WO2017211035A1 - Procédé et dispositif de commande et de gestion de puissance de véhicule électrique à autonomie prolongée - Google Patents

Procédé et dispositif de commande et de gestion de puissance de véhicule électrique à autonomie prolongée Download PDF

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Publication number
WO2017211035A1
WO2017211035A1 PCT/CN2016/102596 CN2016102596W WO2017211035A1 WO 2017211035 A1 WO2017211035 A1 WO 2017211035A1 CN 2016102596 W CN2016102596 W CN 2016102596W WO 2017211035 A1 WO2017211035 A1 WO 2017211035A1
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Prior art keywords
power
target power
target
vehicle
extended
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PCT/CN2016/102596
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English (en)
Chinese (zh)
Inventor
王金龙
易迪华
秦兴权
金硕
崔天祥
周金龙
李从心
Original Assignee
北京新能源汽车股份有限公司
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Publication of WO2017211035A1 publication Critical patent/WO2017211035A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to the field of electric vehicle technologies, and in particular, to an extended-range electric vehicle and an energy management control method and apparatus thereof.
  • the extended program electric vehicle has simple and rough control schemes when controlling the range extender, and the actual driving situation of the extended-range electric vehicle is complicated, and many factors affect the range extender. Operation, therefore, the extended-range electric vehicle in the related art needs to be improved.
  • an object of the present invention is to provide an energy management control method for an extended-range electric vehicle, which considers various factors affecting the target power of the range extender and the target power of the drive motor when performing energy management control. Thereby the control of the range extender and the drive motor is more precise and efficient.
  • a second object of the present invention is to provide an energy management control device for an extended-range electric vehicle.
  • a third object of the present invention is to provide an extended-range electric vehicle.
  • an energy management control method for an extended-range electric vehicle includes the steps of: acquiring a driving demand power of a vehicle; and calculating a driving motor of the extended-range electric vehicle according to the driving demand power of the vehicle.
  • Target power and controlling the drive motor according to the target power of the drive motor; acquiring battery target power and system loss power of the extended-range electric vehicle, and according to the battery target power, the system loss power Calculating a target power of the vehicle with the target power of the drive motor; calculating a target power of the range extender according to the target power of the vehicle and the loss power of the range extender in the extended-range electric vehicle; according to the battery in the extended-range electric vehicle
  • the power value of the power regulator corrects the target power of the range extender to obtain a ranger target power correction value; and controls the range extender according to the range extender target power correction value.
  • the energy management control method of the extended-range electric vehicle According to the energy management control method of the extended-range electric vehicle according to the embodiment of the present invention, various factors affecting the target power of the range extender and the target power of the drive motor are considered in the energy management control, thereby making the range extender and the drive motor The control is more precise and efficient.
  • an energy management control apparatus for an extended-range electric vehicle includes: a demand power acquisition module for acquiring a driving demand power of a vehicle; and a driving motor target power calculation module for Vehicle driving demand power calculates target power of the driving motor in the extended-range electric vehicle; vehicle target a power calculation module, configured to acquire a battery target power and a system loss power of the extended-range electric vehicle, and calculate a vehicle target power according to the battery target power, the system loss power, and a target power of the driving motor; a target power calculation module, configured to calculate a target power of the range extender according to the vehicle target power and a lost power of the range extender in the extended-range electric vehicle; a range extender power correction module, configured to The power value of the battery power conditioner in the electric vehicle is corrected for the target power of the range extender to obtain a ranger target power correction value; and a control module is configured to correct the value according to the range extender target power
  • the range extender controls and controls the
  • the energy management control device of the extended-range electric vehicle According to the energy management control device of the extended-range electric vehicle according to the embodiment of the present invention, various factors affecting the target power of the range extender and the target power of the drive motor are considered in performing the energy management control, thereby making the range extender and the drive motor The control is more precise and efficient.
  • an extended-range electric vehicle includes the energy management control device of the second aspect of the present invention.
  • the energy management control device since the energy management control device is provided, various factors affecting the target power of the range extender and the target power of the drive motor are considered in performing the energy management control, thereby making the range extend.
  • the control of the drive and drive motor is more precise and efficient, which improves the driving experience and safety of the extended-range electric vehicle.
  • FIG. 1 is a schematic diagram of the principle of an extended-range electric vehicle according to an embodiment of the present invention
  • FIG. 2 is a flow chart of an energy management control method for an extended-range electric vehicle according to an embodiment of the present invention
  • FIG. 3 is a block diagram of an energy management control device for an extended-range electric vehicle in accordance with one embodiment of the present invention.
  • Vehicle control unit 100 controller control unit 200, generator control unit 300, engine control unit 400, drive motor control unit 500, ISG 600, engine 700, drive motor 800; demand power acquisition module 10, drive motor target power calculation The module 20, the vehicle target power calculation module 30, the range extender target power calculation module 40, the range extender power correction module 50, and the control module 60.
  • an extended-range electric vehicle includes: a complete vehicle control unit 100, a stroker control unit 200, a generator control unit 300, an engine control unit 400, a drive motor control unit 500, an ISG 600, an engine 700, and a drive motor. 800.
  • the generator control unit 300 is used to control the ISG 600
  • the engine control unit 400 is used to control the engine 700
  • the drive motor control unit 500 is used to control the drive motor 800.
  • the vehicle control unit 100, the timer control unit 200, the generator control unit 300, the engine control unit 400, and the drive motor control unit 500 communicate via a CAN network, and the ISG 600 is directly connected to the engine 700.
  • the vehicle control unit 100 detects all state information necessary for driving the vehicle, and outputs engine start stop command information after comprehensive judgment, including an engine emergency stop command, an engine stop command, an engine start command, and a generator limit power.
  • the controller control unit 200 controls the engine start according to the engine start stop command information of the vehicle control unit, and sends the generator state command, the generator target speed command, and the maximum torque absolute value that allows the generator output to the generator control unit 300, The engine stop request, the engine start request are sent to the engine control unit 400, and the engine start fault flag and the process condition are fed back to the vehicle control unit 100.
  • the generator control unit 300 commands the control of the ISG 600 to operate according to the controller control unit 200.
  • the engine control unit 400 commands the control of the operation of the engine 700 in accordance with the scheduler control unit 200, and feeds back the engine start completion flag to the timer control unit 200.
  • the drive motor control unit 500 commands the control of the drive motor 800 to operate according to the vehicle control unit 100, and feeds back the drive motor status information to the vehicle control unit 100.
  • an energy management control method for an extended-range electric vehicle includes the following steps:
  • the driver's driving intention eg, acceleration intention, deceleration intention
  • the driver's driving intention is judged based on the driver's operation of the accelerator pedal or the brake pedal, and the vehicle driving demand power is acquired according to the driver's driving intention.
  • acquiring the driving demand power of the vehicle includes: when determining that the driving intention of the driver is the acceleration intention, acquiring the driving demand power of the vehicle according to the accelerator pedal depth, the current vehicle speed, and the torque limiting demand of the driving motor; Or when it is judged that the driving intention of the driver is the deceleration intention, the vehicle driving demand power is acquired according to the current vehicle speed and the torque limiting demand of the driving motor.
  • the driver steps on the accelerator pedal, it is determined that the driver has an acceleration intention.
  • the driver torque demand is calculated according to the accelerator pedal depth and the current vehicle speed, and then the condition limit processing such as the drive motor torque limit demand is processed.
  • the vehicle's driving demand power is positive; when the driver steps on the brake pedal or loosens the throttle to slide, the driver is judged to have the intention of deceleration.
  • the table is checked. The braking feedback power is output, and the vehicle feedback target power is obtained after the condition limit processing of the driving motor power generation torque limit demand, and the vehicle driving demand power is a negative value at this time.
  • S2 Calculate the target power of the driving motor in the extended-range electric vehicle according to the driving demand power of the vehicle, and control the driving motor according to the target power of the driving motor.
  • calculating the target power of the driving motor according to the driving demand power of the vehicle comprising: calculating a vehicle driving demand power correction value according to the vehicle driving demand power and the driving motor loss power; and correcting the power according to the vehicle driving demand power and The maximum power of the drive motor corresponding to the current speed of the drive motor generates the target power of the drive motor.
  • the target power of the drive motor is comprehensively calculated according to conditions such as the vehicle running demand power, the current rotational speed of the drive motor, and the loss power of the drive motor.
  • the maximum power of the driving motor at the current rotational speed of the driving motor is calculated according to the current rotational speed of the driving motor, and considering the working efficiency problem of the driving motor, the vehicle driving target power is superimposed with the loss power of the driving motor to calculate the corrected vehicle driving.
  • the target power correction value is calculated by calculating the target power of the drive motor after the maximum power limit of the drive motor at the current speed.
  • the method further includes: determining whether the current ambient temperature is less than the first preset temperature; determining whether the target power of the driving motor is greater than the current ambient temperature when the current ambient temperature is less than the first preset temperature The lower battery allows the discharge power; if the target power of the drive motor is greater than the allowable discharge power of the battery at the current ambient temperature, the target power of the drive motor is corrected to the allowable discharge power of the battery at the current ambient temperature; if the target power of the drive motor is less than or equal to the current The battery is allowed to discharge power at ambient temperature, keeping the target power of the drive motor constant.
  • the target power of the drive motor is corrected in consideration of various limitations including battery power limitations.
  • the battery In a lower temperature environment (ie, when the current ambient temperature is less than the first preset temperature), the battery allows the charge and discharge power to be limited.
  • the battery allows the discharge power to be less than the target power of the drive motor, in order to ensure the safety and reliability of the battery, it is necessary to correct the target power of the drive motor to the allowable discharge power of the battery; if the allowable discharge power of the battery is greater than or equal to the target power of the drive motor, the drive The target power of the motor does not need to be corrected.
  • the vehicle target in order to meet the vehicle driving demand power from the vehicle and the battery target power from the energy management control and the high-voltage accessory power demand of the vehicle, it is necessary to calculate the vehicle target by considering factors such as the target power of the driving motor, the target power of the battery, and the power loss of the system. power.
  • the user can select the pure electric mode by pressing the button. Switch to the extended mode. In the extended mode, the vehicle will use the current SoC value as the target SoC value and maintain the current SoC.
  • the target power of the battery can be calculated based on factors such as the target SoC value.
  • the loss power of the system is the loss power of the high-voltage system accessories of the whole vehicle, including the power loss of high-voltage components such as air conditioning systems and DC-DC.
  • the target power of the vehicle is the sum of the target power of the drive motor, the target power of the battery, and the power loss of the system.
  • the calculation of the target power of the router requires consideration of the efficiency of the system, and the target power of the router is obtained by superimposing the target power of the vehicle and the loss power of the range extender.
  • S5 includes: superimposing the target power of the range extender and the power value of the battery power regulator to obtain a superimposed value, and obtaining a range extender target power correction value according to the superimposed value.
  • the difference between the battery target power and the current battery power is the power of the battery power regulator.
  • obtaining the range extender target power correction value according to the superimposed value comprises: determining whether the current ambient temperature is less than the first preset temperature; if the current ambient temperature is greater than or equal to the first preset temperature, using the superimposed value as the range extender The target power correction value; if the current ambient temperature is less than the first preset temperature, further determining whether the extended-range electric vehicle is performing braking energy recovery; if the extended-range electric vehicle is performing braking energy recovery, recovering power according to the braking energy
  • the battery allows the charging power to limit the superimposed value at the current ambient temperature to obtain the ranger target power correction value.
  • the target power of the chirp is corrected in consideration of various limitations including battery power limitations.
  • the target power of the power controller is calculated by superimposing the target power of the controller calculated in step S4.
  • the battery allows the charging and discharging power to be limited, then there will be a brake feedback process, and the braking energy recovery and the stroke device are simultaneously
  • the battery is being charged, there may be cases where the charging power exceeds the allowable charging power of the battery, which may cause damage to the battery.
  • both the braking energy recovery power and the power generation power of the ranger are used to preferentially ensure the braking energy recovery power, and secondly to ensure the power generation of the circuit breaker. That is to say, when the vehicle is in a lower temperature environment, if the vehicle is performing braking energy recovery, it is necessary to limit the superimposed value according to the difference between the allowable charging power of the battery and the braking energy recovery power to obtain the ranger target power correction value. .
  • S6 includes: obtaining an optimal curve of the range extender fuel consumption rate according to the engine fuel consumption rate MAP map; according to the range extender fuel consumption rate optimal graph and the range extender target power correction value Get extended range Target speed and target torque; control the range extender according to the target speed and target torque.
  • the engine and generator are part of the range extender system, and the optimal engine operating point is not necessarily the optimum operating point of the process.
  • the optimal fuel consumption rate curve is given, and the current range extender target is calculated according to the optimal fuel consumption rate curve of the process.
  • the optimal operating point of the power tool corresponding to the power correction value is calculated, and the target speed and the target torque of the flow controller are calculated, and the engine and the ISG motor of the range extender are controlled according to the calculated target speed and the target torque.
  • the target speed and the target torque of the range extender need to be environmentally compensated, that is, the target speed of the stroke controller according to environmental factors such as water temperature and atmospheric pressure, respectively. Compensate control with target torque.
  • the calculation of the target power of the driving motor is compensated according to the driving motor and its control efficiency, and the effective power outputted by the driving motor can satisfy the vehicle.
  • Power demand; the target power of the processor is modified according to the battery power regulator to meet the energy management target of the battery SoC; in the lower temperature environment, the target power of the processor considers the battery charge and discharge power limit, and is preferred. Guarantee the braking energy recovery power, and secondly ensure the power generation of the circuit breaker, so as to ensure the safe and reliable operation of the battery, and improve the recovery efficiency as much as possible; the target power of the router selects the optimal working point of the router according to the system efficiency.
  • the stroker works at the optimal working point of the system, instead of the pure engine optimal working point, which improves the overall working efficiency of the stroker to a certain extent; the power generation target speed and target torque of the router are different. Environmental factors are compensated to make the control of the range extender more precise; drive Machine according to the target power to be limiting battery power, so as to ensure safe and reliable battery.
  • the energy management control method of the extended-range electric vehicle considers various factors affecting the target power of the range extender and the target power of the drive motor when performing energy management control, thereby making the range extender and the drive motor Control is more precise and efficient.
  • the present invention also provides an energy management control device for an extended-range electric vehicle.
  • the energy management control device is applied to a vehicle control unit of an extended-range electric vehicle.
  • the energy management control device includes: a demand power acquisition module 10, a drive motor target power calculation module 20, a vehicle target power calculation module 30, a range extender target power calculation module 40, and a range extender power correction module 50. And control module 60.
  • the demand power acquisition module 10 is configured to acquire vehicle driving demand power.
  • the required power acquisition module 10 determines the driving intention of the driver (eg, the acceleration intention, the deceleration intention) according to the operation of the accelerator pedal or the brake pedal by the driver, and further acquires the vehicle driving demand power according to the driving intention of the driver.
  • the driving intention of the driver eg, the acceleration intention, the deceleration intention
  • the required power acquisition module 10 is configured to: when determining that the driving intention of the driver is an acceleration intention, acquire the vehicle driving demand power according to the accelerator pedal depth, the current vehicle speed, and the torque limitation requirement of the driving motor; Or when it is judged that the driving intention of the driver is the deceleration intention, the vehicle driving demand power is acquired according to the current vehicle speed and the torque limiting demand of the driving motor.
  • the demand power acquisition module 10 determines that the driver has an acceleration intention. At this time, the driver torque demand is calculated according to the accelerator pedal depth and the current vehicle speed, and then the drive motor torque limit demand is passed. After the conditional limit processing, the vehicle's driving demand power is obtained. At this time, the vehicle driving demand power is positive; when the driver steps on the brake pedal or loosens the throttle to slide, it is judged that the driver has the intention of deceleration, at this time, according to the current car.
  • the quick look-up table obtains the braking feedback power, and after the condition limit processing of the driving motor power generation torque limit demand, the vehicle feedback target power is obtained, and the vehicle driving demand power is negative at this time.
  • the driving motor target power calculation module 20 is configured to calculate a target power of the driving motor in the extended-range electric vehicle according to the vehicle driving demand power.
  • the driving motor target power calculation module 20 is configured to: calculate a vehicle driving demand power correction value according to the vehicle driving demand power and the driving motor loss power; and according to the vehicle driving demand power correction value and the current driving motor The maximum power of the drive motor corresponding to the rotational speed generates the target power of the drive motor.
  • the drive motor target power calculation module 20 comprehensively calculates the target power of the drive motor according to conditions such as the vehicle travel demand power, the current rotational speed of the drive motor, and the loss power of the drive motor.
  • the driving motor target power calculation module 20 calculates the maximum power of the driving motor at the current rotational speed of the driving motor according to the current rotational speed of the driving motor, and calculates the superposition of the driving power of the driving motor and the loss power of the driving motor in consideration of the working efficiency of the driving motor.
  • the corrected vehicle drive target power correction value is obtained, and the target power of the drive motor is calculated after the maximum power limit of the drive motor at the current speed.
  • the driving motor target power calculation module 20 is further configured to: determine whether the current ambient temperature is less than the first preset temperature, and further determine whether the target power of the driving motor is greater than the current ambient temperature when the current ambient temperature is less than the first preset temperature Allowing the discharge power, and correcting the target power of the drive motor to the allowable discharge power of the battery at the current ambient temperature when determining that the target power of the drive motor is greater than the allowable discharge power of the battery at the current ambient temperature, and determining that the target power of the drive motor is less than or equal to The allowable discharge power of the battery at the current ambient temperature is to maintain the target power of the drive motor.
  • the drive motor target power calculation module 20 modifies the target power of the drive motor in consideration of various limitations including battery power limitations.
  • battery power limitations In a lower temperature environment (ie, when the current ambient temperature is less than the first preset temperature), the battery allows the charge and discharge power to be limited.
  • the drive motor target power calculation module 20 needs to correct the target power of the drive motor to the battery allowable discharge power; if the battery allows the discharge power to be greater than or equal to the drive The target power of the motor, the target of the drive motor Power does not need to be corrected.
  • the vehicle target power calculation module 30 is configured to acquire the battery target power and the system loss power of the extended-range electric vehicle, and calculate the vehicle target power according to the battery target power, the system loss power, and the target power of the drive motor.
  • the vehicle target power calculation module 30 needs to consider the target power of the driving motor, the battery target power, and the system loss power. And other factors to calculate the vehicle target power.
  • the user can switch from the pure electric mode to the extended mode by pressing the button.
  • the vehicle will use the current SoC value as the target SoC value and maintain the current SoC.
  • the target power of the battery can be calculated based on factors such as the target SoC value.
  • the loss power of the system is the loss power of the high-voltage system accessories of the whole vehicle, including the power loss of high-voltage components such as air conditioning systems and DC-DC.
  • the target power of the vehicle is the sum of the target power of the drive motor, the target power of the battery, and the power loss of the system.
  • the range extender target power calculation module 40 is configured to calculate the target power of the range extender based on the target power of the vehicle and the lost power of the range extender in the extended-range electric vehicle.
  • the range extender target power calculation module 40 needs to consider the efficiency of the process system when calculating the target power of the flow controller, and the target power of the flow controller is obtained by superimposing the target power of the vehicle and the lost power of the range extender.
  • the range extender power correction module 50 is configured to correct the target power of the range extender according to the power value of the battery power regulator in the extended-range electric vehicle to obtain the range extender target power correction value.
  • the range extender power correction module 50 is configured to: superimpose the target power of the range extender and the power value of the battery power regulator to obtain a superimposed value, and obtain a range extender target according to the superimposed value. Power correction value.
  • the range extender power correction module 50 needs to be corrected according to the battery power regulator to ensure that the battery discharge capacity satisfies the entire The need for vehicle control strategies.
  • the difference between the battery target power and the current battery power is the power of the battery power regulator.
  • the range extender power correction module 50 is specifically configured to: determine whether the current ambient temperature is less than the first preset temperature, and use the superimposed value as the ranger target power when determining that the current ambient temperature is greater than or equal to the first preset temperature. Correcting the value, and further determining whether the extended-range electric vehicle is performing braking energy recovery when determining that the current ambient temperature is less than the first preset temperature, and recovering power according to the braking energy when determining that the extended-range electric vehicle is performing braking energy recovery The battery allows the charging power to limit the superimposed value at the current ambient temperature to obtain the ranger target power correction value.
  • the target power of the chirp is corrected in consideration of various limitations including battery power limitations.
  • the calculated target power of the turbometer is superimposed on the battery power regulator power value to obtain the turbo target power correction value.
  • the battery allows the charging and discharging power to be limited, then there will be a brake feedback process, and the braking energy recovery and the stroke device are simultaneously
  • the charging power exceeds the allowable charging power of the battery, which may cause damage to the battery. In this case, in order to ensure the safety and reliability of the battery, it is necessary to ensure the recovery of braking energy.
  • the sum of the power and the power generated by the stroker is less than the allowable charging power of the battery.
  • Both the braking energy recovery power and the power generation power of the ranger are used to preferentially ensure the braking energy recovery power, and secondly to ensure the power generation of the circuit breaker. That is to say, when the vehicle is in a lower temperature environment, if the vehicle is performing braking energy recovery, it is necessary to limit the superimposed value according to the difference between the allowable charging power of the battery and the braking energy recovery power to obtain the ranger target power correction value. .
  • the control module 60 is configured to control the range extender according to the range extender target power correction value, and control the drive motor according to the target power of the drive motor.
  • control module 60 is configured to: obtain an optimal curve of the range extender fuel consumption rate according to the engine fuel consumption rate MAP map, and according to the range extender fuel consumption rate optimal graph and range extender
  • the target power correction value acquires the target speed and the target torque of the range extender, and controls the range extender according to the target speed and the target torque.
  • the engine and generator are part of the range extender system, and the optimal engine operating point is not necessarily the optimum operating point of the process.
  • the control module 60 comprehensively considers the efficiency of the stroke system, gives an optimal curve of the fuel consumption rate of the flow controller, and calculates the current increase according to the optimal fuel consumption rate graph of the flow controller.
  • the optimal operating point of the turret corresponding to the target target power correction value is calculated, and the target rpm and target torque are calculated, and then the engine and ISG motor of the range extender are calculated according to the calculated target speed and target torque. Take control.
  • the target speed and the target torque of the range extender need to be environmentally compensated, that is, the target speed of the stroke controller according to environmental factors such as water temperature and atmospheric pressure, respectively. Compensate control with target torque.
  • the energy management control device of the extended-range electric vehicle considers various factors affecting the target power of the range extender and the target power of the drive motor when performing energy management control, thereby making the range extender and the drive motor Control is more precise and efficient.
  • the present invention also provides an extended-range electric vehicle including the energy management control device of the embodiment of the present invention.
  • the extended-range electric vehicle has the energy management control device, and considers various factors affecting the target power of the range extender and the target power of the drive motor when performing energy management control, thereby making the range extender
  • the control of the drive motor is more precise and efficient, which improves the driving experience and safety of the extended-range electric vehicle.
  • first and second 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.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
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Abstract

L'invention concerne un procédé de commande et de gestion de la puissance d'un véhicule électrique à autonomie prolongée. Le procédé comprend : l'acquisition d'une puissance requise pour la conduite d'une voiture ; le calcul, en fonction de la puissance requise, d'une puissance cible d'un moteur d'entraînement (800), et la commande, en fonction de la puissance cible du moteur d'entraînement (800), du moteur d'entraînement (800) ; l'acquisition d'une puissance de batterie cible et d'une perte de puissance de système, et le calcul, en fonction de la puissance de batterie cible, de la perte de puissance du système et de la puissance cible du moteur d'entraînement (800), d'une puissance de véhicule cible ; le calcul, en fonction de la puissance de véhicule cible et d'une perte de puissance d'un prolongateur d'autonomie, d'une puissance cible du prolongateur d'autonomie ; la correction, en fonction d'une valeur de puissance d'un régulateur de puissance de batterie, de la puissance cible du prolongateur d'autonomie, pour obtenir une valeur de puissance cible corrigée du prolongateur d'autonomie ; et la commande, en fonction de la valeur de puissance cible corrigée du prolongateur d'autonomie, du prolongateur d'autonomie. L'invention concerne également un dispositif et un véhicule permettant de commander et de gérer la puissance d'un véhicule électrique à autonomie prolongée.
PCT/CN2016/102596 2016-06-08 2016-10-19 Procédé et dispositif de commande et de gestion de puissance de véhicule électrique à autonomie prolongée WO2017211035A1 (fr)

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