CN204236461U

CN204236461U - For controlling the system of hybrid electric vehicle (HEV) power system used

Info

Publication number: CN204236461U
Application number: CN201420058969.XU
Authority: CN
Inventors: 安德鲁·弗兰克; 林湛乔; 克利希纳·库马尔; 安东尼·塞拉
Original assignee: Effectively Power Driving System Co
Current assignee: Effectively Power Driving System Co
Priority date: 2013-02-08
Filing date: 2014-02-07
Publication date: 2015-04-01
Anticipated expiration: 2024-02-07
Also published as: CN103978974A; CN103978880B; CN103978974B; CN113370963A; CN108313049A; CN204136757U; CN103978880A; CN108313049B

Abstract

This application discloses the system for controlling hybrid electric vehicle (HEV) power system used, described system comprises: a set of sensor, described sensor comprises the one in a kind of grouping, and described grouping comprises: SOC sensor, vehicle speed sensor, temperature sensor, clutch sensor, electromechanical transducer, electric motor-generator sensor, brake pedal sensor and accelerator pedal sensor; First clutch actuator, described first clutch actuator can activate described first clutch; Second clutch actuator, described second clutch actuator can activate described second clutch; And at least one controller, described controller comprises treater and computer-readable access to memory, described memory device comprises computer-readable fetch instruction further, this computer-readable fetch instruction can be read by described treater, thus described controller can make described first clutch-brake and the second clutch-brake working/not working, to select the corresponding mode of operation of vehicle according to the output of described sensor.

Description

For controlling the system of hybrid electric vehicle (HEV) power system used

Technical field

The application relates to hybrid electric vehicle, particularly relates to the system for the dynamic operation mode and control policy implementing hybrid vehicle.

Background technology

In battery-driven car (EV), hybrid electric vehicle (HEV) and plug-in hybrid electric vehicle (PHEV) field, existing much feasible power system (or dynamic assembly) structure that can realize multiple-working mode.Such as, only in HEV field, HEV power system can be configured to realize series, parallel, connection in series-parallel and all-electric mode of operation.In addition, some are had can be constructed to carry out work according to the such as electricity maintenance of different strategies, electric quantity consumption etc. in these patterns.

These different patterns and strategy provide the such as travelled distance expansion of some advantages, fuel efficiency, combustion engine (ICE) in the upper operation of its ideal operation curve (IOL) and all-electric work.Wish to have the single power system that a kind of range, battery use efficiently etc. such as can measuring for example fuel efficiency, travelled distance expansion, electric energy during presumable different motoring condition and under the Different Strategies that may adopt according to the drive performance expected realizes above-mentioned various control strategy and mode of operation.

Utility model content

Below provide brief overview of the present utility model, object is the basic comprehension in order to provide some application described herein.This general introduction is not the exhaustive overview to claimed subject content.This general introduction, neither will confirm the key of claimed subject content or decisive key element, neither limit the protection domain of this theme utility model.The sole purpose of this general introduction provides some concepts in claimed subject content in simplified form using as the preamble be described in more detail provided subsequently.

Disclose the system for control HEV and PHEV double-motor-bis-engaging power system used.In one embodiment there is disclosed a kind of for controlling the system of hybrid electric vehicle (HEV) power system used, described power system comprises: primary mover; Electric motor-generator, described electric motor-generator is mechanically attached to described primary mover by first clutch; Motor, described motor is mechanically attached to described electric motor-generator by second clutch; Battery, described battery is electrically connected to described electric motor-generator and described motor, and described battery can provide electric energy for described electric motor-generator and described motor; Described system comprises: a set of sensor, described sensor comprises the one in a kind of grouping, and described grouping comprises: SOC sensor, vehicle speed sensor, temperature sensor, clutch sensor, electromechanical transducer, electric motor-generator sensor, brake pedal sensor and accelerator pedal sensor; First clutch actuator, described first clutch actuator can activate described first clutch; Second clutch actuator, described second clutch actuator can activate described second clutch; And at least one controller, described controller comprises treater and computer-readable access to memory, described memory device comprises computer-readable fetch instruction further, this computer-readable fetch instruction can be read by described treater, thus described controller can make described first clutch-brake and the second clutch-brake working/not working, to select the corresponding mode of operation of vehicle according to the output of described sensor.

In another embodiment, described controller can: if SOC is greater than the first threshold of specifying, that just selects the electric quantity consumption mode of operation of described vehicle; During described vehicle operating, if SOC is less than the Second Threshold of specifying, that just selects the electricity of described vehicle to keep mode of operation.

In another embodiment, described controller further can also: from one grouping select electric quantity consumption mode of operation, described grouping comprises: all-electric pattern and high tractive force electric model.

In another embodiment, described controller further can also: from one grouping select electricity keep mode of operation, described grouping comprises: parallel hybrid mode and series hybrid mode.

In another embodiment, described controller further can also: the torque combinations dynamically selecting the first moment of torsion for described electric motor-generator and the second moment of torsion for described motor according to the efficiency of described electric motor-generator and described motor.

In another embodiment, described controller further can also: the torque combinations dynamically selecting the first moment of torsion for described electric motor-generator and the second moment of torsion for described motor according to the efficiency of described electric motor-generator and described motor, to reach driver requested expectation moment of torsion.

In another embodiment, described controller further can also: during described vehicle operating, dynamically select transitional operation pattern, described transitional operation pattern comprises the one in a kind of grouping, and described grouping comprises: from all-electric pattern to the transition mode of series hybrid mode; Transition mode from series hybrid mode to parallel hybrid mode; And from all-electric pattern to the transition mode of hybrid electrically pattern in parallel.

In another embodiment, described controller further can also: during described vehicle operating, select to be used for electricity and keep the low SOC threshold value of mode of operation, described low SOC threshold value depends on the statistics driver patterns of chaufeur.

Other characteristic sum application of the native system presented in following detailed description of the invention can be understood in conjunction with the accompanying drawing provided in the application.

Accompanying drawing explanation

Exemplary embodiment is shown with reference to accompanying drawing.Should be appreciated that embodiment disclosed herein and accompanying drawing are considered to be illustrative and nonrestrictive.

Fig. 1 shows a possible embodiments of hybrid electric vehicle or the plug-in hybrid electric vehicle realized according to the principle of the application.

Fig. 2 shows a possible embodiments of HEV or the PHEV vehicle medium power system architecture realized according to the principle of the application.

Fig. 3 A to 3C shows the general flow being realized different working modes by the power system framework in Fig. 2.

Fig. 4 A shows the operation envelop curve of the electric motor-generator in the power system of framework as shown in Figure 2 and a kind of feasible set of efficiency island (efficiency island).

Fig. 4 B shows a possible embodiments of the control flow chart using information shown in Fig. 4 A.

Fig. 5 A and 5B shows such as can the Schema control of HEV and/or the PHEV vehicles of framework and/or two possible embodiments of operation as shown in Figure 2.

Fig. 6 is such as can a possible embodiments of the control flow chart of HEV and/or the PHEV vehicles of framework as shown in Figure 2.

Fig. 7 and Fig. 8 shows the dynamic operation figure switching various pattern for HEV and/or the PHEV vehicle realized according to the principle of the application.

Fig. 9 is a possible embodiments of the constitution diagram for patten transformation diagram of circuit.

Figure 10 to Figure 12 shows the various embodiments being designed for and improving battery performance and the operation of the Dynamic matrix control in life-span.

Detailed description of the invention

" parts ", " system ", " interface " etc. are intended to represent with relevant entity such as hardware, (such as operating) software and/or the firmware of computing machine as used herein, the term.Such as, parts can be process, treater, object, executable program and/or computing machine that treater runs.For example, application program server run and server can be parts.One or more parts can reside in in-process and parts and can concentrate on one computer and/or be distributed between two or multiple stage computing machine.

Introduce claimed subject content with reference to accompanying drawing, wherein identical reference number is used to indicate identical key element all the time.In the following description content, for the ease of explaining, illustrate a lot of concrete details to provide the complete understanding to this theme utility model.But what it should be obvious that is that claimed subject content can realize without the need to these details.In the other cases, known construction and device is shown in block diagram form for the ease of introducing this theme utility model.

Foreword

In one embodiment, control algorithm is provided for management hybrid electric vehicle (HEV) dynamic operation mode used and/or control policy, and it both can be applied to plug-in HEV also can be applied to non-plug-in HEV.In addition, these control algorithms with can allowing efficient, cost-saving and response type actuating battery and motor.In further embodiments, primary mover (PM) also can be allowed to be minimized to realize the power mixing of height.Suitable PM can comprise: ICE, fuel cell or other combustion-type, chemical formula and/or the primary mover based on fuel (example as is known liquid or gaseous fuel) arbitrarily.

So-called " the power mixing of height " refers to that vehicle (such as HEV, PHEV etc.) and/or power system can be designed as and uses the electric energy stored in battery to think that vehicle provides prime power as much as possible in driving cycle.The electric energy stored in battery can derive from multiple source: the charging operations of regenerative brake, PM or from wall plug or other external charging.In further embodiments, electric power (such as from vehicle-mounted and car external source and to be obtained by a motor or multiple motor and/or battery) can be able to be provided by the multiple controller management linked together in every way thus just the suitable management of battery to improve travelled distance, life-span and performance.

Battery life in known battery-driven car under many circumstances or hybrid electric vehicle may be less than 1/4 of its life expectation.In certain embodiments, how hybrid electric vehicle (HEV, PHEV etc.) management uses and/or drives vehicle to obtain the travelled distance and life-span expected with one group of specific battery.Therefore, in certain embodiments, the control iting is desirable to coordinate driving engine, change speed gear box and battery pack with software controller is to realize the fuel efficiency expected or consumption of fuel and may realize the electric running mileage expected and battery life.

It is to be appreciated that the control software design of vehicles can run on a controller (and this controller is to all parts transmission signal of power system), or control software design can distribute to multiple controller by any known mode alternatively, wherein the subset of multiple controller can with the subset communication of multiple controller.Therefore, the embodiment that also can contain and comprise multiple controller and distribution control software is quoted to any of term " controller ".

An embodiment of vehicle/power system

Fig. 1 is that technology of the present utility model can obtain a kind of vehicle in the multiple vehicle of application and/or power system possible embodiments and/or power system feasible platform (100) wherein.

Vehicle 100 (as shown in Figure 1) comprises the HEV/PHEV power system of two clutch-double-motor, and it dynamically can be run as all-electric car, hybrid electric vehicle or plug-in hybrid electric vehicle by the different time of control operation in a driving cycle.Driving engine (or PM of any appropriate) 102 be arranged on two motors 106 and 110 are housed common power shaft 112 on.Power-transfer clutch 104 between driving engine 102 and motor 106 and power-transfer clutch 108 between motor 106 and motor 110.As following will being described in further detail, power-transfer clutch 104 and 108 can activated to realize the different mode of operation of vehicle 100.

Battery 114 utilizes electric charge to power to motor 106 and 110.Battery 114 can pass through vehicle-mounted charge (such as utilizing driving engine 102 and motor 106), regenerative brake (such as utilizing motor 110 in combination individually or with motor 106) or obtain electric power by optional wall-type charger 116.Wall-type charger 116 can obtain electric energy from wall plug and charger 116 can design according to the provincial standard for electrical network distribution.

Axle drive shaft 112 is carried to main reduction gear (final drive) 120 and is exported mechanical power from main reduction gear 120, and it is wheel 122A and 122B of trailing wheel in the present embodiment that these power are delivered to by main reduction gear 120 subsequently.Main reduction gear 120 can comprise follows alternatively such as from the diff that Manual transmission, Automatic Transmission, machinery or electronic type progressive gear transmission (CVT) or the additional drive device as the distributing means for power supply (PSD) used in general this automobile sharp of Toyota combine.In addition, it is to be appreciated that f-w-d or all-wheel powered embodiment are also feasible embodiment and also in the protection domain of the application.Other feasible embodiments can comprise: the f-w-d structure of (1) F/F/double-motor; (2) structure of F/F/mono-motor or double-motor/variable transmission (variable transmission) (such as CVT, Automatic Transmission, Manual transmission, electrical shift case, planetary transmission etc.); And the structure of (3) F/F/mono-motor gear box and rear motor change speed gear box.Be 13/762 at the number of patent application owned together, 860, utility model name is called " power system architecture for the hybrid electric vehicle of double-motor, double-clutch " (POWERTRAIN CONFIGURATIONS FOR TWO-MOTOR, TWO-CLUTCH HYBRID ELECTRIC VEHICLES) " and disclose some such embodiments (and being incorporated to by reference herein) in the patent application of following the application to submit on the same day.

In one embodiment, motor 110 can have the moment of torsion higher than motor 106 and/or rating horsepower.The rating horsepower of two motors can regulate for the application of vehicle; But in one embodiment, motor 106 can be the power of motor 110 and 1/2 of moment of torsion and PM can be roughly the power of motor 106.In another embodiment, wherein all-electric pattern can have than performance higher under ICE operation, and so ICE and motor 106 just can be more much smaller than motor 110.Such vehicle can use on other occasions, in this case, with limited electrically-charging equipment for all-electric operation and other possible situations provide electric energy.

In another embodiment, motor 106 and 110 can in order to reduce costs/weight and minification.In such embodiments, may need by more closed power-transfer clutch 108 operate two motors 106 and 110 with make to have when vehicle startup enough moments of torsion can with and/or reach required grade (grade of such as 30%).Such motor size can design according to the anticipation size of vehicle, weight and/or expectation function (such as passenger vehicle, light duty truck, load carrying vehicle etc.) particularly.In certain embodiments, motor 110 comprises high torque motor and motor 106 comprises low torque motor.

Fig. 2 shows an embodiment of a kind of feasible control system 200 for vehicle and/or power system obtained according to the principle of Fig. 1 and/or design.Controller 202 can comprise the appropriately combined of hardware, firmware and/or software, for inputting multiple systems signal and exporting various control signal to realize the desired operation of vehicle 100.Signal can from sensor and/or actuator by CAN framework input control device 202 known in the art.The possible signal input of input control device 202 can comprise: the charge condition (SOC) of car speed, axle drive shaft degree of turning, bent axle degree of turning, battery, chaufeur assigned by the actuating of acceleration pedal and brake pedal requirement, clutch slip and in various different possible situation with other feasible signal that vehicle operating is correlated with.

Other signals for controller 202 also can comprise following content:

(1) external charger information, namely 1 grade, 2 grades and other features such as charging duration, electrical network are to vehicle, vehicle to electrical network, charge history etc.

(2) battery management system information, the temperature of such as charge condition (SOC), battery pack and individual battery, state of health (SOH), SOC and temperature history, instantaneous power capacity, diagnostic code, contactless switch state, cell pressure and electric current etc.

(3) engine controller data, the use, speed, throttle gate, temperature, moment of torsion etc. of such as SOH, fuel.

(4) data of power-transfer clutch 1, such as ON/OFF, clutch position, engine starting/series operation, temperature etc.

(5) data of electrical motor 1 (M1), such as electronic or generating, ON/OFF, rotating speed, moment of torsion, temperature, voltage, electric current etc.

(6) data of power-transfer clutch 2, such as ON/OFF, position, pressure, M1+M2 are electronic, driving engine+M1+M2 in parallel, driving engine+M1 is with M2 series operation, temperature etc.

(7) drive with M2 motor, comprise data such as ON/OFF, rotating speed, moment of torsion, temperature, voltage, electric current, the driving of single motor, Dual-motors Driving, series operation, parallel operation temperature etc.

Other system signal and/or control signal can be connected to controller 202 by various interface and/or subsystem controller such as engine controller 102a, clutch actuator 104a and 108a, electric machine controller 106a and 110a and battery management system 114a.It is to be appreciated that controller 202 can input other signal from other sensor and/or actuator and transmit control signal.

The embodiment of mode of operation

The multiple possible op pattern for HEV and PHEV vehicle is designed with for the vehicle/power system being similar to Fig. 1 and Fig. 2, comprising:

(1) all-electric pattern (AEM): in this mode, energy can be provided by battery and need not pay close attention to energy and come wherefrom (such as vehicle-mounted or car outer).This pattern can realize " electric quantity consumption " strategy, thus, may be desirably in before starting PM and provide as far as possible many " all-electric " mileages (such as according to some suitable measuring or state).AEM can be realized by a motor or two motors operation (such as utilizing the energy from battery pack).

(2) primary mover pattern 1 (PMM1): in this mode, vehicle substantially can provide power by PM and the electric energy of battery can be used to improving performance.This pattern can realize " electricity maintenance " strategy, thus, electric energy can think that the SOC of battery provides solid foundation returning battery by PM subsequently.This pattern can also be used to realize interim maximum speed, and now the power of PM is added to motor.The maximum speed continued can only realize with PM.

(3) primary mover pattern 2 (PMM2): in this mode, motor 110 substantially provides all driving powers (motive power) and motor 106 provides electric energy to drive vehicle by motor 110 and to be remained within the scope of the SOC of expectation by battery.It is tactful that this pattern also can realize " electricity maintenance ".

Although also have the multiple feasible middle model that can realize on vehicle 100, Fig. 3 A to Fig. 3 C illustrate only the Three models enumerated above.Fig. 3 A shows AEM pattern.In this mode, one of motor 110 and/or motor 106 or is all delivered to from battery 114 under the control signal effect that sends at controller 202 of electric energy.Power-transfer clutch 108 can be opened as required or close.Dotted line 302 shows by motor 110 (or in some cases by motor 110 and motor 106, wherein power-transfer clutch 108 engages as required) the driving of wheel and possible regenerative brake.In AEM pattern, power-transfer clutch 104 can not engage, and therefore driving engine 102 can remain on inactive (OFF) state.According to the state (power of such as chaufeur and/or torque demand) expected, motor 106 can be in enables (ON) or the state of stop using (OFF), and wherein power-transfer clutch 108 suitably engages or departs from (as illustrated by the dotted lines 303).

Fig. 3 B shows PMM1 pattern.In this mode, power-transfer clutch 104 and 108 all engages and driving engine 102 can be placed in and enables (ON) state and provide driving power for wheel.Motor 106 and/or motor 110 can enable (ON) or (OFF) state of stopping using according to being in by the SOC of driver requested power and/or moment of torsion, battery or any other expectation state of being monitored by controller 202 and/or controlled.

Fig. 3 C shows PMM2 pattern.In this mode, power-transfer clutch 104 can engage, and power-transfer clutch 108 can depart from.When power-transfer clutch 104 engages, driving engine 102 can be in initiate mode and as electrical generator, drive motor 106 thinks that battery provides electric energy (as shown in dotted line 310).In addition, motor 110 can be in initiate mode according to the expectation state produced by controller and provide driving power for wheel.

In another embodiment, motor 106 can be driven by driving engine 102 when power-transfer clutch 108 is opened and provide electric energy (as shown in dotted line 313) directly to motor 110.May expect to do like this when cannot or not needing to be the chemical power in battery by the electric energy conversion of motor 106.

During PMM2, engine torque and rotating speed can be designed as and operationally above run at desirable working curve (IOL) or do not exist completely.Controller 202 (or arbitrarily other suitable controllers) can be determined at any MODE of operation according to one group of expectation state and when be switched to another kind of pattern.In one embodiment, PMM2 pattern can run under any car speed of maximum AEM speed from zero.AEM pattern can according to the control law expected using in the scope of a certain minimum threshold from zero velocity.Maximum speed in AEM can be high not as PMM1.In one embodiment, PMM1 can run and for highway driving with obtain best fuel efficiency more than a certain threshold velocity.

Acceleration pedal (Das Gaspedal) for HEV or PHEV needs the moment of torsion or the power that control vehicle according to car speed and motor characteristic.The moment of torsion (T) that chaufeur is expected and/or the power (P) expected can be determined by the characteristic of motor and PM.Particularly, the constant torque characteristic curve cireular frequency (corner speed) crossing with constant power characteristics curve be define motor curve and be introduced in the torque-speed characteristics curve of PM.

The embodiment of AEM pattern

As mentioned above, expect that AEM pattern is run for low velocity, zero-emission, wherein substantially all driving powers are all from electric power.For PHEV embodiment, this electric energy can (such as from public or private electrical network) obtain or obtain from mobile generator beyond vehicle, such as, obtain electric energy from liquid fuel.May wish to use the outer electric power of car, reason is like this can be more efficient and with vehicle zero-emission to provide electric energy.AEM pattern can in the structure of fig. 1 by only using motor 110 or being realized with using together with the power-transfer clutch 104 being in open mode with 110 by motor 106 by closed power-transfer clutch 108.When only using motor 110, power-transfer clutch 108 can be opened or close, because motor 106 can be controlled to provide zero moment of torsion or zero energy under any speed.

Under AEM pattern, comprise such as, in the embodiment of diff (but whether must have another variable-speed ratio change speed gear box, Automatic Transmission, CVT etc.) at main reduction gear 120, motor 106 and 110 all can be used for running.Only have motor 110 to can be vehicle 100 specifying some time point in driving cycle and driving power is provided, particularly under lower-speed state, and can until the appointment efficiency of motor 110.But, if driver requested more power and/or moment of torsion, if or driving condition have such requirement, so motor 106 can provide driving power with motor 110 simultaneously.In the case, possible desired control device 202 operating electrical machines 106 and motor 110 to work to allow motor 106 than being used alone the better efficiency of arbitrary motor together with motor 110.

In one embodiment, one or two motors may be expected to allow all substantially to run on its respective IOL when vehicle operating.When there is no the change speed gear box of variable-speed ratio, so just vehicle can be controlled under torque mode with a motor.If there is the motor that two in parallel, so embodiment may be tended to can assign specific torque demand in time at the motor at that moment with optimum efficiency.Because two motors are positioned on axle identical or in parallel, therefore this switching substantially can be performed immediately by electron steering or slightly lingeringly perform.

When from zero velocity, vehicle 100 can start with AEM pattern, if or driving engine 102 run, so controller 202 can control by slippage power-transfer clutch the moment of torsion that engine speed increases driving engine simultaneously.Controller 202 can select initial acceleration moment of torsion according to chaufeur by the requirement that acceleration pedal is assigned.For low acceleration pedal starting point, motor 106 can be used, if when particularly motor 106 is designed to have the moment of torsion lower than motor 110 and/or power specification.In the case, power-transfer clutch 108 should close.Thus, add that motor 110 (such as with high moment of torsion/high tractive force electric model) carrys out powered vehicle by motor 106 or motor 110 or motor 106.High moment of torsion like this/high tractive force electric model also can be in certain non-zero speed at vehicle and chaufeur sends as required when needing the instruction of additional power and/or moment of torsion and uses.

Fig. 4 A shows the feasible mapping 400 of one of the torque-speed characteristics curve of a small machine (as shown in dotted line 406) and a heavy motor (as shown in solid line 408).In addition, they show for envelop curve 404 and 402 provides respectively for the corresponding envelop curve of example vehicle.

Utilize this mapping, the relative efficiency of vehicle can be determined by the instantaneous power required and the instantaneous power provided by motor 1 (106) and motor 2 (110).Such as, in Figure 4 A, if moment of torsion or power demand are indicated by point 410, motor 1 or 2 is so used can to obtain substantially identical efficiency.Therefore arbitrary motor can be used at this point.If but operation point 410 shows as moment of torsion and/or power is higher at that time, so preferably should use motor 2 (110).Moment of torsion as fruit dot 410 is lower, so preferably should use motor 1 (106).Difference can become obvious along with the power required or moment of torsion step-down.

This point also can illustrate in Figure 4 A further.Postulated point A is the expectation operation point by acceleration pedal requirement, if so acceleration pedal is pressed down to require the moment of torsion at B place and power further, then can use motor 1 subsequently, and reason is that motor 1 shows more efficient at this point.If acceleration pedal is depressed into power points C further, so just can use motor 2, now motor 1 is set as zero moment of torsion, and reason is that this this point that is configured in shows more efficient.It is to be appreciated that in some operation point, in order to better efficiency, use certain combination such as (a*M1)+(b*M2) from the driving power of motor 1 (M1) and motor 2 (M2) may more efficiently, wherein a and b be determined by the corresponding efficiency of M1 and M2.Finally, if acceleration pedal is recovered to the power represented by the some D on motor figure, so just only use motor M 1, reason shows more efficient like this.

It is to be appreciated that the electrical efficiency information shown in Fig. 4 A can be determined by rating of machine, test etc.These information can be supplied in controller-be such as put into question blank (LUT) with various forms or can be determined by modeling and calculating.In arbitrary embodiment, electrical efficiency data can be supplied to controller to make such handover decisions according to required any performance metric.

Comprise in the embodiment of variable-speed ratio change speed gear box (such as mechanical CVT, electronics CVT, Automatic Transmission, Manual transmission, compound planet gear etc.) at main reduction gear, motor 110 just can be controlled a little to go up with institute basic in its work all to run on its IOL by controller 202 (or system any other suitable controller interior).Be provided with in the vehicle of certain variable-speed ratio change speed gear box at such, all these patent documentations as described in US Patent (1) 5842534, (2) 6054844, (3) 6116363, (4) 6809429, (5) 6847189, (6) 6931850, (7) 7217205, (8) 7261672, (9) 7713166, therefore can be incorporated to by quoting in full by the control of vehicle.

Fig. 4 B gives a possible embodiments of the control algorithm/diagram of circuit for operational example Dual-motors Driving car as shown in Figure 2.It is to be appreciated that this control algorithm goes for the pure electric vehicle that at least two motors are namely unkitted ICE/ gas blowing engine is housed.

Control algorithm 450 can by determining the torque peak restriction of M1 and M2 and may also having performance envelop curve and efficiency island and start from 452.This information can be the coding that maps in Fig. 4 A and be stored in can in the electronic memory of the one or more controller/processor access in the power system be arranged on such as shown in Fig. 2.As previously mentioned, each in these controllers has addressable electronic memory and these information can store with multiple format, comprises question blank (LUT) or by the modeling of motor performance envelop curve and/or efficiency island coding and calculating being determined.

Control algorithm can also regulate this information according to the temperature reading of the such as current motor speed of the input of multiple sensors, diverse location (such as outside air temperature, M1, M2, driving engine, battery or the operating temperature with relevant other positions of motor/vehicle efficiency), voltage, electric current etc. in addition.

454, control algorithm such as acceleration pedal, brake pedal reception from the torque demand of chaufeur, can receive other torque demand from any source from electrons originate etc.These torque demand signals are transfused in processing module 454 and described module can determine the space of the allowed torque combinations/configuration of M1 and M2 that can meet given torque demand.

Module 456 can find out the best torque combination of M1 and M2 with peak efficiency (or certain other expectation met for vehicle operating is measured) subsequently.This point can allow the space of combining by traversal and the calculated example performing certain minimum/maximum maps as appreciiable efficiency in traversing graph 4A and gradient realizes.Once determine to find the best of breed of M1 and M2 meeting torque demand, the torque demand signal of M1 and M2 can be sent to CCU to realize these corresponding torque demands.

The embodiment of PMM paralleling model

In PMM parallel operation (as shown in Figure 3 B), power-transfer clutch 104 and power-transfer clutch 108 all closed, and driving engine and two motors can all be connected directly to main reduction gear and wheel.In one embodiment, driving engine 102 can control on its IOL by controller 202, just as described abovely also can so control in PMM series model.

In order to maintain battery, motor/generator 106 can be used in next delta time such as 60 seconds, add required delta power to keep the SOC of battery, and motor 110 can be used to the power of supplementary driving engine 102 to provide acceleration and power simultaneously.In one embodiment, because driving engine 102 can be connected directly to the Driven Gear of Final Reduction Gear group driving wheel, therefore may not wish to realize this PMM paralleling model before reaching minimum threshold velocity.It is compromise that such threshold velocity can be set as considering after fuel efficiency and performance and drive system flatness.In one embodiment, according to vehicle and specification thereof, the threshold velocity for this pattern can be set in about 30 kilometers/hour.

In the middle of a lot of parts of driving cycle, because driving engine 102 is direct drive of wheels, therefore this pattern can than PMM series model mechanical high-efficient more.But, do not have between driving engine and main reduction gear in the embodiment of change speed gear box, may need to driving engine 102 speed governing with keep expect driving torque or power, can use thus more multi fuel to generate required drive to drive vehicle and to maintain battery.Under these circumstances, the difference in fuel efficiency may be had between PMM series model and PMM paralleling model.Controller 202 can determine this species diversity by monitoring two kinds of patterns continuously.Speed governing driving engine 102 follows that in battery, to send into energy and fetch that energy compares subsequently also may be more efficient slightly.

In one embodiment, may need to set according to the most efficient mode of operation in a period of time (such as first 60 seconds) to be switched to paralleling model or contrary strategy from series model.If controller 202 is determined can use less fuel by another kind of pattern in first 60 seconds, so controller 202 just can at next 60 seconds switch modes.In order to avoid converting between each pattern too continually, optional time delay can be increased.

The embodiment of PMM series model

In PMM serial operation (as shown in Figure 3 C), power-transfer clutch 108 is in open mode, and motor 106 can be used as electrical generator with produce be used for motor electric power and battery is maintained in the scope of expectation.Therefore, power-transfer clutch 108 can seldom use in the on-state.This strategy can allow less to use withdrawal bearing.In addition, can tend to so on demand life-saving to meet the durability requirements of vehicle.

If battery has been consumed to its minimum SOC by driving vehicle and vehicle is in low speed (such as below 50 kilometers/hour), just may there is this state in that.In the case, power-transfer clutch 108 can be opened and vehicle can be placed into tandem working pattern or PMM2 pattern, and the power wherein from PM and electrical generator M1 can be used to charge the battery and drive vehicle.The division of power can depend on the moment of torsion and charging strategy that are required by PM.Other power also may be needed for accessory load etc.PM can run for generating required gross horsepower at that time on its IOL.Recharge strategy can depend on be set to controller 202 program in the control policy for recharging.Usually, a kind of key tactics can be the upper limit that possible recharge to SOC according to the requirement of type of drive when speed is the slowest.Under PMM2 or series model, car speed can be zero to the maxim kept by motor 110.In one embodiment, motor 110 can control substantially as in AEM pattern.PM (such as driving engine 102) can run under command of a controller and provides driver requested power with (such as by closed power-transfer clutch 104) along its IOL and provide the propulsion source maintaining battery as shown in Figure 3 C.

In another embodiment, controller can control driving engine 102 and motor 106 to charge the battery with suitable power, to keep the expectation SOC in battery in current driving cycle.Therefore, can be such as 50kW by the power of chaufeur/vehicle needs at specific time instant, so IC driving engine and electrical generator can be set to generate 50kW and add the secondary power increment maintained in the driving cycle observed reading predetermined time section known according to priori needed for battery.

Continue this example, this time period can be defined as such as minimum 10kW with the paramount SOC that charged by battery in 60 seconds.Correspondingly driving engine 102 and motor/generator 106 can be set in 60kW, till battery reaches predetermined high SOC.But if this threshold value does not reach within the time period expected, so in next 60 seconds, the delta power maintained needed for SOC can increase the amount of expection (such as proportional) according to deviate.Namely automatically keep SOC in this way, and how how action and landform or driving cycle require to have nothing to do with chaufeur.

In another embodiment, if driver requested by controller 202 be defined as unreasonable (such as, as can being detected from pedal detecting sensor by controller, if chaufeur is exerted oneself stepping on accelerator pedal and firmly step on brake pedal and high cycle frequency may be had), so can send indicator signal to chaufeur and consume fuel more more than rational expectation to inform.This indicator signal can be the form of histogram or other ratio visual indications, represents that chaufeur is not predicted traffic conditions and wasting energy.In another embodiment, controller 202 dynamically can change the setting of acceleration pedal to limit the accelerated speed and power that require instantaneously.This can be used as the economic model of vehicles, and this economic model can be selected to contribute to saving fuel by chaufeur.The consumption of fuel difference that can also demonstrate every kilometer sees the difference of consumption of fuel to enable chaufeur in real time by such selection.

Other dynamic operation mode is selected/is controlled

As mentioned above, AEM is the possible op pattern of a kind of pure EV for being equipped with two or multiple electric motors actuator or the plug-in hybrid electric vehicle (PHEV) such as shown in Fig. 1 and Fig. 2.For PHEV, feasible mode of operation quantity should be able to use gas blowing engine or other ICE to provide driving power and increase owing to having an opportunity.Fig. 5 A and Fig. 5 B is two embodiments in the allowed mode of operation space of various vehicle as described herein.Fig. 5 A shows charge condition (SOC) and the mode of operation space on speed of a motor vehicle coordinate grid 500.As can be seen, if SOC is enough high substantially, so vehicle just tends to use more the electric energy (instead of other power, gas blowing engine etc.) be stored in battery.

This can illustrate by the exemplary column on the left of coordinate grid 500.As can be seen, if system instruction SOC is high (being namely more than or equal to " SOC_ is high " threshold value), so system just can be tended at " electric quantity consumption " MODE of operation.In this mode, system can preferentially be run (but can run with series, parallel or certain other mode of operation for different situations as herein described) with AEM 502.Alternatively, if system instruction SOC is low (being namely less than " SOC_ is high " threshold value), so system just can be tended at " electricity maintenance " MODE of operation.In this mode, system preferentially can run (but can run the limited time period for different situations with AEM) with parallel hybrid mode 504, series hybrid mode 506 or certain integrated mode.

It is to be appreciated that SOC is more than or equal to this SOC_ high threshold as first threshold substantially for the preferential vehicle run with electric quantity consumption mode of operation.In addition, for the preferential vehicle keeping mode of operation to run with electricity, SOC can be less than or equal to the SOC_ high threshold as Second Threshold.Described first threshold and Second Threshold can be substantially identical threshold values (namely SOC_ is high).But in further embodiments, described first threshold and Second Threshold can be different SOC value.Switch between vehicles mode of operation from the angle of minimizing and may need to do like this.In further embodiments, first threshold and Second Threshold can with the speed of a motor vehicle or other vehicle-state (state of health of such as battery, driver requested etc.) and the SOC function ground of battery relevant.

In addition, can see that system can switch between AEM 502 and parallel hybrid mode 504 at certain fully low point of SOC.At lower SOC point, system can between series hybrid mode 506 and parallel hybrid mode 504 switching at runtime.As shown in Figure 5A, switching according to the speed of a motor vehicle and can be carried out according to SOC.Other switching condition is also feasible.Such as, switch mode also can depend on torque demand, transit mode, the state of health of battery, the speed etc. of axle drive shaft of chaufeur.

Fig. 5 B is another embodiment of the mode of operation feas ible space (550) being available for suitable vehicle.As can be seen, space 550 can with the combined running of AEM and series model 552 under the SOC of low speed/fully high.At higher velocities, system can be switched to the combination of series and parallel connections pattern 554.At a sufficiently high velocity, system can preferentially be run with paralleling model 556.

As can also seeing, the envelop curve 560 determining " minimum SOC " region 558 can be had, can to enable with driving engine and system contemplates returns and adds the mode operation of energy in battery in the following system of this line.This can limit the amount of switched between each pattern of being undertaken by system controller.More than minimum SOC line, another envelop curve 562 distinguished between region and " electric quantity consumption " pattern in " electricity maintenance " can be had.In electricity retaining zone, system can tend to the pattern of selecting to increase and/or preserve battery self-energy.In charge-depleting mode, system can be tended to select to compare the preferential pattern using battery self-energy with vehicle-mounted liquid fuel.

Can also see that system can increase along with speed alternatively and upwards improve envelop curve.Therefore, at higher velocities, system can dynamically regulate envelop curve to tend to carry out pattern switching in higher SOC rank.This can be used to compensate the speed of energy use faster under the higher speed of a motor vehicle.

An embodiment

Fig. 6 realizes the flow chart embodiment that of switching at runtime is feasible between disclosed mode of operation.It is to be appreciated that to also have other feasible such as the control algorithm embodiment of prior figures 5A and 5B, and the application covers control algorithms that all these are suitable for.

602, system and/or controller can read all system inputs comprising SOC, SOH, the speed of a motor vehicle, engine temperature from sensor as previously mentioned.604, whether controller can be in sufficiently high grade (such as SOC>SOC_ is high) with regard to SOC makes a determination.If answer is yes, so system/controller can select AEM 614 (or can select high tractive force electric model if necessary).If answer is no, so whether can has sufficiently high temperature 606 with regard to driving engine and make a determination.If answer is yes, so system/controller can select series hybrid mode 616.If answer is no, so whether can make a determination higher than minimum SOC (SOC>SOC_ is low) with regard to SOC, and can temporarily with PMM2 or series model come operational vehicle with by engine warm-up to its operating range.If answer is yes, so whether can make a determination higher than a certain threshold value with regard to the speed of a motor vehicle 612.If answer is yes, so system/controller can select AEM 618.If answer is no, so system/controller can select parallel hybrid mode 620.

If the judgement 608 shows that SOC is not more than or equal to the grade of threshold value, so can carry out another kind 610 and judge to determine that whether the speed of a motor vehicle is higher than a certain threshold value.If answer is yes, so system/controller can select parallel hybrid mode 622.If answer is no, so system/controller can select series hybrid mode 624.

It is to be appreciated that the threshold value self for various state (such as SOC, the speed of a motor vehicle) can change according to the state variation of vehicle.

Dynamic operation/patten transformation

Fig. 7 and Fig. 8 shows two examples of dynamic operation in control algorithm as described herein.Fig. 7 illustrates a kind of exemplary driving cycle with two.Above illustrate motor 1, motor 2 and the driving engine rotating speed on a time slice.The speed of a motor vehicle illustrating (RPM with axle drive shaft is associated) in same time fragment below.How the control algorithm embodiment that illustrates above mates according to driving cycle and switches the mode of operation of vehicle.

702, during the time slice of from zero to about 440 second, can see that controller is that vehicle have selected paralleling model.During during this period of time, the rotating speed of motor 1, motor 2 and driving engine is coupling, and reason is that they run on same axle drive shaft, and now two power-transfer clutchs are all closed.At point 704, system/controller detects user command vehicle parking.But, consider SOC or other suitable states, system/controller may be needed between the time of 440 seconds to 480 seconds to be switched to series model.

Now, driving engine can be separated with motor 2 with motor 1.Therefore, driving engine and motor 1 can continue to run to generate the electric energy that will send back to battery along curve 708.Meanwhile, motor 2 can continue to run to make vehicle parking or free-wheel along curve 706.Large about the time of 470 seconds, user command vehicle acceleration can be seen, and motor 2 responds vehicle is raised speed.PM (such as driving engine 102) and motor 1 can run along its IOL thinks that motor 2 provides power and is provided for maintaining the additional power of battery.

At point 710, can see and need to allow system/controller be switched to paralleling model at about 480 seconds.In the case, engaging clutch 108 is needed to follow the remainder of axle drive shaft engage thus provide power directly to wheel to make driving engine and motor 1.The speed allowing axle drive shaft depart from motor 1 is now needed substantially to match in the toggle speed at motor 2 place with axle drive shaft.Therefore, such as, in order to level and smooth conversion, the spin down of driving engine and motor 1 is to the degree of substantially mating and power-transfer clutch 108 is closed.For the remainder in Fig. 7, can see that system/controller operates in a similar fashion and switches the mode of operation of vehicle.

Fig. 8 is the exemplary driving cycle figure being similar to Fig. 7.In fig. 8, system/controller mainly switches between pattern and paralleling model at AEM (EV).As can seeing 802, vehicle runs with paralleling model and the rotating speed of motor 1, motor 2 and driving engine is coupling, and reason is that they are bonded on main drive shaft.At point 804, system/controller was switched to AEM pattern about 1277 seconds from paralleling model greatly.As can be seen, power-transfer clutch 108 is opened and driving engine and motor 1 vanishing speed (namely shutting down).In the process, motor 1 can be the vibration that active torque or rotating speed control to shut down to reduce driving engine.

Vehicle can be driven by motor 2, and large about 1290 to 1296 seconds, and system/controller detected state (moment of torsion such as required by user) is to guarantee to be switched to paralleling model.At point 808, can see that driving engine is started by motor 1, now closed the and power-transfer clutch 108 of power-transfer clutch 104 is opened.Now, (because motor 1 departs from from axle drive shaft, driving engine can therefore) be controlled and motor 1 rotating speed now mates with the rotating speed with motor 2 (or axle drive shaft).When synchronization, power-transfer clutch 108 closes and driving engine is available for providing moment of torsion to axle drive shaft, wherein there is no axle drive shaft or only has little moment of torsion interference.

Another embodiment

In order to control patten transformation as shown in Figure 7 and Figure 8, controller can have the algorithm for deterministic model action and conversion.In one embodiment, shown in figure 9, controller can have the state machine of definition hybrid power system " permanent state (or pattern) " such as all-electric pattern 904, series hybrid mode 906, parallel hybrid mode 908 and failure mode 910.Power system is run with the one in these perpetual models usually, till detecting and/or meeting patten transformation trigger condition.Transition trigger condition from source module to target pattern can according to such as Fig. 5 A, and the high-level policy in 5B or Fig. 6 designs.Before realize target perpetual model, power system proceeds to transition mode such as AEM-PMM2 transition mode 912, PMM1-PMM2 transition mode 914 and AEM-PMM1 transition mode 916.Transition mode is a kind of provisional pattern, and in provisional pattern, power system can be controlled or arrange the operation for supporting to be transitioned into target pattern.Can only after completing the verification based on fault and diagnosis and new power system mode request just allows conversion after being met.Such as, the point 704 in Fig. 7 and point 710 correspond to multiple-series (PMM1-PMM2) transition mode 1014.Point 804 in Fig. 8 and point 808 correspond to all-electric-in parallel (AEM-PMM1) transition mode 916 in Fig. 9.

Fault-tolerant strategy

Can fault algorithms be realized in the pattern of each power system, implement to be used for detecting whether there occurs fault when vehicle runs in this mode.Fig. 9 is an embodiment of the control algorithm/constitution diagram realizing fault-tolerant processing.When the system failure being detected, power system is just transformed into failure mode 910 to continue operational vehicle by the mode of safety.Failure mode can force power system with the grade working examples reduced as reduced Motor torque.In some cases, if fault seriousness is higher and do not allow vehicle to travel, that failure mode can force power system to quit work completely.Nonserviceable after removing, dynamic system transformation can be allowed to get back to suitable perpetual model (904,906 and 908).A kind of feasible fault-tolerant design is that so state of the system is just transferred to failure mode 910 if system to be run and traverse time before target approach pattern exceedes predetermined threshold value due to components aging at transition mode (912,914 or 916).System can remain on failure mode according to the seriousness of fault or be converted back to source module.

It is to be appreciated that also can there are other makes system be rendered as the situation of failure mode process.Below the example of other such situation/faults:

Fault example 1: if motor temperature sensor feedback mal (such as off-limits fault), that system just can enter failure mode operation 910.In this mode, Motor torque obviously can reduce and can give the alarm to chaufeur.

Fault example 2: in series model (PMM2) 906, if systems axiol-ogy is to motor 1 (such as due to motor 1 fault or engine breakdown), not in generating, that just can stop series model and can enter failure mode.Failure mode can kill engine and carry out operational vehicle by means of only motor 2 electric drive.If faulty condition is removed, that just can allow the all-electric pattern 904 of System recover normally to run.

Fault example 3: if (such as due to sensor fault) cannot confirm clutch position from sensor, so system can enter failure mode 910.Motor 2 can only be used in failure mode to drive vehicle.Do not allow any clutch actuation.

Advanced battery management implementation example

In the another kind application of the application, may need to add suitable battery management to improve life-span and the performance of battery.Although the most of batteries provided by battery production business all comprise battery management system (BMS) 119A usually, these BMS fully and/or optimally can not manage the Vehicular battery for HEV/PHEV.Therefore, typical BMS can provide information to the controller of higher level (such as controller 202) and rely on this controller to control the correct battery use of subfactor such as effective use electric energy and maintenance further.Such additional control system-battery detection and maintenance system (BMMS) can realize by controller 202 as shown in Figure 1.

In the BMMS embodiment realized according to the principle of the application, when making battery power discharge to generate vehicle and driver requested power, in order to promote that the health of battery uses with extending battery life, may be desirably in provide power during AEM or PMM (such as PMM1 and/or PMM2) mode activated vehicle thus the use of maximization electric energy.If battery system, to available power and/or electric current restricted (as considering that the BMMS of battery SOC is confirmable), so can pass through BMMS (and/or controller 202) and considering temperature and temperature traverse, the battery time limit and other parameters.BMMS and/or controller 202 can power-limiting and/or current capability to make battery from the unfavorable impact of burst.Unfavorable impact so such as can occur when vehicle launch.In the case, controller 202 can ACTIVE CONTROL battery electric current export and thus control motor export.In the present embodiment, if so just can realize and not apply such restriction and the performance of reduction compared with the performance reached.But this performance restriction can be converted into longer battery life and larger electric power range in the pattern-driven vehicle of AEM or PMM.

Known all batteries have internal resistance, and the internal resistance loss in battery pack can cause battery pack to be generated heat.But this loss is proportional to I ²× R, wherein I is the electric current of battery and R is the moment internal resistance of battery.This internal resistance of cell tends to according to changes such as battery types, SOC, temperature, tenure of use.Therefore, in one embodiment, BMMS can according to the state of health of battery (SOH), charge condition (SOC), temperature and other electric discharges because of usually regulating cell group, as may in order to affect battery pack life-span required for accomplish.

In addition, when the kinetic energy of vehicle is to recharging of battery in car during by the main PM (such as driving engine 102, fuel cell) of vehicle or other generating sets or regenerative brake, BMMS and/or controller 202 can determine to meet the maximum current that maintains driving system energy requirement power demand and with being enough to supplement by the minimum electric current of the electricity of specifying driving event to consume to batteries charging.Such driving event can occur in second at the time period of specifying such as " X " in the past, and wherein X can be the function that the such as crowded urban highway of driving event or hill path travel.This current limit recharged also can be determined by environmental conditions such as traffic, the ambient temperature etc. of the driving performance of chaufeur and vehicle.

In one embodiment, control program can be integrated in BMMS controller.Figure 10 is an embodiment of advanced battery management and controlling tactics.Figure 10 shows the coordinate grid of SOC and the speed of a motor vehicle and illustrated therein is the exemplary driving cycle and velocity curve 1006 that cause sudden discharge.Averaged discharge and velocity curve 1008 are drawn by curve 1006 and are plotted in its side.

Its this driving cycle is managed and/or controls to end between envelop curve 1002 and minimum SOC cut-off envelop curve 1004 in two SOC value i.e. maximum SOC.Be only used to illustrate, curve 1002 and 1004 is illustrated as straight line, but should be appreciated that other envelop curve is also feasible.Figure 10 show give battery discharge time (namely from charging upper limit state shift charging lower limit condition line time) average ground speed lower and when charging the battery the speed of a motor vehicle higher.Not always such situation, but may be used for distinguishing obtaining energy from battery and being filled by energy gets back in battery.These states such as can be about same speed.The division of speed is to illustrate concept.Trajectory shows the change of charging and discharging along with battery and the speed of a motor vehicle.Green line is the mean trajectory of electric discharge or charging.It should be noted that electric discharge track in time can be shorter than charging, reason possible need as far as possible slowly to charge to significantly improve charge efficiency and reduce the health of battery-heating and enhancing battery.Charging duration can be maximized by BMMS.Figure 10 further illustrates the function that threshold value can be the speed of a motor vehicle, and reason is that the energy of driving needed for vehicle is exactly the function of the speed of a motor vehicle.

SOC upper limit threshold 1002 and SOC lower threshold 1004 can be straight line or curve, and they can be the functions of the speed of a motor vehicle and other parameters.At present, hybrid electric vehicle tends to keep the high SOC of battery and low SOC independent of speed.In one embodiment, BMMS realizes curve between these threshold values or other dependence.In another embodiment, BMMS can realize between (1) high SOC threshold value and the speed of a motor vehicle and between (2) low SOC threshold value and the speed of a motor vehicle between different relations curve or other dependence.These relations can be determined by the demand of vehicle and battery pack.Curved needle can be different and can depend on application and possible driver command to the combination of the stroke of vehicle and battery specifications.

Based on the embodiment of Characteristics of Drivers ' Behavior

Operator demand can be estimated by the action of chaufeur to acceleration pedal and brake pedal.Desirably gather these information to feed back in BMMS.In one embodiment, this can have been come with the skew of judgement action and frequency by the second moment measuring average acceleration and brake pedal action and these pedal positions.These data can be used to determine the aggressive of chaufeur.Tend to owing to driving the energy needed for specific speed curves be directly proportional with the action of chaufeur, therefore this statistical information can be used to judge the energy ezpenditure of each section of designated vehicle operating range or the efficiency of vehicle.

These information can be compared with " standard " or controlled test condition, and the instruction content that can have a time history record to chaufeur display in one embodiment feeds back to provide the chaufeur about more suitable drive manner.Feasible improvement instruction can be supplied to chaufeur with the change of encouraging him to minimize acceleration and brake pedal, reduces power consumption thus and improves electric power stroke and vehicle efficiency.

In addition, these information can be used to set variation range and the average charge condition (SOC) of battery pack.In one embodiment, acceleration pedal and brake pedal use fiercer and more frequent, and minimum SOC threshold value just can set higher, and object is in order to avoid battery SOC becomes too low during travelling.Do like this is because the requirement of demand fulfillment road or other overload conditions is temporarily reduced to beyond lower limit border to allow battery SOC.In such example, if acceleration pedal is stepped on, the limit exceedes first time period (such as 5 seconds etc.), such as mean that chaufeur continues to require superpower in this time period and therefore may need the full power that conscientiously operates to require vehicle, that just can allow to cross over lower limit border.Exceed this first time period, but power can by not jeopardizing safety protecting the degradation strategy of battery to reduce, as will discussing with reference to Figure 11 herein.

In another embodiment, BMMS can also be used to change into serial or parallel connection PMM (such as electricity maintenance) from AEM pattern (such as electric quantity consumption) or contrary time reporting system.Due to the deciding factor that average ground speed can be along with energy used time lapse, therefore this information just can determine power used in conjunction with acceleration pedal requirement.In one embodiment, can operating speed and acceleration pedal and brake pedal require as input, can use it for and determine power required in special time period and required energy, prerequisite supposes that following action has identical statistical nature in road load and driving behavior.

Just can predict or estimate that what situation following time period (such as next ten (10) seconds etc.) may be by these information.A kind of strategy can be the maximum power and energy that use the time period of ten (10) seconds of front or any appropriate identical.It is to be appreciated that the strategy that also can use other.Such as, predicted time and data collection time are without the need to identical.Once determine the predictor of charging current, the power level of driving engine and electrical generator just can be determined immediately.If this levels of current, for too high (being determined by the temperature, charge condition, state of health etc. of battery) battery current state, so just can limit the performance of vehicle by vehicle control device.When pure EV, all vehicles by means of only battery driven can have limited performance under certain conditions.BMMS can shift to an earlier date limiting performance to protect battery and for only providing the longest intended travel with battery.

An embodiment

Figure 11 shows an embodiment of the dynamic BMMS control policy obtained according to the principle of the application.

Figure 11 is the mapping relations of the speed of a motor vehicle and SOC.As can be seen, BMMS module can carry out Dynamic Selection in some the curves for high SOC or low SOC threshold value.In one embodiment, BMMS can set such charging and discharging restriction according to battery requirements instead of speed of a motor vehicle demand.Chaufeur possibly cannot distinguish these differences, but battery can better be protected.

Optionally suitable abundance minimum permission SOC can be had in the bottom of this figure of Figure 11, lower than this value then BMMS do not allow running down of battery.If include this value in BMMS, so can be determined by many factors such as battery specifications, quality guarantee factor etc.Other curves that can realize have: for electricity keep high SOC threshold value (1108), for the low SOC (1106) accelerated and/or braking maneuver significantly changes, on average accelerate and/or braking maneuver low SOC (1104) and for the low SOC (1102) accelerated and/or braking maneuver slightly changes.As mentioned above, these curves can be selected according to the acceleration of chaufeur and/or braking maneuver and any discernible associated statistical information (such as 1110).

BMMS can determine the low speed in AEM pattern advance can consuming cells to minimum SOC border, and power system system should switch to PMM or serial or parallel connection pattern subsequently.In order to determine the suitable SOC specifying the speed of a motor vehicle, driver actions, can measure and/or the average and standard profile of computation speed.In one embodiment, can according to these data low SOC is set as far as possible little.Such as, if average ground speed is lower than a certain speed (such as 30 kilometers/hour) and velocity variations is also less, so SOC can be set as considering this allowed minimum value by the vehicle instantaneous power of battery durability and plan and energy.If but velocity variations is too fast shows sudden stop and the situation starting to pass through, so low SOC border should be set as that higher value is to allow to use higher power within the longer time period.This situation such as may occur in the road driving that the magnitude of traffic flow is large.

When vehicle is in the PMM state in electricity maintenance or serial or parallel connection pattern, charge rate can be set as the minimum value determined by above-mentioned vehicle-state and battery behavior.As mentioned above, this charge rate can depend on vehicle action and driver actions.Statistical information can be used to determine the charge rate of battery pack and average SOC and Δ SOC.May need to set maximum SOC line and minimum SOC line and specified SOC or middle SOC according to the speed of a motor vehicle.Then according to traveling statistical information, namely high SOC line and low SOC line are modified narrower by statistical information.This constriction can cause better battery maintenance and at shorter stroke underexcitation battery with life-saving thus.

An example

The SOC of an exemplary driving cycle and battery controls to illustrate as the function of the speed of a motor vehicle and time by Figure 12.Figure 12 contributes to introducing BMMS and controls and pattern switching.Vehicle mode shown in this is AEM (or electric quantity consumption), and wherein battery can be generated electricity again by abrupt deceleration vehicle.Figure 12 also show the PMM charge-sustaining mode of serial or parallel connection.

As can be seen, BMMS can set the minimum SOC bottom surface (1202) being shown for and avoiding cell damage or protection guarantee obligation alternatively.

Figure 12 shows battery charging state SOC, the speed of a motor vehicle and the figure of time.Curve 1208 shows this exemplary driving cycle.Curve 1208 is from halt point (speed of a motor vehicle=0) and with high SOC.Because vehicle travels with AEM pattern, therefore battery is shown as and consumes.Vehicle travels, reach the high SOC plane (1206) of A point until battery SOC till along the black line in AEM pattern.Now, vehicle can remain on AEM pattern or become PMM pattern, but battery can continue the low SOC plane (1204) being consumed to B point.

At B point, vehicle can switch to PMM and battery can charge, until SOC till C point reaches high SOC plane again.Battery again can consume and drive with PMM pattern or AEM pattern simultaneously.When vehicle is in hill path or continuous high load condition (such as pulling trailer), SOC just may be down to below low SOC plane.This may in order to retention or for security reasons required.But for this high performance requirements, battery can continue electric discharge till reaching minimum SOC plane (1202), and battery does not allow to be down to below this plane.

In one embodiment, vehicle control device can subsequently alerting driver he can not continue again drive with this performance rate and start limiting performance to protect battery.Power can slow down to protect battery along with may reduce vehicle.The reduction of power can start before reaching SOC bottom surface, to carry out alerting driver close to bottom surface by available output being reduced gradually such as the reduction about 5% in every 10 seconds of a certain numerical example.

Figure 12 also contributes to the relation between high SOC, low SOC and these three planes of bottom surface is shown.In one application, BMMS strategy may be used for realizing minimum consumption of fuel, and in one embodiment, driving engine can reduce to minimum size and advance on level road to keep constant speed.Battery can consider the subtle change of road or road load, till reaching bottom surface, and can reduce the horsepower output of vehicle and the tractive performance of vehicle.If there is change speed gear box, the torsional performance of vehicle just can switch to higher deceleration gear or lower gear by change speed gear box and be kept.

In another embodiment, the relative size of " hybridization degree " or driving engine and motor/battery pack can determine potential minimum SOC and Δ SOC.Such as, if driving engine is minimized and the high and vary within wide limits of the average power requirement of vehicle, so minimum SOC just should set higher, and reason is that battery and motor may need to supplement under power from driving engine continually.If driving engine or primary mover larger, so SOC can set lower for longer all-electric stroke (AER), but the express highway fuel efficiency of vehicle under charge-sustaining mode may become lower because driving engine is comparatively large and therefore the operating efficiency of driving engine is also lower.

In one embodiment, vehicle can be designed as and makes when driving engine runs, and driving engine should be enough large to drive setting at full capacity at level road or close on smooth road.When there is possibility such as the hill path traveling or drive trailer of continuous high capacity, average SOC and Δ SOC also should increase more greatly or dynamically.Original machine power is sufficiently large to meet load under required speed and for the certain loads of long-time or stabilized conditions and gradient operating mode.Driving engine can reduce further, but correspondingly just may cannot keep speed for a long time for specific load.Therefore must keep trading off between the ability of speed at hybridization degree with on the road of level road or minimum grade.

Such as, the maximum speed of vehicle can be determined by the power of primary mover and motor and power of battery sum.But this speed can keep how long can being determined by the specification of battery pack.After battery pack is consumed to the minimum SOC determined by the battery program of vehicle control device, speed will be decreased to the speed that can be maintained separately by driving engine gradually.Therefore hybridization degree will be limited to kept car speed.

Hybridization degree also can be used to determine battery specifications and motor size.But minimum cost can be determined by minimum battery size and power.Optimum capacity of cell (kilowatt hour) and power (kilowatt) can be determined meeting performance requriements and cost objective.Expect as travelling, fuel efficiency is expected and the optimized algorithm of acceleration capability specification function can be determined minimizing vehicle cost and oil energy consumption.The refund volume independently saving 40% fuel with hybridization degree in standard vehicle can be the system convention can determining required size of engine.

Above-mentioned wagon control strategy can realize the hybridization degree DOH maximizing vehicle, and battery can also be protected to avoid entering its life-span and performance may be influenced and lower than the region of battery production business expection.

Generally speaking, PHEV may be used for replacing fossil fuel and utilization for realizing rechargeable energy.Also may need to use the larger battery pack that can have longer AEM stroke later.Therefore, the utilization of the regenerative resource from the local sun and wind is utilized can be integrated in high DOH car.

This conception of species can allow high DOH car to replace most of fossil fuel simultaneously still by battery pack retention.This performance possibly cannot keep the long time, but duration is still enough to meet the driving demand of user more than 90%.Hydraulic performance decline to below low SOC plane and reach a few cases of the bottom that performance may be cut down should be as far as possible few based on the specification of vehicle.If the frequency reaching bottom is frequent and chaufeur and owner need more performances, so PHEV can the larger driving engine of equipment for this reason.For PHEV manufacturer, the modification of multiple vehicle can be provided, such as, there are 3 kinds or more and plant size of engine.Also may need the DOH configuration providing 3 kinds or more to plant to same car.It should be noted that DOH can consider with framework by battery management together, reason is that they can have influence on the robustness of BMMS.

The content more than introduced comprises multiple examples of this theme utility model.In order to each introducing that claimed subject content introduces parts, may to combine that yes impossible, but those skilled in the art it is to be appreciated that in this theme utility model, a lot of further permutation and combination is all feasible.Therefore, should assert that claimed subject content comprises all these and falls into possibility in claims essence and protection domain, amendment and distortion.

Particularly and about the various functions realized by above-mentioned parts, equipment, circuit, system etc.; except as otherwise noted; otherwise the term (comprising quoting " means ") for introducing these parts is construed as any parts corresponding to and perform described parts concrete function (such as function equivalence); even if structure is not equal to disclosed structure, as long as the function that the example use performing claimed subject content is shown in this article.In this respect, it will also be appreciated that the utility model comprises a kind of system and has the computer-readable medium of computer executable instructions, for various action and/or event in the subject content of execution requirements protection.

In addition, although may with reference to the only a kind of a certain special characteristic disclosing this theme utility model in several embodiment, such feature also as required and advantageously can combine with other feature of one or more in other embodiments for any appointment or specific application.And the term with regard to using in detailed description of the invention or claim " comprises " and " including " and distortion thereof, these terms are interpreted as being similar to mode that term " comprises " and are included.

Claims

1., for controlling a system for hybrid electric vehicle (HEV) power system used, described power system comprises: primary mover; Electric motor-generator, described electric motor-generator is mechanically attached to described primary mover by first clutch; Motor, described motor is mechanically attached to described electric motor-generator by second clutch; Battery, described battery is electrically connected to described electric motor-generator and described motor, and described battery can provide electric energy for described electric motor-generator and described motor; Described system comprises:

A set of sensor, described sensor comprises the one in a kind of grouping, and described grouping comprises: SOC sensor, vehicle speed sensor, temperature sensor, clutch sensor, electromechanical transducer, electric motor-generator sensor, brake pedal sensor and accelerator pedal sensor;

First clutch actuator, described first clutch actuator can activate described first clutch;

Second clutch actuator, described second clutch actuator can activate described second clutch; And

At least one controller, described controller can make described first clutch-brake and the second clutch-brake working/not working, to select the corresponding mode of operation of vehicle according to the output of described sensor.

2. the system as claimed in claim 1, wherein, described power system also comprises: main reduction gear, and described main reduction gear is mechanically connected to described motor.

3. the system as claimed in claim 1, wherein, described power system also comprises: main reduction gear, and described main reduction gear is mechanically connected to described motor, and described main reduction gear comprises Manual transmission.

4. the system as claimed in claim 1, wherein, described power system also comprises: main reduction gear, and described main reduction gear is mechanically connected to described motor, and described main reduction gear comprises Automatic Transmission.

5. the system as claimed in claim 1, wherein, described power system also comprises: main reduction gear, and described main reduction gear is mechanically connected to described motor, and described main reduction gear comprises stepless gearbox.

6. the system as claimed in claim 1, wherein, described power system also comprises: main reduction gear, and described main reduction gear is mechanically connected to described motor, and described main reduction gear comprises distributing means for power supply.

7. the system as claimed in claim 1, wherein, described motor has the rating horsepower higher than described electric motor-generator.

8. the system as claimed in claim 1, wherein, described primary mover is explosive motor or fuel cell.

9. the system as claimed in claim 1, wherein, described power system also comprises: wall-type charger, and described wall-type charger is used for charging to described battery.