WO2018177356A1 - Véhicule électrique hybride et son système d'alimentation, et procédé de commande de production d'énergie - Google Patents

Véhicule électrique hybride et son système d'alimentation, et procédé de commande de production d'énergie Download PDF

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Publication number
WO2018177356A1
WO2018177356A1 PCT/CN2018/081042 CN2018081042W WO2018177356A1 WO 2018177356 A1 WO2018177356 A1 WO 2018177356A1 CN 2018081042 W CN2018081042 W CN 2018081042W WO 2018177356 A1 WO2018177356 A1 WO 2018177356A1
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Prior art keywords
power
battery
engine
vehicle
motor
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PCT/CN2018/081042
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English (en)
Chinese (zh)
Inventor
谢武
陈新立
刘学礼
李加林
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比亚迪股份有限公司
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Publication of WO2018177356A1 publication Critical patent/WO2018177356A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • 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
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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

Definitions

  • the present invention relates to the field of automobile technology, and in particular to a power system of a hybrid vehicle, a hybrid vehicle, a power generation control method for the hybrid vehicle, and a computer readable storage medium.
  • Hybrid vehicles are one of the new energy vehicles that are driven by engines and/or motors.
  • the motor generator of the hybrid vehicle functions as a generator while acting as a drive motor, thereby causing a lower speed of the motor generator at a low speed, and also causing power generation and power generation efficiency of the motor generator. It is very low, so it can not meet the power demand of low-speed driving, making it relatively difficult to maintain the electric balance at low speed.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present invention is to provide a power system of a hybrid vehicle capable of maintaining low-speed electric balance and low-speed rideability of the entire vehicle.
  • a second object of the present invention is to provide a hybrid vehicle.
  • a third object of the present invention is to provide a power generation control method for a hybrid vehicle.
  • a fourth object of the present invention is to provide a computer readable storage medium.
  • a power system of a hybrid vehicle includes: an engine that outputs power to a wheel of the hybrid vehicle through a clutch; a power motor, the power a motor for outputting a driving force to a wheel of the hybrid vehicle; a power battery for supplying power to the power motor; a DC-DC converter; a low voltage battery, the low voltage battery and the DC-DC a secondary motor connected to the engine, the secondary motor being respectively connected to the power motor, the DC-DC converter and a power battery, wherein the secondary motor generates power by the engine; a control module, configured to acquire an SOC value of the power battery, an SOC value of the low voltage battery, and a vehicle speed of the hybrid vehicle, and according to an SOC value of the power battery and the hybrid vehicle The vehicle speed controls the secondary motor to enter a power generation power adjustment mode to operate the engine in a preset optimal economic region, wherein when the secondary After the power generation unit into the adjustment mode, the control module is further configured to
  • the engine outputs power to the wheels of the hybrid vehicle through the clutch
  • the power motor outputs the driving force to the wheels of the hybrid vehicle
  • the power battery supplies power to the power motor
  • the auxiliary motor is in the engine.
  • the control module acquires the SOC value of the power battery, the SOC value of the low voltage battery, and the vehicle speed of the hybrid vehicle.
  • the auxiliary motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region.
  • control module When the secondary motor enters the power generation power adjustment mode, the control module further The SOC value of the low-voltage battery adjusts the power generation of the sub-motor, so that the vehicle's low-speed electric balance and low-speed smoothness can be maintained, and the vehicle performance can be improved.
  • a hybrid vehicle includes the power system of the hybrid vehicle.
  • the hybrid vehicle according to the embodiment of the invention can maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
  • a power generation control method for a hybrid vehicle includes the steps of: acquiring an SOC value of a power battery of the hybrid vehicle and a vehicle speed of the hybrid vehicle, The SOC value of the low-voltage battery of the hybrid vehicle; controlling the sub-motor of the hybrid vehicle to enter a power-generification mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle to make the hybrid vehicle
  • the engine is operated at a preset optimal economic region, wherein the secondary motor generates power by the engine; when the secondary motor enters a power generation mode, the SOC value of the low-voltage battery is The power generation of the secondary motor is adjusted.
  • the SOC value of the power battery, the SOC value of the low-voltage battery, and the vehicle speed of the hybrid vehicle are obtained, and the sub-motor is controlled according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle. Entering the power generation power adjustment mode to operate the engine in the preset optimal economic zone.
  • the secondary motor enters the power generation power adjustment mode the power generation of the secondary motor is adjusted according to the SOC value of the low voltage battery, thereby maintaining the entire vehicle. Low-speed electric balance and low-speed smoothness improve vehicle performance.
  • a fourth aspect of the present invention provides a computer readable storage medium having instructions stored therein, when the instructions are executed, the hybrid vehicle performs any of the power generation Control Method.
  • FIG. 1 is a block schematic diagram of a power system of a hybrid vehicle in accordance with an embodiment of the present invention
  • FIG. 2a is a schematic structural view of a power system of a hybrid vehicle according to an embodiment of the present invention
  • FIG. 2b is a schematic structural view of a power system of a hybrid vehicle according to another embodiment of the present invention.
  • FIG. 3 is a block schematic diagram of a power system of a hybrid vehicle in accordance with one embodiment of the present invention.
  • FIG. 4 is a schematic view of a transmission structure between an engine and a corresponding wheel according to an embodiment of the present invention
  • Figure 5 is a schematic illustration of a transmission structure between an engine and a corresponding wheel in accordance with another embodiment of the present invention.
  • FIG. 6 is a block schematic diagram of a power system of a hybrid vehicle in accordance with another embodiment of the present invention.
  • Figure 7 is a schematic diagram showing the general characteristics of an engine according to an embodiment of the present invention.
  • FIG. 8 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
  • FIG. 9 is a flowchart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 10 is a flowchart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
  • FIGS. 1-5 A power system of a hybrid vehicle according to an embodiment of the present invention will be described below with reference to FIGS. 1-5, which provides sufficient power and power for the hybrid vehicle to travel normally.
  • the power system of the hybrid vehicle includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, and a sub-motor 5.
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle.
  • the power system of the embodiment of the present invention can provide power for the hybrid vehicle to normally travel through the engine 1 and/or the power motor 2.
  • the power source of the power system may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 may separately output power to the wheel 7, or the engine 1 and The power motor 2 can simultaneously output power to the wheels 7.
  • the power battery 3 is used to supply power to the power motor 2; the sub motor 5 is connected to the engine 1, for example, the sub motor 5 can be connected to the engine 1 through the train wheel end of the engine 1.
  • the sub-motors 5 are respectively connected to the power motor 2, the DC-DC converter 4, and the power battery 3, and the sub-motor 5 performs power generation by the engine 1 to charge the power battery 3, supply power to the power motor 2, and supply DC- At least one of the DC converter 4 power supply.
  • the engine 1 can drive the secondary motor 5 to generate electricity, and the electric energy generated by the secondary motor 5 can be supplied to at least one of the power battery 3, the power motor 2, and the DC-DC converter 4.
  • the engine 1 can drive the sub-motor 5 to generate electricity while outputting power to the wheel 7, or can separately drive the sub-motor 5 to generate electricity.
  • the power motor 2 and the sub-motor 5 respectively serve as a drive motor and a generator in a one-to-one correspondence. Since the sub-motor 5 has a high power generation and power generation efficiency at a low speed, the power demand of the low-speed travel can be satisfied, and the whole can be maintained. The vehicle's low-speed electric balance maintains the low-speed ride of the vehicle and improves the dynamic performance of the vehicle.
  • the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor.
  • the sub-motor 5 belongs to a high-voltage motor.
  • the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly Power motor 2 and/or DC-DC converter 4 are powered.
  • the sub-motor 5 is also a high-efficiency generator. For example, when the sub-motor 5 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved, and the normal power generation efficiency is improved.
  • the sub-motor 5 can be used to start the engine 1, that is, the sub-motor 5 can have a function of starting the engine 1, for example, when the engine 1 is started, the sub-motor 5 can drive the crankshaft of the engine 1. In order to bring the piston of the engine 1 to the ignition position, the starting of the engine 1 is achieved, whereby the sub-motor 5 can realize the function of the starter in the related art.
  • both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle.
  • the engine 1 and the power motor 2 jointly drive the same wheel of the hybrid vehicle, such as a pair of front wheels 71 (including the left front wheel and the right front wheel); as another example, as shown in FIG. 2b, the engine 1
  • the first wheel of the hybrid vehicle can be driven, for example, a pair of front wheels 71 (including a left front wheel and a right front wheel), and the power motor 2 can drive a force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72 (including the left rear Wheel and right rear wheel).
  • the engine 1 and the power motor 2 jointly drive a pair of front wheels 71, the driving force of the power system is output to a pair of front wheels 71, and the whole vehicle can be driven by two drives; when the engine 1 drives a pair of front wheels When the power motor 2 drives the pair of rear wheels 72, the driving force of the power system is output to the pair of front wheels 71 and the pair of rear wheels 72, respectively, and the entire vehicle can be driven by a four-wheel drive.
  • the power system of the hybrid vehicle further includes a differential 8, a final drive 9, and a transmission 90, wherein the engine 1 passes the clutch 6.
  • the transmission 90, the final drive 9 and the differential 8 output power to the first wheel of the hybrid vehicle, for example, a pair of front wheels 71, and the power motor 2 outputs the driving force to the hybrid through the final drive 9 and the differential 8.
  • the first wheel of the automobile is, for example, a pair of front wheels 71.
  • the clutch 6 and the transmission 90 can be integrated.
  • the power system of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 passes the clutch 6 and the first A transmission 91 outputs power to a first wheel of the hybrid vehicle, such as a pair of front wheels 71, and the power motor 2 outputs a driving force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72, through the second transmission 92.
  • the clutch 6 and the first transmission 91 can be integrated.
  • the sub-motor 5 further includes a first controller 51
  • the power motor 2 further includes a second controller 21, and the sub-motor 5 passes the first control.
  • the unit 51 is connected to the power battery 3 and the DC-DC converter 4, respectively, and is connected to the power motor 2 through the first controller 51 and the second controller 21.
  • the first controller 51 is connected to the second controller 21, the power battery 3, and the DC-DC converter 4, respectively, and the first controller 51 may have an AC-DC conversion unit, and the secondary motor 5 generates AC power when generating electricity.
  • the AC-DC conversion unit converts the alternating current generated by the high-voltage motor 2 into a high-voltage direct current such as 600V high-voltage direct current to realize at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4. .
  • the second controller 21 may have a DC-AC conversion unit
  • the first controller 51 may convert the alternating current generated by the secondary motor 5 into high-voltage direct current
  • the DC-AC conversion unit may further convert the first controller 51.
  • the high voltage direct current is converted into alternating current to supply power to the power motor 2.
  • the sub-motor 5 when the sub-motor 5 performs power generation, the sub-motor 5 can charge the power battery 3 through the first controller 51 and/or supply power to the DC-DC converter 4. That is, the sub motor 5 can realize either or both of charging the power battery 3 and supplying power to the DC-DC converter 4 through the first controller 51. Further, the sub motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21.
  • the DC-DC converter 4 is also connected to the power battery 3.
  • the DC-DC converter 4 is also connected to the power motor 2 via a second controller 21.
  • the first controller 51 has a first DC terminal DC1
  • the second controller 21 has a second DC terminal DC2
  • the DC-DC converter 4 has a third DC terminal DC3.
  • the third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC on the high voltage DC power output by the first controller 51 through the first DC terminal DC1. Transform.
  • the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the power battery 3, and the first DC terminal DC1 of the first controller 51 can be connected to the power battery 3 to pass the first controller 51.
  • the first DC terminal DC1 outputs high voltage direct current to the power battery 3 to charge the power battery 3.
  • the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the second DC terminal DC2 of the second controller 21, and the first DC terminal DC1 of the first controller 51 can be connected to the second controller.
  • the second DC terminal DC2 of 21 is connected such that the first controller 51 outputs high voltage direct current to the second controller 21 through the first DC terminal DC1 to supply power to the power motor 2.
  • the DC-DC converter 4 is also respectively connected to the first electric device 10 and the low-voltage battery 20 in the hybrid vehicle to supply power to the first electric device 10 and the low-voltage battery 20, and the low-voltage battery 20 It is also connected to the first electrical device 10.
  • the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high voltage DC power and/or the sub motor 5 output from the power battery 3 through the first
  • the high voltage direct current outputted by the controller 51 is converted into low voltage direct current, and the low voltage direct current is output through the fourth direct current terminal DC4. That is, the DC-DC converter 4 can convert any one or both of the high-voltage direct current output from the power battery 3 and the high-voltage direct current output from the sub-motor 5 through the first controller 51 into low-voltage direct current, and pass the fourth direct current.
  • the terminal DC4 outputs the low voltage direct current.
  • the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low-voltage electrical device, including but not Limited to car lights, radios, etc.
  • the fourth DC terminal DC4 of the DC-DC converter 4 can also be coupled to the low voltage battery 20 to charge the low voltage battery 20.
  • the low voltage battery 20 is connected to the first electrical device 10 to supply power to the first electrical device 10.
  • the low voltage battery 20 can be the first electrical device. 10 power supply, thus ensuring the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
  • the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51
  • the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical device 10 and the low voltage battery 20, respectively, when the power motor 2.
  • the sub-motor 5 can generate power to supply power to the first electric device 10 and/or charge the low-voltage battery 20 through the first controller 51 and the DC-DC converter 4.
  • the sub-motor 5 can generate power to supply power to the first electric device 10 through the first controller 51 and the DC-DC converter 4. And charging either or both of the low voltage battery 20 to drive the hybrid vehicle in a pure fuel mode.
  • the first controller 51 can convert the alternating current generated by the secondary motor 5 into high-voltage direct current, and the DC-DC converter 4 can perform the first control.
  • the high voltage direct current converted by the unit 50 is converted to low voltage direct current to supply power to the first electrical device 10 and/or to charge the low voltage battery 20. That is, either or both of powering the first electrical device 10 and charging the low voltage battery 20 are achieved.
  • the sub motor 5 and the DC-DC converter 4 have a separate power supply path.
  • the power motor 2, the second controller 21, and the power battery 3 fail, the electric drive cannot be realized.
  • the sub motor 5 and the DC are passed.
  • the separate power supply channel of the DC converter 4 can ensure the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
  • the first controller 51, the second controller 21, and the power battery 3 are also respectively coupled to the second electrical device 30 in the hybrid vehicle.
  • the first DC terminal DC1 of the first controller 51 can be connected to the second electrical device 30, and when the secondary motor 5 performs power generation, the secondary motor 5 can pass through the first controller. 51 directly supplies power to the second electrical device 30.
  • the AC-DC conversion unit of the first controller 51 can also convert the alternating current generated by the secondary motor 5 into high-voltage direct current and directly supply power to the second electrical device 30.
  • the power battery 3 can also be coupled to the second electrical device 30 to power the second electrical device 30. That is to say, the high voltage direct current output from the power battery 3 can be directly supplied to the second electric device 30.
  • the second electrical device 30 can be a high-voltage electrical device, and can include, but is not limited to, an air conditioner compressor, a PTC (Positive Temperature Coefficient) heater, and the like.
  • power generation by the sub-motor 5 makes it possible to charge the power battery 3, or supply power to the power motor 2, or supply power to the first electric device 10 and the second electric device 30.
  • the power battery 3 can supply power to the power motor 2 through the second controller 21, or supply power to the second electric device 30, and can also supply power to the first electric device 10 and/or the low-voltage battery 20 through the DC-DC converter 4. This enriches the power supply mode of the whole vehicle, meets the power demand of the whole vehicle under different working conditions, and improves the performance of the whole vehicle.
  • the low voltage may refer to a voltage of 12V (volts) or 24V
  • the high voltage may refer to a voltage of 600V, but is not limited thereto.
  • the engine can be prevented from participating in driving at a low speed, and the clutch is not used, the clutch wear or the slip is reduced, the feeling of frustration is reduced, and the comfort is improved, and At low speeds, the engine can be operated in an economical area, and only power generation is not driven, fuel consumption is reduced, engine noise is reduced, low-speed electric balance and low-speed smoothness of the vehicle are maintained, and overall vehicle performance is improved.
  • the secondary motor can directly charge the power battery, and can also supply power for low-voltage devices such as low-voltage batteries, first electrical equipment, etc., and can also be used as a starter.
  • FIG. 4 A specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 4, which is applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
  • this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
  • a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
  • the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
  • An input shaft eg, a first input shaft 911, a second input shaft 912
  • output shafts eg, a first output shaft 921, a second output shaft 922
  • a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
  • a clutch 6 such as the dual clutch 2d in the example of FIG.
  • the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
  • the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
  • the plurality of input shafts may include two input shafts, a first input shaft 911 and a second input shaft 912, and the second input shaft 912 may be coaxially sleeved on the first input shaft 911.
  • the engine 1 is selectively engageable with one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
  • the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
  • the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
  • the plurality of output shafts may include two output shafts, a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are respectively disposed in parallel with the first input shaft 911.
  • each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
  • each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
  • a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
  • the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
  • the motor power shaft 931 is disposed to be coupled with one of a plurality of output shafts (eg, the first output shaft 921 and the second output shaft 922) through the motor power shaft 931 and the output shaft.
  • One of the linkages is such that power can be transferred between the motor power shaft 931 and the one of the output shafts.
  • the power output through the output shaft (such as the power from the output of the engine 1) may be output to the motor power shaft 931, or the power via the motor power shaft 931 (such as the power output from the power motor 2) may be output to the output shaft. .
  • Coupled can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.
  • the linkage of the gear to the shaft may be understood to mean that the shaft that is interlocked with the gear as it rotates will also rotate, or that the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage between the shaft and the shaft can be understood as the other shaft that is linked to and rotates when one of the shafts rotates.
  • linkage of a gear and a gear can be understood as the fact that the other gear that is interlocked with one of the gears will also rotate when it rotates.
  • the power motor 2 is disposed to be interlocked with the motor power shaft 931.
  • the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
  • the motor power shaft 931 may be the motor shaft of the power motor 2 itself.
  • the motor power shaft 931 and the motor shaft of the power motor 2 can also be two separate shafts.
  • the output portion 221 is differentially rotatable relative to the one of the output shafts (eg, the second output shaft 922), in other words, the output portion 221 and the output shaft can be different.
  • the rotation speed rotates independently.
  • the output portion 221 is configured to selectively engage the one of the output shafts to rotate in synchronization with the output shaft, in other words, the output portion 221 is capable of differential or synchronous rotation with respect to the output shaft. In short, the output portion 221 is engageable with respect to the one of the output shafts for synchronous rotation, and of course, can also be turned to rotate at a differential speed.
  • the output portion 221 may be disposed on the one of the output shafts in an empty manner, but is not limited thereto.
  • the output portion 221 is vacant on the second output shaft 922, that is, the output portion 221 and the second output shaft 922 can be differentially rotated at different rotational speeds.
  • the output portion 221 can be rotated in synchronization with the one of the output shafts.
  • the synchronization of the output portion 221 and the output shaft can be realized when necessary by adding a corresponding synchronizer.
  • the synchronizer may be an output portion synchronizer 221c, and the output portion synchronizer 221c is provided to synchronize the one of the output portion 221 and the output shaft.
  • the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
  • the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
  • the differential 75 can be located between the pair of front wheels 71.
  • the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
  • a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
  • the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
  • the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and the sub-motor 5 realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4 when power is generated by the engine 1.
  • FIG. 5 Another specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 5.
  • This embodiment is also applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
  • this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
  • a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
  • the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
  • An input shaft eg, a first input shaft 911, a second input shaft 912
  • output shafts eg, a first output shaft 921, a second output shaft 922
  • a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
  • a clutch 6 such as the dual clutch 2d in the example of FIG.
  • the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
  • the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
  • the plurality of input shafts may include two input shafts of a first input shaft 911 and a second input shaft 912, and the second input shaft 912 is coaxially sleeved on the first input shaft 911, the engine 1 is capable of selectively engaging one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
  • the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
  • the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
  • the plurality of output shafts may include two output shafts of a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are disposed in parallel with the first input shaft 911.
  • each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
  • each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
  • a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
  • the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
  • one of the output shafts (for example, the first output shaft 921 and the second output shaft 922) is provided with at least one reverse output gear 81, and the output shaft is further provided with a reverse gear output.
  • the reverse synchronizer of the gear 81 (for example, the five-speed synchronizer 5c, the six-speed synchronizer 6c), in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 81 and the output shaft, thereby synchronizing the output shaft with the reverse gear
  • the synchronized reverse output gear 81 can be rotated in synchronism, and the reverse power can be output from the output shaft.
  • the reverse output gear 81 is one, and the one reverse output gear 81 can be sleeved on the second output shaft 922.
  • the present invention is not limited thereto.
  • the reverse output gear 81 may also be two, and the two reverse output gears 81 are simultaneously vacant on the second output shaft 922.
  • the reverse output gear 81 can also be three or more.
  • the reverse shaft 89 is disposed in linkage with one of the input shafts (eg, the first input shaft 911 and the second input shaft 912) and also with at least one reverse output gear 81, for example, via the one of the input shafts
  • the power can be transmitted to the reverse output gear 81 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 81.
  • the reverse output gear 81 is vacant on the second output shaft 922, and the reverse shaft 89 is interlocked with the first input shaft 911, for example, the reverse power output of the engine 1 can pass.
  • the first input shaft 911 and the reverse shaft 89 are output to the reverse output gear 81.
  • the motor power shaft 931 will be described in detail below.
  • the motor power shaft 931 is provided with a motor power shaft first gear 31 and a motor power shaft second gear 32.
  • the motor power shaft first gear 31 is meshable with the final drive driven gear 74 to transmit the driving force to the wheels 7 of the hybrid vehicle.
  • the motor power shaft second gear 32 is disposed in linkage with one of the gear driven gears.
  • the power outputted by the power source may be on the motor power shaft.
  • the second gear 32 and the gear driven gear associated therewith are transmitted, and at this time, the motor power shaft second gear 32 is interlocked with the gear driven gear.
  • the motor power shaft second gear 32 is interlocked with the second gear driven gear 2b, and the motor power shaft second gear 32 and the second gear driven gear 2b can be directly meshed or indirectly transmitted through the intermediate transmission member.
  • a motor power shaft synchronizer 33c is further disposed on the motor power shaft 931, and the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can be selected.
  • the motor power shaft first gear 31 or the motor power shaft second gear 32 is engaged with the motor power shaft 3.
  • the clutch sleeve of the motor power shaft synchronizer 33c is moved to the left to engage the motor power shaft second gear 32, and to the right to engage the motor power shaft first gear 31.
  • the power motor 2 is disposed to be interlocked with the motor power shaft 931.
  • the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
  • the power motor 2 can directly transmit the generated power directly from the motor power shaft first gear 31 through the motor power shaft synchronizer 33c.
  • the output of the first gear 31 of the motor power shaft can shorten the transmission chain, reduce the intermediate transmission components, and improve the transmission efficiency.
  • a motor power shaft third gear 33 is fixedly disposed on the motor power shaft 931, and the power motor 2 is disposed to directly mesh or indirectly transmit with the motor power shaft third gear 33.
  • the motor shaft of the power motor 2 is provided with a first motor gear 511, and the first motor gear 511 is driven by the intermediate gear 512 and the motor power shaft third gear 33.
  • the power motor 2 and the motor power shaft 931 can also be coaxially connected.
  • the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
  • the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or between a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
  • the differential 75 can be located between the pair of front wheels 71.
  • the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
  • a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
  • the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
  • first output shaft output gear 211 is fixedly disposed on the first output shaft 921, the first output shaft output gear 211 rotates synchronously with the first output shaft 921, and the first output shaft output gear 211 and the final drive driven gear 74 The transmission is engaged so that power via the first output shaft 921 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.
  • the second output shaft 922 is fixedly disposed with a second output shaft output gear 212, the second output shaft output gear 212 rotates synchronously with the second output shaft 922, and the second output shaft output gear 212 and the final drive driven gear
  • the meshing drive 74 is such that power through the second output shaft 922 can be transmitted from the second output shaft output gear 212 to the final drive driven gear 74 and the differential 75.
  • the motor power shaft first gear 31 can be used to output power through the motor power shaft 931, and thus the motor power shaft first gear 31 is also meshed with the final drive driven gear 74.
  • the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and when the sub-motor 5 performs power generation by the engine 1, it realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4.
  • the power system of the hybrid vehicle further includes a control module 101 for controlling the power system of the hybrid vehicle.
  • the control module 101 can be an integration of a controller having a control function in a hybrid vehicle, such as a vehicle controller that can be a hybrid vehicle, a first controller 51 and a second control in the embodiment of FIG.
  • the integration of the device 21 and the like is not limited thereto. The control method performed by the control module 101 will be described in detail below.
  • the control module 101 is configured to acquire a SOC value (State of Charge, also called a remaining power) of the power battery 3, an SOC value of the low-voltage battery 20, and a vehicle speed of the hybrid vehicle, and The sub motor 5 is controlled to enter the power generation power adjustment mode according to the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle, so that the engine 1 operates in a preset optimal economic region, wherein when the sub motor 5 enters the power generation power adjustment mode, The control module 101 is further configured to adjust the power generation of the sub-motor 5 according to the SOC value of the low-voltage battery 20.
  • the power generation power adjustment mode is a mode for adjusting the power generation of the engine.
  • the engine 1 can be driven to drive the secondary motor 5 to generate power to adjust the power generation of the secondary motor 5.
  • the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 can be collected by the battery management system of the hybrid vehicle, so that the battery management system collects the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 .
  • the control module 101 is sent to the control module 101 to acquire the SOC value of the power battery 3 and the SOC value of the low voltage battery 20.
  • the preset optimal economic area of the engine 1 can be determined in conjunction with the engine universal characteristic map.
  • An example of the engine characteristic map is shown in FIG. 7, wherein the side ordinate is the output torque of the engine 1, the abscissa is the engine speed, and the curve a is the fuel economy curve of the engine 1.
  • the area corresponding to the fuel economy curve is the optimal economic area of the engine. That is, when the torque and torque of the engine 1 are on the optimal fuel economy curve of the engine, the engine is in the optimal economic area.
  • the control module 101 can cause the engine 1 to operate at a preset optimal economic zone by controlling the engine speed and output torque to fall on an engine fuel economy curve, such as curve a.
  • the engine 1 can output power to the wheels 7 of the hybrid vehicle through the clutch 6, and the engine 1 can also drive the sub-motor 5 to generate electric power.
  • the output power of the engine mainly includes two parts, one part is output to the sub-motor 5, that is, the power generation power that drives the sub-motor 5 to generate electric power, and the other part is output to the wheel 7, that is, the driving power of the driving wheel 7.
  • the control module 101 may first acquire the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle, and then control the sub-motor 5 to enter the power generation according to the SOC value of the power battery 3 and the vehicle speed of the hybrid vehicle.
  • the power adjustment mode is such that the engine 1 operates in a preset optimal economic zone.
  • the control module 101 can adjust the power generation of the sub-motor 5 while operating the engine 1 in a preset optimum economic region.
  • the control module 101 further adjusts the power generation of the sub-motor 5 according to the SOC value of the low-voltage battery 20.
  • control module 101 is further configured to control the power generation of the sub-motor 5 according to the SOC value of the power battery 3, the SOC value of the low-voltage battery 20, and the vehicle speed of the hybrid vehicle, and according to the vice
  • the power generated by the motor 5 obtains the power generated by the engine 1 to control the engine 1 to operate in a preset optimum economic region.
  • the engine 1 can be operated in a preset optimal economic region, and since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption of the engine 1 can be reduced, and the engine 1 can be reduced. Noise, improve the economy of the vehicle operation.
  • the sub-motor 5 since the sub-motor 5 has high power generation and power generation efficiency at a low speed, it can meet the power demand of low-speed driving, can maintain the low-speed electric balance of the whole vehicle, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.
  • the low-voltage battery can realize the low-voltage power supply of the whole vehicle through the low-voltage battery, thereby ensuring that the whole vehicle can realize the pure fuel mode driving and improve the mileage of the whole vehicle.
  • control module 101 is configured to: if the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first preset value, if the vehicle speed of the hybrid vehicle is less than the first preset The vehicle speed is set, and the sub motor 5 is controlled to enter the power generation power adjustment mode.
  • the first preset value may be an upper limit value of the SOC value of the power battery 3 set in advance, for example, a determination value for stopping charging, and may preferably be 30%.
  • the preset limit value may be a lower limit value of the SOC value of the power battery 3 set in advance, for example, a determination value for stopping the discharge, and may preferably be 10%.
  • the SOC value of the power battery 3 can be divided into three intervals according to the first preset value and the preset limit value, that is, the first power interval, the second power interval, and the third power interval, when the SOC value of the power battery 3 is less than Or equal to the preset limit value, the SOC value of the power battery 3 is in the first power interval, at which time the power battery 3 is only charged and not discharged; when the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first When the preset value is reached, the SOC value of the power battery 3 is in the second power interval.
  • the power battery 3 has a charging demand, and the power battery 3 can be actively charged; when the SOC value of the power battery 3 is greater than the first preset value, The SOC value of the power battery 3 is in the third power interval, and at this time, the power battery 3 may not be charged, that is, the power battery 3 is not actively charged.
  • the control module 101 can determine the interval in which the SOC value of the power battery 3 is located, and if the SOC value of the power battery 3 is in the second power interval, the power The SOC value of the battery 3 is greater than a preset limit value and less than or equal to the first preset value, indicating that the power battery 3 can be charged. At this time, the control module 101 further determines whether the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed. If the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, the control sub-motor 5 enters the power generation power adjustment mode. At this time, the hybrid vehicle has a lower vehicle speed and requires less driving force, and the power motor 2 is sufficient to drive the hybrid power. When the car is running, the engine 1 can only drive the sub-motor 5 to generate electricity and does not participate in driving.
  • the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • control module 101 is further configured to: acquire the hybrid vehicle when the SOC value of the power battery 3 is greater than a preset limit value and less than or equal to the first preset value, and the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed The vehicle requires power, and when the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor 5, the control sub-motor 5 enters the power generation power adjustment mode.
  • the control module 101 may further determine the whole Whether the required power of the vehicle is greater than the maximum allowable power generation of the auxiliary motor 5, if the required power of the whole vehicle is less than or equal to the maximum allowable power generation of the auxiliary motor 5, the control sub-motor 5 enters the power generation power adjustment mode, and at this time, the driving required for the entire vehicle The force is small, and the power demand of the whole vehicle is small.
  • the power motor 2 is sufficient to drive the hybrid vehicle, and the engine 1 can only drive the auxiliary motor 5 to generate electricity and does not participate in driving.
  • the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • control module 101 is further configured to: when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle demand power is less than
  • the maximum allowable power generation of the secondary motor is equal to, the accelerator pedal depth of the hybrid vehicle and the vehicle resistance of the hybrid vehicle are obtained, and the accelerator pedal depth is less than or equal to the first preset depth and the vehicle resistance of the hybrid vehicle is less than or equal to the first
  • the secondary motor is controlled to enter the power generation regulation mode.
  • the vehicle resistance of the hybrid vehicle may be the driving resistance of the hybrid vehicle such as rolling resistance, acceleration resistance, slope resistance, and air resistance.
  • the control module 101 may further determine whether the accelerator pedal depth is greater than the first predetermined depth and whether the overall vehicle resistance of the hybrid vehicle is greater than the first preset resistance, if the accelerator pedal depth is less than or equal to the first pre-step If the vehicle resistance of the depth or hybrid vehicle is less than or equal to the first preset resistance, the control sub-motor 5 enters the power generation power adjustment mode.
  • the accelerator pedal has a small depth and the vehicle resistance is also small.
  • the power motor 2 is sufficient to drive the hybrid vehicle, and the engine 1 can only drive the sub-motor 5 to generate electricity without participating in the driving.
  • the engine can only generate electricity and not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • the engine 1 when the hybrid vehicle is running at a low speed, the engine 1 can generate power only and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slip, while reducing the sense of frustration and improving comfort, and At low speeds, the engine is operated in an economical area. Since the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic zone, fuel consumption can be reduced, engine noise can be reduced, and the economy of the vehicle can be improved. The car's low-speed electric balance and low-speed ride comfort improve vehicle performance.
  • control module 101 is further configured to: when controlling the engine 1 to separately drive the sub-motor 5 to generate power, and control the power motor 2 to independently output the driving force, obtain the generated power of the engine 1 according to the following formula:
  • P0 is the power generation power of the engine 1
  • P1 is the power generation power of the sub-motor 5
  • ⁇ belt transmission efficiency is the efficiency of the sub-motor 5.
  • the control module 101 can calculate the power generation power P0 of the engine 1 based on the power generation power of the sub-motor 5, the belt transmission efficiency ⁇ , and the efficiency of the sub-motor 5, and The control engine 1 drives the sub-motor 5 to generate electric power with the acquired power generation power P0 to control the power generation of the sub-motor 5.
  • control module 101 is further configured to: when the SOC value of the power battery 3 is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power
  • the engine 1 is controlled to participate in driving when the maximum allowable power generation of the sub-motor 5, or the accelerator pedal depth is greater than the first predetermined depth, or the vehicle resistance of the hybrid vehicle is greater than the first preset resistance.
  • the SOC value of the power battery 3 is less than the preset limit value M2, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power is greater than the maximum allowable power generation of the sub-motor 5, or the throttle
  • the control module 101 controls the engine 1 to participate in the driving.
  • the power battery 3 is no longer discharged, and the driving required for the whole vehicle is required.
  • the force is large, the power demand of the whole vehicle is large, the depth of the accelerator pedal is large, or the whole vehicle resistance is also large.
  • the power motor 2 is not enough to drive the hybrid vehicle, and the engine 1 participates in driving to make up the driving.
  • the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle.
  • control module 101 is further configured to: when the vehicle demand power is greater than the maximum allowable power generation of the sub-motor 5, also control the engine 1 to participate in driving to cause the engine 1 to output power to the wheels through the clutch 6.
  • control module 101 is further configured to: when the SOC value of the power battery 3 is less than or equal to a preset limit value, control the engine 1 to participate in driving to cause the engine 1 to output power to the wheel through the clutch 6; when the SOC value of the power battery 3 When the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed and the accelerator pedal depth is greater than the first preset depth, the control engine 1 participates in driving to cause the engine 1 to output power to the wheel through the clutch 6; When the SOC value of the power battery 3 is less than or equal to the first preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle resistance of the hybrid vehicle is greater than the first preset resistance, the engine 1 participates in driving to pass the engine 1 The clutch 6 outputs power to the wheels.
  • control module 101 can acquire the SOC value of the power battery 3, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, the vehicle resistance, and the vehicle demand power in real time, and the SOC value of the power battery 3 and the throttle of the hybrid vehicle. Judging the pedal depth, vehicle speed and vehicle resistance:
  • the control module 101 controls the engine 1 and the power motor 2 to simultaneously participate in driving. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated in a preset optimal economic region by adjusting the power generation of the sub-motor 5.
  • the control module 101 controls the engine 1 and the power motor 2 to participate in driving at the same time. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated at a preset optimal economy by adjusting the power generation of the sub-motor 5. region.
  • the control module 101 controls the engine 1 and the power motor 2 to participate in the driving at the same time. At this time, the control module 101 can also control the engine 1 to drive the sub-motor 5 to generate electricity, and the engine 1 can be operated at the preset by adjusting the power generation of the sub-motor 5. The best economic area.
  • the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle. Moreover, the engine can be controlled to operate in an economical area. Since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption can be reduced, the engine noise can be reduced, and the economic performance of the vehicle can be improved.
  • control module 101 is further configured to: when the SOC value of the power battery 3 is less than or equal to a preset limit value, and the vehicle speed of the hybrid vehicle is greater than the first preset vehicle speed, control the engine 1 to participate in driving to pass the engine 1 through the clutch 6 The power is output to the wheel 7.
  • the engine 1 can participate in driving when the driving force output from the power motor 2 is insufficient, thereby ensuring normal running of the entire vehicle, improving the power performance of the entire vehicle, and improving the mileage of the entire vehicle.
  • control module 101 is further configured to: when the SOC value of the power battery 3 is greater than the first preset value, the engine 1 does not drive the sub-motor 5 to generate power, and at this time, the power of the power battery 3 is nearly full.
  • the motor 1 does not drive the sub-motor 5 to generate electricity without charging. That is, when the power of the power battery 3 is nearly full, the engine 1 does not drive the sub-motor 5 to generate electric power, so that the sub-motor 5 does not charge the power battery 3.
  • control module 101 can adjust the power generation power of the sub-motor 5.
  • the following describes the power generation power adjustment process of the control module 101 of the embodiment of the present invention.
  • control module 101 is further configured to: according to the vehicle demand power of the hybrid vehicle, the charging power of the power battery 3, and the charging power of the low voltage battery 20, after the sub-motor 5 enters the power generation power adjustment mode, The SOC value of the low voltage battery 20 adjusts the power generation of the sub motor 5.
  • the formula for adjusting the power generation of the sub-motor 5 according to the vehicle required power of the hybrid vehicle, the charging power of the power battery 3, and the charging power of the low-voltage battery 20 may be as follows:
  • P1 is the power generation power of the sub-motor 5
  • P2 is the power demanded by the whole vehicle
  • P3 is the charging power of the power battery 3
  • P4 is the charging power of the low-voltage battery 20
  • P11 is the driving power of the whole vehicle
  • P21 is the power of the electric appliance.
  • the electrical equipment includes the first electrical equipment 10 and the second electrical equipment 30, that is, the electrical equipment power P21 may include the power required by the high voltage electrical equipment and the low voltage electrical equipment.
  • the vehicle driving power P11 may include the output power of the power motor 2, and the control module 101 may obtain the vehicle driving power P11 according to the preset throttle-torque curve of the power motor 2 and the rotational speed of the power motor 2.
  • the preset throttle-torque curve can be determined when the hybrid vehicle power is matched; the control module 101 can obtain the electrical equipment power P21 in real time according to the electrical equipment running the vehicle, for example, calculating the electrical equipment power P21 by DC consumption on the bus;
  • the control module 101 can acquire the charging power P3 of the power battery 3 according to the SOC value of the power battery 3, and acquire the charging power P4 of the low voltage battery 20 according to the SOC value of the low voltage battery 20.
  • the control module 101 can obtain the charging power P3 of the power battery 3, the charging power P4 of the low-voltage battery 20, the driving power of the vehicle P11, and the power of the electrical equipment P21, and the power battery 3 The sum of the charging power P3, the charging power P4 of the low-voltage battery 20, the driving power P11 of the entire vehicle, and the power P21 of the electric appliance as the power generation P1 of the sub-motor 5, whereby the control module 101 can pair the sub-motor 5 according to the calculated P1 value.
  • the power generation power is adjusted.
  • the control module 101 can control the output torque and the rotational speed of the engine 1 according to the calculated P1 value to adjust the power that the engine 1 drives the secondary motor 5 to generate power.
  • control module 101 is further configured to: acquire a rate of change of the SOC value of the power battery 3, and select a minimum output power Pmin corresponding to the optimal economic region of the engine 1 according to the vehicle demand power P2.
  • the relationship between the SOC value of the power battery 3, the SOC value of the low-voltage battery 20, and the SOC value change rate of the low-voltage battery 20 regulate the power generation of the sub-motor 5.
  • control module 101 can obtain the rate of change of the SOC value of the power battery 3 according to the SOC value of the power battery 3, for example, the SOC value of the power battery 3 is collected once every time interval t, so that the current state of the power battery 3 can be The ratio of the difference between the SOC value and the previous SOC value to the time interval t is taken as the rate of change of the SOC value of the power battery 3.
  • the rate of change of the SOC value of the low voltage battery 20 can be obtained according to the SOC value of the low voltage battery 20, for example, the SOC value of the low voltage battery 20 is collected once every time interval t, so that the current SOC value of the low voltage battery 20 can be compared with the previous one. The ratio of the difference between the SOC values and the time interval t is taken as the rate of change of the SOC value of the low-voltage battery 20.
  • the optimal economic region of the engine can be determined according to the engine characteristic curve shown in FIG. 7, and then the minimum output power Pmin corresponding to the optimal economic region of the engine is obtained, and the control module 101 determines the optimal economic region of the engine. After the corresponding minimum output power Pmin, the relationship between the vehicle required power P2 and the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the rate of change of the SOC value of the power battery 3, and the SOC value of the low-voltage battery 20 The rate of change of the SOC value of the low-voltage battery 20 adjusts the power generation of the sub-motor 5.
  • the engine 1 can generate electricity only without participating in the drive, since the engine is not Involved in the drive, the clutch is not needed, which can reduce the clutch wear or slip, reduce the sense of frustration, improve the comfort, and thus maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
  • control module 101 The relationship between the control module 101 and the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the rate of change of the SOC value of the power battery 3 according to the vehicle demand power P2 after the sub-motor 5 enters the power generation power adjustment mode is further described below.
  • the SOC value of the low-voltage battery 20 and the rate of change of the SOC value of the low-voltage battery 20 adjust the specific power of the power generation of the sub-motor 5.
  • control module 101 is further configured to: when the SOC value of the low-voltage battery 20 is greater than a preset low-power threshold, acquire the charging power P3 of the power battery 3 according to the SOC value change rate of the power battery 3, and determine the power battery 3 Whether the charging power P3 is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the vehicle demand power P2, wherein the charging power P3 of the power battery 3 is smaller than the minimum output power corresponding to the optimal economic region of the engine 1.
  • the difference between the Pmin and the vehicle demand power P2 is controlled by the engine 1 to generate power at the minimum output power to adjust the power generation of the sub-motor 5; if the charging power P3 of the power battery 3 is greater than or equal to the optimal economic region of the engine 1
  • the difference between the minimum output power Pmin and the vehicle demand power P2 according to the sum of the charging power P3 of the power battery 3 and the vehicle demand power P2, the output power of the engine 1 in the preset optimal economic region is obtained, and the engine is controlled. 1 Power generation is performed at the obtained output power to adjust the power generation of the sub-motor 5.
  • control module 101 is further configured to: when the SOC value of the low-voltage battery 20 is less than or equal to a preset low-power threshold, obtain a rate of change of the SOC value of the low-voltage battery 20 and a rate of change of the SOC value of the power battery 3, and according to the low-voltage battery
  • the SOC value change rate of 20 acquires the charging power P4 of the low-voltage battery 20 and acquires the charging power P3 of the power battery 3 according to the rate of change of the SOC value of the power battery 3, and determines the charging power P4 of the low-voltage battery 20 and the charging power P3 of the power battery 3.
  • the difference between the minimum output power Pmin corresponding to the optimal economic region and the vehicle demand power P2 is controlled by the engine 1 to generate power at the minimum output power Pmin to adjust the power generation of the sub-motor 5; if the charging power P4 of the low-voltage battery 20 is The sum of the charging powers P3 of the power battery 3 is greater than or equal to the minimum output power Pmin corresponding to the optimal economic region of the engine 1.
  • the difference between the vehicle demand power P2 and the output power of the engine 1 in the preset optimal economic region is obtained according to the sum of the charging power P3 of the power battery 3, the charging power P4 of the low-voltage battery 20, and the vehicle demand power P2, and Power generation by controlling the engine 1 at the obtained output power to adjust the power generation of the sub-motor 5.
  • the first relationship table between the rate of change of the SOC value of the power battery 3 and the charging power P3 of the power battery 3 can be pre-stored in the control module 101, whereby the control module 101 acquires the change of the SOC value of the power battery 3. After the rate, the charging power P3 of the corresponding power battery 3 can be obtained by comparing the first relationship table.
  • a first relationship table between the rate of change of the SOC value of the power battery 3 and the charging power P3 of the power battery 3 can be as shown in Table 1 below.
  • the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B1; when the rate of change of the SOC value of the power battery 3 is A2, the control module 101 The charging power P3 of the corresponding power battery 3 can be obtained as B2; when the SOC value change rate of the power battery 3 is A3, the control module 101 can obtain the corresponding charging power P3 of the power battery 3 as B3; when the SOC value of the power battery 3 When the rate of change is A4, the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B4; when the rate of change of the SOC value of the power battery 3 is A5, the control module 101 can obtain the charging power P3 of the corresponding power battery 3 as B5. .
  • a second relationship table between the rate of change of the SOC value of the low voltage battery 20 and the charging power P4 of the low voltage battery 20 can be pre-stored in the control module 101, whereby the control module 101 obtains the rate of change of the SOC value of the low voltage battery 20
  • the charging power P4 of the corresponding low-voltage battery 20 can be obtained by comparing the second relationship table.
  • a first relationship table between the rate of change of the SOC value of the low voltage battery 20 and the charging power P4 of the low voltage battery 20 can be as shown in Table 2 below.
  • Rate of change of SOC value of low voltage battery 20 A11 A12 A13 A14 A15 Charging power of low voltage battery 20 B11 B12 B13 B14 B15
  • the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B11; and when the rate of change of the SOC value of the low-voltage battery 20 is A12, the control module 101 The charging power P4 of the corresponding low-voltage battery 20 can be obtained as B12; when the rate of change of the SOC value of the low-voltage battery 20 is A13, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B13; When the rate of change is A14, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B14; when the rate of change of the SOC value of the low-voltage battery 20 is A15, the control module 101 can obtain the charging power P4 of the corresponding low-voltage battery 20 as B15. .
  • the control module 101 can acquire the SOC value of the low-voltage battery 20, the SOC value of the power battery 3, and the vehicle demand power P2 (the vehicle driving power P11 and the electrical equipment power P21). And, then, it is judged whether the SOC value of the low voltage battery 20 is greater than a preset low battery threshold.
  • the rate of change of the SOC value of the power battery 3 is obtained, and the charging power P3 of the power battery 3 corresponding to the rate of change of the SOC value of the power battery 3 is queried to select a suitable one.
  • the charging power P3 enables the SOC value of the power battery 3 to rise, and further determines whether the charging power P3 of the power battery 3 is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and the vehicle demand power P2, if , that is, P3 ⁇ Pmin-P2, by controlling the engine 1 to generate power at the minimum output power Pmin to adjust the power generation of the sub-motor 5, that is, controlling the engine 1 to operate at the minimum output power Pmin corresponding to the optimal economic region; if not, That is, P3 ⁇ Pmin-P2, according to the sum of the charging power P3 of the power battery 3 and the vehicle demand power P2, the output power of the engine 1 in the preset optimal economic region is obtained, and the output power obtained by controlling the engine 1 is obtained.
  • the acquired output Rate may be powered battery charging power P3 of the 3 vehicle power demand i.e. the sum of P2 (P2 + P3 or P11 + P21 + P3), the engine 1 may be controlled at this time to obtain output power to generate electricity.
  • the rate of change of the SOC value of the power battery 3 is obtained, and the charging power P3 of the power battery 3 corresponding to the rate of change of the SOC value of the power battery 3 is queried to select
  • the appropriate charging power P3 enables the SOC value of the power battery 3 to rise, and acquires the rate of change of the SOC value of the low-voltage battery 20, and queries the charging power P4 of the low-voltage battery 20 corresponding to the rate of change of the SOC value of the low-voltage battery 20 to select a suitable one.
  • the charging power P4 enables the SOC value of the low-voltage battery 20 to rise, and further determines whether the sum of the charging power P4 of the low-voltage battery 20 and the charging power P3 of the power battery 3 is smaller than the minimum output power Pmin corresponding to the optimal economic region of the engine 1 and The difference between the vehicle demand power P2. If YES, that is, P3 + P4 ⁇ Pmin - P2, power is generated by controlling the engine 1 at the minimum output power Pmin to adjust the power generation of the sub-motor 5, that is, control the engine 1 to operate at the minimum output power Pmin corresponding to the optimum economic region.
  • the sum of the vehicle demand power P2 is (P2+P3+P4 or P11+P21+P3+P4), and the engine 1 is controlled to generate power with the obtained output power.
  • the engine can operate in an economical area, and only power generation does not participate in the drive, thereby eliminating the use of clutches, reducing clutch wear or slippage, while reducing the sense of frustration, improving comfort, reducing fuel consumption, and reducing engine noise.
  • the engine In order to maintain the low-speed electric balance and low-speed smoothness of the whole vehicle, and improve the performance of the whole vehicle.
  • the engine outputs power to the wheels of the hybrid vehicle through the clutch
  • the power motor outputs the driving force to the wheels of the hybrid vehicle
  • the power battery supplies power to the power motor.
  • the control module acquires the SOC value of the power battery, the SOC value of the low voltage battery, and the hybrid power.
  • the auxiliary motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region, and when the secondary motor enters the power generation power adjustment mode, the control is performed.
  • the module is also used to adjust the power generation of the secondary motor according to the SOC value of the low-voltage battery, so that the engine can not participate in the driving at a low speed, thereby eliminating clutch wear, reducing clutch wear or slipping, and reducing the sense of frustration and improving. Comfort, and can make the engine work at low speed In the economic area, not only the driving power, reduce fuel consumption, reduce engine noise, low-speed electric vehicle to maintain balance and low-speed ride comfort, enhance vehicle performance.
  • an embodiment of the present invention also proposes a hybrid vehicle.
  • FIG. 8 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
  • the hybrid vehicle 200 includes the powertrain system 100 of the hybrid vehicle of the above embodiment.
  • the low-speed electric balance and the low-speed smoothness of the whole vehicle can be maintained.
  • the embodiment of the present invention further provides a power generation control method for the hybrid vehicle.
  • FIG. 9 is a flow chart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 9, the power generation control method of the hybrid vehicle includes the following steps:
  • S1 obtaining the SOC value of the power battery of the hybrid vehicle and the vehicle speed of the hybrid vehicle, and the SOC value of the low-voltage battery of the hybrid vehicle;
  • the SOC value of the power battery and the SOC value of the low voltage battery can be collected by the battery management system of the hybrid vehicle so as to obtain the SOC value of the power battery and the SOC value of the low voltage battery.
  • S2 controlling the auxiliary motor of the hybrid vehicle to enter the power generation power adjustment mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle, so that the engine of the hybrid vehicle runs in a preset optimal economic region, wherein the secondary motor is in the engine Driven by electricity;
  • the power generation power adjustment mode is a mode for adjusting the power generation of the engine, and in the power generation power adjustment mode, the power can be generated by controlling the engine to drive the secondary motor to adjust the power generation of the secondary motor.
  • the engine's pre-set optimal economic area can be determined in conjunction with the engine's universal characteristic map.
  • An example of an engine characteristic map is shown in FIG. 7, wherein the side ordinate is the output torque of the engine, the abscissa is the engine speed, and the curve a is the fuel economy curve of the engine.
  • the area corresponding to the fuel economy curve is the optimal economic area of the engine. That is, when the torque and torque of the engine are on the optimal fuel economy curve of the engine, the engine is in the best economic area.
  • the engine speed and output torque can be controlled to fall on an engine fuel economy curve, such as curve a, to operate the engine at a predetermined optimal economic zone.
  • the engine can output power to the wheels of the hybrid vehicle through the clutch, and the engine can also drive the secondary motor to generate electricity.
  • the output power of the engine mainly includes two parts, one part is output to the sub-motor, that is, the power that drives the sub-motor to generate electricity, and the other part is output to the wheel, that is, the power that drives the wheel.
  • the SOC value of the power battery and the vehicle speed of the hybrid vehicle may be first obtained, and then the sub-motor is controlled to enter the power generation mode according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle to make the engine work.
  • the power generation mode the power generation of the secondary motor can be adjusted while the engine is operating in the preset optimal economic zone.
  • the power generation power of the sub-motor is further adjusted according to the SOC value of the low-voltage battery.
  • step S2 and step S3 further comprise: controlling the power generation of the sub motor according to the SOC value of the power battery, the SOC value of the low voltage battery, and the vehicle speed of the hybrid vehicle, and according to the sub motor
  • the power generated by the engine obtains the power generated by the engine to control the engine to operate in a preset optimal economic zone.
  • the engine can be operated in the preset optimal economic region, and the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, thereby reducing the fuel consumption of the engine, reducing the noise of the engine, and improving the overall efficiency.
  • the economy of the car operation since the secondary motor has high power generation and power generation efficiency at low speed, it can meet the power demand of low-speed driving, maintain the low-speed electric balance of the whole vehicle, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.
  • the low-voltage battery can realize the low-voltage power supply of the whole vehicle through the low-voltage battery, thereby ensuring that the whole vehicle can realize the pure fuel mode driving and improve the mileage of the whole vehicle.
  • the slave motor when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, if the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, the slave motor is controlled. Enter the power generation mode.
  • the first preset value may be an upper limit value of the SOC value of the power battery set in advance, for example, a determination value for stopping charging, and may preferably be 30%.
  • the preset limit value may be a lower limit value of the SOC value of the power battery set in advance, for example, a determination value for stopping the discharge, and may preferably be 10%.
  • the SOC value of the power battery can be divided into three intervals according to the first preset value and the preset limit value, that is, the first power interval, the second power interval, and the third power interval, when the SOC value of the power battery is less than or equal to
  • the preset limit value is used, the SOC value of the power battery is in the first power interval, and the power battery is only charged and not discharged; when the SOC value of the power battery is greater than a preset limit value and less than or equal to the first preset value, The SOC value of the power battery is in the second power range.
  • the power battery has a charging demand, and the power battery can be actively charged; when the SOC value of the power battery is greater than the first preset value, the SOC value of the power battery is at the third power level. In the interval, the power battery can be not charged at this time, that is, the power battery is not actively charged.
  • the interval in which the SOC value of the power battery is located may be determined. If the SOC value of the power battery is in the second power interval, the SOC value of the power battery is greater than the pre- If the limit value is set and less than or equal to the first preset value, it indicates that the power battery can be charged. At this time, it is further determined whether the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, if the vehicle speed of the hybrid vehicle is less than the first preset When the vehicle speed is set, the auxiliary motor enters the power generation regulation mode. At this time, the hybrid vehicle has a lower vehicle speed and requires less driving force. The power motor is sufficient to drive the hybrid vehicle, and the engine can only drive the auxiliary motor to generate electricity. Participate in the drive.
  • the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • the vehicle demand power of the hybrid vehicle is also obtained, and When the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor, the control sub-motor enters the power generation power adjustment mode.
  • the secondary motor is controlled to enter the power generation mode. At this time, the driving force required for the entire vehicle is less, and the vehicle is completely The power demand is small, the power motor is enough to drive the hybrid vehicle, and the engine can only drive the auxiliary motor to generate electricity and not participate in the drive.
  • the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed
  • the vehicle demand power is less than or equal to the maximum allowable power generation of the sub-motor
  • the accelerator pedal depth of the hybrid vehicle and the vehicle resistance of the hybrid vehicle are also obtained, and when the accelerator pedal depth is less than or equal to the first preset depth and the vehicle resistance of the hybrid vehicle is less than or equal to the first preset resistance, The control sub-motor enters the power generation regulation mode.
  • the vehicle resistance of the hybrid vehicle may be the driving resistance of the hybrid vehicle such as rolling resistance, acceleration resistance, slope resistance, and air resistance.
  • the control sub-motor enters the power generation power adjustment mode.
  • the driving force required for the whole vehicle is less, and the vehicle requires less power, and the accelerator pedal depth is smaller.
  • the vehicle's resistance is also small.
  • the power motor is enough to drive the hybrid vehicle.
  • the engine can only drive the auxiliary motor to generate electricity and not participate in the drive.
  • the engine only generates electricity and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort.
  • the engine when the hybrid vehicle is running at a low speed, the engine can generate power only and does not participate in the drive. Since the engine does not participate in the drive, the clutch does not need to be used, thereby reducing clutch wear or slippage, and at the same time reducing the sense of frustration and improving comfort. Moreover, the engine is operated in an economical area at a low speed, and the engine has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, thereby reducing fuel consumption, reducing engine noise, and improving the economics of the entire vehicle operation, thereby maintaining The vehicle's low-speed electric balance and low-speed smoothness improve vehicle performance.
  • the power generation of the engine can be obtained according to the following formula:
  • P0 is the power generation of the engine
  • P1 is the power generation of the secondary motor
  • ⁇ belt transmission efficiency is the efficiency of the secondary motor.
  • the power generation power P0 of the engine can be calculated according to the power generation power of the secondary motor, the belt transmission efficiency ⁇ , and the efficiency of the secondary motor, and the power generated by the engine can be controlled.
  • P0 drives the secondary motor to generate electricity to control the power generated by the secondary motor.
  • the SOC value of the power battery is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power.
  • the engine is controlled to participate in driving when the maximum allowable power generation of the secondary motor, or the depth of the accelerator pedal is greater than the first predetermined depth, or the vehicle resistance of the hybrid vehicle is greater than the first predetermined resistance.
  • the SOC value of the power battery is less than a preset limit value, or the vehicle speed of the hybrid vehicle is greater than or equal to the first preset vehicle speed, or the vehicle demand power is greater than the maximum allowable power generation of the sub motor, or the accelerator pedal depth is greater than
  • the control module controls the engine to participate in the driving.
  • the power battery is no longer discharged, the driving force required for the whole vehicle is large, and the whole vehicle
  • the demand power is large, the accelerator pedal depth is large or the vehicle resistance is also large, the power motor is not enough to drive the hybrid vehicle, and the engine participates in the drive to make up the drive.
  • the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
  • the engine is also controlled to drive to cause the engine to output power to the wheels of the hybrid vehicle through the clutch.
  • the engine when the SOC value of the power battery is less than or equal to a preset limit value, controlling the engine to participate in driving to cause the engine to output power to the wheel of the hybrid vehicle through the clutch; when the SOC value of the power battery is less than or equal to the first preset value When the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed and the accelerator pedal depth is greater than the first preset depth, the engine is further controlled to drive the engine to output power to the wheel through the clutch; when the SOC value of the power battery is less than or equal to the first When the preset value, the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed, and the vehicle resistance of the hybrid vehicle is greater than the first preset resistance, the engine is further controlled to drive the engine to output power to the wheel through the clutch.
  • the SOC value of the power battery, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, the vehicle resistance, and the vehicle demand power can be obtained in real time, and the SOC value of the power battery, the accelerator pedal depth of the hybrid vehicle, the vehicle speed, and The vehicle resistance is judged:
  • the power battery cannot provide sufficient power due to the low power of the power battery, and the engine and the power motor are simultaneously controlled to participate in driving, and the engine can also be driven to drive the auxiliary motor.
  • Power generation is performed to charge the power battery.
  • the engine can be controlled to drive the secondary motor to generate electricity, and the engine can be operated in a preset optimal economic region by adjusting the power generation of the secondary motor.
  • the control module controls because the accelerator pedal depth is deeper.
  • the engine and the power motor are simultaneously involved in driving. At this time, the engine can be controlled to drive the auxiliary motor to generate electricity, and the engine can be operated in the preset optimal economic region by adjusting the power generated by the secondary motor.
  • the vehicle speed of the hybrid vehicle is less than the first preset vehicle speed
  • the vehicle resistance of the hybrid vehicle is greater than the first preset resistance
  • the vehicle resistance is greater
  • the engine and the power motor can be controlled to participate in the driving at the same time.
  • the engine can be controlled to drive the auxiliary motor to generate electricity, and the engine can be operated in the preset optimal economic region by adjusting the power generation of the secondary motor.
  • the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
  • the engine can be controlled to operate in an economical area. Since the engine 1 has the lowest fuel consumption and the highest fuel economy in the preset optimal economic region, the fuel consumption can be reduced, the engine noise can be reduced, and the economic performance of the vehicle can be improved.
  • control module is further configured to: when the SOC value of the power battery is less than or equal to a preset limit value, and the vehicle speed of the hybrid vehicle is greater than the first preset vehicle speed, control the engine to participate in driving to cause the engine to output power to the wheel through the clutch .
  • the engine can participate in driving when the driving force of the power motor output is insufficient, thereby ensuring the normal running of the whole vehicle, improving the power performance of the whole vehicle, and improving the mileage of the whole vehicle.
  • control module is further configured to: when the SOC value of the power battery is greater than the first preset value, the engine does not drive the sub-motor to generate electricity, and at this time, the power of the power battery is nearly full, no charging, and the engine is not Drive the secondary motor to generate electricity. That is to say, when the power of the power battery is close to full power, the engine does not drive the sub motor to generate electricity, so that the sub motor does not charge the power battery.
  • the power generation of the secondary motor can be adjusted.
  • the power generation power adjustment process of the embodiment of the present invention will be specifically described below.
  • the power generation of the secondary motor is based on the power demand of the hybrid vehicle, the charging power of the power battery, the charging power of the low voltage battery, and the SOC value of the low voltage battery. The power is adjusted.
  • the formula for adjusting the power generation of the sub-motor according to the power demand of the hybrid vehicle, the charging power of the power battery, and the charging power of the low-voltage battery is as follows:
  • P1 is the power generated by the secondary motor
  • P2 is the power demanded by the vehicle
  • P3 is the charging power of the power battery
  • P4 is the charging power of the low-voltage battery
  • P11 is the driving power of the whole vehicle
  • P21 is the power of the electrical equipment.
  • the electrical equipment includes the first electrical equipment and the second electrical equipment, that is, the electrical equipment power P21 may include the power required by the high-voltage electrical equipment and the low-voltage electrical equipment.
  • the vehicle driving power P11 may include the output power of the power motor, and the driving power P11 of the vehicle may be obtained according to the preset throttle-torque curve of the power motor and the rotational speed of the power motor, wherein the preset throttle-turn The moment curve can be determined when the hybrid vehicle is dynamically matched; the electrical equipment power P21 can be obtained in real time according to the electrical equipment running the vehicle, for example, the electrical equipment power P21 is calculated by DC consumption on the bus; the power can be obtained according to the SOC value of the power battery.
  • the charging power P3 of the battery is obtained, and the charging power P4 of the low-voltage battery is obtained according to the SOC value of the low-voltage battery.
  • the charging power P3 of the power battery, the charging power P4 of the low-voltage battery, the driving power of the vehicle P11, and the power P21 of the electrical equipment can be obtained, and the charging power of the power battery P3, the low-voltage battery
  • the sum of the charging power P4, the vehicle driving power P11, and the electrical equipment power P21 is used as the power generation power P1 of the sub-motor, whereby the power generation power of the sub-motor can be adjusted according to the calculated P1 value, for example, according to the calculated
  • the P1 value controls the output torque and speed of the engine to regulate the power generated by the engine sub-motor.
  • adjusting the power generation power of the secondary motor includes: obtaining a rate of change of the SOC value of the power battery, and selecting a minimum output power corresponding to the optimal economic region of the engine according to the power demand of the entire vehicle.
  • the relationship between the SOC value of the power battery, the SOC value of the low-voltage battery, and the SOC value change rate of the low-voltage battery adjust the power generation of the sub-motor.
  • the rate of change of the SOC value of the power battery can be obtained according to the SOC value of the power battery, for example, the SOC value of the power battery is collected once every time interval t, so that the current SOC value of the power battery can be compared with the previous SOC value.
  • the ratio of the difference to the time interval t is taken as the rate of change of the SOC value of the power battery.
  • the rate of change of the SOC value of the low-voltage battery can be obtained according to the SOC value of the low-voltage battery.
  • the SOC value of the low-voltage battery is collected once every time interval t, so that the difference between the current SOC value of the low-voltage battery and the previous SOC value can be obtained.
  • the ratio to the time interval t is taken as the rate of change of the SOC value of the low voltage battery.
  • the optimal economic area of the engine can be determined according to the engine characteristic curve shown in FIG. 7, and then the minimum output power corresponding to the optimal economic region of the engine can be obtained, and the minimum output corresponding to the optimal economic region of the engine is determined.
  • the relationship between the vehicle demand power P2 and the minimum output power Pmin corresponding to the optimal economic region of the engine, the rate of change of the SOC value of the power battery, the SOC value of the low-voltage battery, and the change rate of the SOC value of the low-voltage battery can be obtained. Adjust the power generated by the secondary motor.
  • the engine when the hybrid vehicle runs at a low speed, the engine is operated in an economical area, the fuel consumption can be reduced, the engine noise can be reduced, the economic performance of the vehicle can be improved, and the engine can generate electricity only at low speeds without participating in the drive, since the engine does not participate.
  • the clutch is not needed, which can reduce the clutch wear or slip, reduce the sense of frustration, improve the comfort, and thus maintain the low-speed electric balance and low-speed smoothness of the whole vehicle and improve the performance of the whole vehicle.
  • the relationship between the minimum required output power Pmin corresponding to the optimal economic area of the engine and the rate of change of the SOC value of the power battery, and the SOC of the low-voltage battery according to the vehicle demand power P2 and the optimal economic region of the engine are further described below.
  • the value, the rate of change of the SOC value of the low-voltage battery, and the specific control method for adjusting the power generation of the sub-motor are further described below.
  • the charging power of the power battery is obtained according to the rate of change of the SOC value of the power battery, and it is determined whether the charging power of the power battery is smaller than the optimal economic region of the engine.
  • the difference between the minimum output power and the required power of the vehicle wherein if the charging power of the power battery is less than the difference between the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle, the engine is controlled to generate power with the minimum output power.
  • the charging power of the power battery is greater than or equal to the difference between the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle, the sum is obtained according to the sum of the charging power of the power battery and the power required by the vehicle.
  • the rate of change of the SOC value of the low-voltage battery and the rate of change of the SOC value of the power battery are obtained, and the charging of the low-voltage battery is obtained according to the rate of change of the SOC value of the low-voltage battery.
  • the power and the charging power of the power battery are obtained according to the rate of change of the SOC value of the power battery, and whether the sum of the charging power of the low-voltage battery and the charging power of the power battery is smaller than the minimum output power corresponding to the optimal economic region of the engine and the power required by the vehicle.
  • the engine is controlled to generate power with the minimum output power.
  • a first relationship table between the rate of change of the SOC value of the power battery and the charging power P3 of the power battery may be pre-stored, thereby obtaining the comparison rate after acquiring the rate of change of the SOC value of the power battery.
  • a relationship table can obtain the charging power P3 of the corresponding power battery.
  • a first relationship table between the rate of change of the SOC value of the power battery and the charging power P3 of the power battery can be as shown in Table 1 below.
  • a second relationship between the rate of change of the SOC value of the low voltage battery and the charging power P4 of the low voltage battery may be pre-stored in the control module, thereby obtaining a second relationship after obtaining the rate of change of the SOC value of the low voltage battery
  • the table can obtain the charging power P4 of the corresponding low-voltage battery.
  • a first relationship between the rate of change of the SOC value of the low voltage battery and the charging power P4 of the low voltage battery can be as shown in Table 2 below.
  • the corresponding low-voltage battery charging power P4 is B12; when the SOC value change rate of the low-voltage battery is A13, the corresponding low-voltage battery charging power P4 can be obtained as B13; when the low-voltage battery SOC value change rate is A14, the corresponding low-voltage battery charging power P4 can be obtained as B14; When the SOC value change rate of the low-voltage battery is A15, the charging power P4 of the corresponding low-voltage battery can be obtained as B15.
  • the SOC value of the low-voltage battery, the SOC value of the power battery, the vehicle demand power P2 (the sum of the vehicle driving power P11 and the electrical equipment power P21) can be obtained, and then It is determined whether the SOC value of the low voltage battery is greater than a preset low battery threshold.
  • the rate of change of the SOC value of the power battery is obtained, and the charging power P3 of the power battery corresponding to the rate of change of the SOC value of the power battery is queried to select a suitable charging power P3.
  • the SOC value of the power battery can be increased, and it is further determined whether the charging power P3 of the power battery is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle demand power P2, and if so, P3 ⁇ Pmin-P2 And controlling the engine to generate power at the minimum output power Pmin to adjust the power generation of the auxiliary motor, that is, controlling the minimum output power Pmin corresponding to the engine in the optimal economic region, and reducing the minimum output power Pmin corresponding to the optimal economic region.
  • the engine Go to the power of the vehicle demand power P2, that is, Pmin-P2 to charge the power battery; if not, that is, P3 ⁇ Pmin-P2, according to the sum of the charging power P3 of the power battery and the power demand P2 of the whole vehicle, the engine is obtained at the preset maximum.
  • the power, that is, the corresponding output power is searched in the preset optimal economic area of the engine, and the obtained output power may be the sum of the charging power P3 of the power battery and the required power P2 of the whole vehicle (P2+P3 or P11+P21 +P3), and control the engine to generate electricity with the output power obtained.
  • the SOC value of the low-voltage battery is less than or equal to the preset low-power threshold, obtain the rate of change of the SOC value of the power battery, and query the charging power P3 of the power battery corresponding to the rate of change of the SOC value of the power battery to select a suitable charging power.
  • P3 enables the SOC value of the power battery to rise, and obtains the rate of change of the SOC value of the low-voltage battery, and queries the charging power P4 of the low-voltage battery corresponding to the rate of change of the SOC value of the low-voltage battery to select a suitable charging power P4 to make the low-voltage battery
  • the SOC value can be increased, and it is further determined whether the sum of the charging power P4 of the low voltage battery and the charging power P3 of the power battery is smaller than the difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
  • power is generated by controlling the engine to the minimum output power Pmin to adjust the power generation of the secondary motor, that is, controlling the minimum output power Pmin corresponding to the engine in the optimal economic region, and
  • the minimum output power Pmin corresponding to the optimal economic area minus the power of the vehicle demand power P2, that is, Pmin-P2, charges the power battery and the low-voltage battery; if not, that is, P3+P4 ⁇ Pmin-P2, according to the charging power of the power battery P3, the sum of the charging power P4 of the low-voltage battery and the power demand P2 of the whole vehicle obtains the output power of the engine in the preset optimal economic region, and generates power by controlling the output power of the engine to adjust the power generation of the auxiliary motor.
  • the corresponding output power is searched in the preset optimal economic region of the engine, and the obtained output power may be the sum of the charging power P3 of the power battery, the charging power P4 of the low-voltage battery, and the power demand P2 of the whole vehicle (P2+). P3+P4 or P11+P21+P3+P4), and control the engine to generate electricity with the output power obtained.
  • the engine can operate in an economical area, and only power generation does not participate in the drive, thereby eliminating the use of clutches, reducing clutch wear or slippage, while reducing the sense of frustration, improving comfort, reducing fuel consumption, and reducing engine noise.
  • the engine In order to maintain the low-speed electric balance and low-speed smoothness of the whole vehicle, and improve the performance of the whole vehicle.
  • the power generation control method of the hybrid vehicle of the embodiment of the present invention includes the following steps:
  • S601 Acquire a SOC value M of the power battery and a vehicle speed V of the hybrid vehicle.
  • S602 Determine whether the vehicle speed V of the hybrid vehicle is smaller than the first preset vehicle speed V1.
  • step S603 is performed; if no, step S604 is performed.
  • S603 Determine whether the SOC value M of the power battery is less than or equal to the first preset value M1.
  • step S607 If yes, go to step S607; if no, go to step S606.
  • S604 Determine whether the SOC value M of the power battery is less than or equal to the first preset value M1.
  • step S605 is performed; if no, step S606 is performed.
  • S608 Determine whether the accelerator pedal depth D is greater than the first preset depth D1 or whether the vehicle resistance F of the hybrid vehicle is greater than the first preset resistance F1 or whether the SOC value M of the power battery is less than a preset limit value M2.
  • step S605 If yes, go to step S605; if no, go to step S609.
  • S610 Determine whether the vehicle required power P2 is less than or equal to the maximum allowable power generation Pmax of the sub-motor.
  • step S611 is performed; if no, step S605 is performed.
  • S611 Control the engine to drive the auxiliary motor to generate electricity, and the engine does not participate in driving. At this time, the sub motor is controlled to enter the power generation power adjustment mode.
  • S612 Determine whether the SOC value of the low voltage battery is less than or equal to a preset low battery threshold.
  • step S617 If yes, go to step S617; if no, go to step S613.
  • S613 Acquire a charging power P3 of the power battery according to a rate of change of the SOC value of the power battery.
  • S614 Determine whether the charging power P3 of the power battery is smaller than a difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
  • step S615 If yes, go to step S615; if no, go to step S616.
  • S615 Perform power generation by controlling the engine at the minimum output power Pmin to adjust the power generation of the sub-motor.
  • S616 Obtain an output power of the engine in a preset optimal economic region according to a sum of a charging power P3 of the power battery and a power demand P2 of the whole vehicle, and generate power by controlling an output power of the engine to adjust a power generation of the auxiliary motor. .
  • S617 Acquire a charging power P4 of the low voltage battery according to a rate of change of the SOC value of the low voltage battery.
  • S618 Acquire a charging power P3 of the power battery according to a rate of change of the SOC value of the power battery.
  • S619 Determine whether the sum of the charging power P4 of the low-voltage battery and the charging power P3 of the power battery is smaller than a difference between the minimum output power Pmin corresponding to the optimal economic region of the engine and the vehicle required power P2.
  • step S620 If yes, go to step S620; if no, go to step S621.
  • S620 Perform power generation by controlling the engine at the minimum output power Pmin to adjust the power generation of the sub-motor.
  • S621 Obtain an output power of the engine in a preset optimal economic region according to a charging power P3 of the power battery, a charging power P4 of the low-voltage battery, and a power demand P2 of the whole vehicle, and generate power by controlling the output power of the engine. To adjust the power generation of the secondary motor.
  • the power generation control method of the hybrid vehicle acquires the SOC value of the power battery, the SOC value of the low-voltage battery, and the vehicle speed of the hybrid vehicle, and according to the SOC value of the power battery and the vehicle speed of the hybrid vehicle.
  • the control sub-motor enters the power generation power adjustment mode to operate the engine in the preset optimal economic region.
  • the sub-motor power generation power is adjusted according to the SOC value of the low-voltage battery, thereby enabling
  • the engine is not involved in driving at low speed, and thus the clutch is not used, the clutch wear or slip is reduced, the feeling of frustration is reduced, the comfort is improved, and the engine can be operated in an economical region at a low speed, and only the power generation is not driven, reducing Fuel consumption, reduce engine noise, maintain low-speed electrical balance and low-speed smoothness of the vehicle, and improve vehicle performance.
  • an embodiment of the present invention also provides a computer readable storage medium having instructions stored therein, and when the instructions are executed, the hybrid vehicle executes the power generation control method of the above embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un système d'alimentation d'un véhicule électrique hybride. Le système d'alimentation comprend : un moteur thermique (1) pour délivrer de l'énergie à des roues (7) d'un véhicule électrique hybride au moyen d'un embrayage (6) ; un moteur électrique de puissance (2) pour délivrer une force d'entraînement aux roues (7) du véhicule électrique hybride ; une batterie d'alimentation (3) pour fournir de l'énergie au moteur électrique de puissance (2) ; un convertisseur CC-CC (4) ; une batterie de stockage basse tension (20) connectée au convertisseur CC-CC (4) ; un moteur électrique secondaire (5) connecté au moteur thermique (1), le moteur électrique secondaire (5) étant respectivement connecté au moteur électrique de puissance (2), au convertisseur CC-CC (4) et à la batterie d'alimentation (3) et le moteur électrique secondaire (5) étant entraîné par le moteur thermique (1) pour générer de l'énergie ; et un module de commande (101) pour commander le moteur électrique secondaire (5) de telle sorte que celui-ci entre dans un mode de régulation d'énergie de génération en fonction d'une valeur de SOC de la batterie d'alimentation (3) et de la vitesse du véhicule électrique hybride, de sorte que le moteur thermique (1) fonctionne dans une zone plus économique prédéfinie, une fois le moteur électrique secondaire (5) entré dans le mode de régulation d'énergie de génération, l'énergie de génération du moteur électrique secondaire (5) étant également régulée en fonction d'une valeur de SOC de la batterie de stockage basse tension (20). Le système d'alimentation du véhicule électrique hybride peut maintenir l'équilibre de puissance électrique à faible vitesse et le confort de conduite à faible vitesse d'un véhicule entier et améliorer l'efficacité économique du fonctionnement de l'ensemble du véhicule. L'invention concerne en outre un véhicule électrique hybride, un procédé de commande de production d'énergie pour le véhicule électrique hybride, et un support de stockage lisible par ordinateur.
PCT/CN2018/081042 2017-03-31 2018-03-29 Véhicule électrique hybride et son système d'alimentation, et procédé de commande de production d'énergie WO2018177356A1 (fr)

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