods described in the embodiments of the present specification. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a Read-Only Memory (hereinafter referred to as ROM), a random access Memory (Random Access Memory) and various media capable of storing program codes such as a magnetic disk or an optical disk.
The foregoing description of the preferred embodiments is provided for the purpose of illustration only, and is not intended to limit the scope of the disclosure, since any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the disclosure are intended to be included within the scope of the disclosure.
Claims (10)
1. A hybrid vehicle driving method, characterized by comprising:
determining whether the current driving mode is parallel driving or not;
if so, calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge compensation torsion mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly;
determining a driving mode corresponding to the maximum value of the first power assembly efficiency, the second power assembly efficiency and the third power assembly efficiency as a driving mode of the hybrid electric vehicle;
and if the driving mode is the parallel charging mode or the discharging and torque supplementing mode, determining the output power and the engine torque of the corresponding engine according to the universal characteristic of the power assembly.
2. The method of claim 1, wherein calculating the first powertrain efficiency corresponding to the parallel direct drive mode under the current operating condition based on the energy transfer efficiency between each component in the powertrain comprises:
according to formula eta E1 ＝η 1 ×u 1 Calculating the first powertrain efficiency; wherein said eta E1 For the first powertrain efficiency, the η 1 For effective conversion efficiency between engine to differential, the u 1 Is P E1 And the corresponding thermal efficiency of the rotating speed.
3. The method of claim 1, wherein calculating the second powertrain efficiency based on energy transfer efficiency between various components in a powertrain comprises:
according to formula eta E2 ＝(P+P bat )/P E2 ×u 2 Calculating the second powertrain efficiency; wherein the method comprises the steps ofThe eta is E2 For the second power assembly efficiency, P is the current vehicle demand power, and P is bat Load power for the battery; the P is E2 For the output power of the engine working at a fixed working point when the required power of the whole vehicle is P, u is as follows 2 For engine output power P E2 And the corresponding thermal efficiency of the rotating speed.
4. The method of claim 1, wherein calculating the third powertrain efficiency based on energy transfer efficiencies between various components in a powertrain comprises:
according to formula eta E3 ＝(P-P bat )/P E2 ×u 2 Calculating the third power assembly efficiency; wherein said eta E3 And (3) the third power assembly efficiency.
5. The method of claim 1, wherein the method of determining the universal characteristic of the powertrain comprises:
determining the real-time fuel consumption of the power assembly under different working conditions; the power assembly at least comprises an engine, a generator and a battery;
and obtaining universal characteristics of the power assembly according to the real-time fuel consumption of the power assembly under different working conditions.
6. The method of claim 1, wherein if the current driving mode is not the parallel driving, the method further comprises:
determining current working condition information;
determining the output power of the engine and the engine torque based on the working condition information and the optimal economic curve of the power assembly; wherein the powertrain optimal economy curve is derived based on the universal characteristics of the powertrain.
7. The method of claim 6, wherein the powertrain optimum economy curve is an engine speed on an abscissa and an engine torque on an ordinate, the powertrain optimum economy curve being derived based on universal characteristics of the powertrain, comprising:
determining the optimal points of operation of the engine and the generator under different powers according to the universal characteristics of the power assembly;
and obtaining the optimal economic curve of the power assembly based on the optimal points of the operation of the engine and the generator under different powers.
8. A hybrid vehicle drive apparatus, comprising:
the determining module is used for determining whether the current driving mode is parallel driving or not;
the processing module is used for calculating the first power assembly efficiency corresponding to the parallel direct drive mode, the second power assembly efficiency corresponding to the parallel charging mode and the third power assembly efficiency corresponding to the discharge torsion compensation mode under the current working condition based on the energy transfer efficiency among all the components in the power assembly if the power assembly is in the positive state;
the determining module is further configured to determine a driving mode corresponding to a maximum value among the first power assembly efficiency, the second power assembly efficiency, and the third power assembly efficiency as a driving mode of the hybrid vehicle;
the determining module is further configured to determine an output power and an engine torque of the corresponding engine according to the universal characteristic of the powertrain if the driving mode is the parallel charging mode or the discharging torque compensating mode.
9. An electronic device, comprising:
at least one processor; and
at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of any of claims 1-7.
10. A computer readable storage medium storing computer instructions for causing a computer to perform the method of any one of claims 1 to 7.
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| CN202310077666.6A CN116001769A (en) | 2023-02-07 | 2023-02-07 | Driving method of hybrid electric vehicle and related equipment |
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| CN202310077666.6A CN116001769A (en) | 2023-02-07 | 2023-02-07 | Driving method of hybrid electric vehicle and related equipment |
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