WO2019153850A1 - 混联式混合动力系统及车辆工作模式决策方法 - Google Patents

混联式混合动力系统及车辆工作模式决策方法 Download PDF

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Publication number
WO2019153850A1
WO2019153850A1 PCT/CN2018/118270 CN2018118270W WO2019153850A1 WO 2019153850 A1 WO2019153850 A1 WO 2019153850A1 CN 2018118270 W CN2018118270 W CN 2018118270W WO 2019153850 A1 WO2019153850 A1 WO 2019153850A1
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Prior art keywords
power
vehicle
hybrid
motor drive
drive
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PCT/CN2018/118270
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English (en)
French (fr)
Inventor
李书福
蔡文远
胡红星
韦健林
林元则
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浙江吉利控股集团有限公司
浙江吉利新能源商用车有限公司
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Priority to US16/968,442 priority Critical patent/US11548368B2/en
Priority to EP18905782.1A priority patent/EP3736153A4/en
Publication of WO2019153850A1 publication Critical patent/WO2019153850A1/zh

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    • 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
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    • 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
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    • 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
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    • B60K2006/262—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 the motor or generator are used as clutch, e.g. between engine and driveshaft
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    • 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 vehicle technology, and in particular to a hybrid hybrid power system and a vehicle working mode decision method.
  • Electric vehicles are considered to be the most potential new energy vehicles to solve the energy crisis and environmental pollution.
  • Pure electric or fuel cell vehicles are the ultimate goal of the new energy automobile industry. They still need to overcome many technical problems, break through multiple technical bottlenecks, and charge or The fueling facilities need to be further improved.
  • pure electric vehicles also have mileage anxiety problems such as short driving range and long charging time.
  • hybrid vehicles have become an industry consensus as an intermediate transition state.
  • the hybrid architecture of the traditional hybrid vehicle is a hybrid architecture of a single engine. Not only does the conversion efficiency of the automobile under high-speed conditions is low, but the mechanical structure of the hybrid vehicle system is too complicated and difficult to control.
  • a hybrid hybrid system for a vehicle comprising a conventional power unit and a motor drive unit, the conventional power unit and the motor drive unit being respectively coupled to a drive shaft of the vehicle
  • the conventional power unit includes a first engine
  • the hybrid system further includes: a power battery device configured to store power and supply power to the motor drive device and/or other vehicle electrical load;
  • An onboard power generation device includes a second engine and a generator, the second engine being configured to drive the generator to generate electricity, and capable of supplying power to any one or combination of the motor drive device, the power battery device, and other vehicle electrical loads .
  • the conventional power unit and the motor drive unit are coupled to different drive shafts of the vehicle, respectively.
  • the hybrid system further includes: a vehicle control system configured to control the conventional power device, the motor driving device, the power battery device, and the onboard power generation according to power battery state and driving state data The device is such that the hybrid system operates in different modes of operation.
  • the hybrid system further includes: driving state data acquiring means configured to acquire state data of the current vehicle running, including: driver intention information, road condition information, current position information, power and torque request information.
  • the driving state data acquiring means is configured to acquire a brake pedal signal, an accelerator pedal signal, a gear position signal, and a vehicle speed signal of the vehicle to determine driver intention information and power and torque request information.
  • the driving state data acquiring means is configured to acquire current position information and road condition information according to the intelligent network signal and/or the GPS signal.
  • the acquiring road condition information further includes: identifying road condition information in the navigation planning path according to the 3D map, the intelligent network connection signal, and/or the GPS signal.
  • the obtaining current location information further includes: acquiring vehicle emission regulations of a region where the current location is located, so that the vehicle control system controls a working mode of the vehicle to comply with the regulations.
  • the mode of operation comprises: a purely electric mode, wherein the power battery device supplies power to the motor drive device, the motor drive device operates to power its coupled drive shaft, while the conventional power device and the vehicle The power generating device is inoperative; the series mode, wherein the power battery device supplies power to the motor driving device, the motor driving device operates to power its coupled driving shaft while the in-vehicle power generating device operates, and the conventional power The device does not participate in driving; the parallel mode, wherein the motor drive device and the conventional power device are both in operation to power their respective coupled drive shafts, while the power battery device supplies power to the motor drive device The power generating device is inoperative; a conventional driving mode in which the conventional power device operates, the first engine powering its coupled drive shaft via a closed clutch while the motor drive device does not participate in driving; the series-parallel mode, wherein Motor drives and conventional power units are working The states power their respective coupled drive shafts while the power battery device supplies power to the motor drive and the onboard power plant also operates to generate electricity.
  • the conventional power plant further includes a first shifting device and a first differential, the first engine being dynamically coupled to the first shifting device via a clutch, the conventional powering device being coupled to the drive shaft via the first differential; And in the series mode, the vehicle control system disconnects the mechanical connection of the clutch to cause the first engine to stop passively rotating.
  • the motor driving device further includes a driving motor, a driving motor controller, a second shifting device, and a second differential, the motor driving device being coupled to the driving shaft via the second differential; and in the conventional In the drive mode, the vehicle control system controls the drive motor controller such that the drive motor is in a freely rotating state.
  • a method for determining a working mode of a vehicle based on a hybrid hybrid system comprising: obtaining a power of a power battery State data and driving state data of the vehicle; controlling the conventional power device, the motor driving device, the power battery device, and the vehicle power generating device based on the power state data and the driving state data, so that the hybrid system is in different working modes jobs.
  • the driving state data includes: driver intention information, road condition information, current position information, power and torque request information.
  • acquiring the driver intention information and the power and torque request information includes acquiring a brake pedal signal of the vehicle, an accelerator pedal signal, a gear position signal, and a vehicle speed signal to determine the driver intention information, the power and torque request information.
  • acquiring the road condition information and the current location information comprises: acquiring current location information and road condition information according to the intelligent network connection signal and/or the GPS signal.
  • the acquiring road condition information further includes: identifying road condition information in the navigation planning path according to the 3D map, the intelligent network connection signal, and/or the GPS signal.
  • the obtaining current location information further includes: acquiring vehicle emission regulations of a region where the current location is located, so that the vehicle control system controls a working mode of the vehicle to comply with the regulations.
  • the mode of operation comprises: a purely electric mode, wherein the power battery device supplies power to the motor drive device, the motor drive device operates to power its coupled drive shaft, while the conventional power device and the vehicle The power generating device is inoperative; the series mode, wherein the power battery device supplies power to the motor driving device, the motor driving device operates to power its coupled driving shaft while the in-vehicle power generating device operates, and the conventional power The device does not participate in driving; the parallel mode, wherein the motor drive device and the conventional power device are both in operation to power their respective coupled drive shafts, while the power battery device supplies power to the motor drive device The power generating device does not operate; the conventional driving mode, wherein the conventional power device operates to power its coupled drive shaft while the motor driving device does not participate in driving; the series-parallel mode, wherein the motor driving device and the conventional power device are both Provided in operation for their respective coupled drive shafts At the same time, the power battery device supplies power to the motor drive device and the on-board power generation device also operates to generate power.
  • the invention provides a hybrid engine system based on dual engine. Compared with the complicated structure and control difficulty of the conventional single engine hybrid hybrid system, the mechanical structure of the hybrid hybrid system provided by the present invention is provided. Relatively simple, the removal of complex mechanical dynamic coupling devices, such as planetary gears, replaces complex mechanical structures with simpler and more flexible vehicle operating mode decisions and combined control methods. It can not only solve the problem of mileage anxiety of pure electric vehicles at the same time, the problem of low conversion efficiency of series hybrid vehicles under high-speed working conditions, and the complexity of the hybrid hybrid vehicle system, the difficulty of control, etc.
  • the invention also proposes a high-economic vehicle working mode decision-making method based on the hybrid hybrid system, ensuring that the power system always runs in the optimal operating point area of the system, and finds the optimal combination of the power system. Coordinated control of the power system to operate efficiently.
  • FIG. 1 is a schematic diagram of a conventional hybrid hybrid power system architecture
  • FIG. 2 is a schematic structural view of a hybrid hybrid power system according to an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a mode decision process in accordance with one embodiment of the present invention.
  • FIG. 4 is a flow chart showing a method for determining a working mode of a vehicle based on a hybrid hybrid system according to an embodiment of the present invention
  • FIG. 5 is a schematic diagram of a switching process of each mode of operation of a vehicle according to an embodiment of the present invention.
  • the hybrid system In the field of hybrid vehicle technology, according to the structure division, the hybrid system usually has three hybrid system architectures of series, parallel, and hybrid, and the three hybrid architectures are all based on a single engine hybrid system architecture.
  • the series hybrid architecture is mainly composed of four major assemblies: engine, generator, drive motor and power battery.
  • the engine does not directly participate in the mechanical drive, but drives the generator assembly to generate electricity, converts the mechanical energy into electrical energy, stores it in the power battery system or directly drives the motor system.
  • the series hybrid system has the advantages of simple structure and relatively easy control. However, the multi-level conversion of the system determines the advantages of system efficiency and economy under certain conditions (such as driving on a highway). .
  • the parallel hybrid architecture is mainly composed of an engine, a shifting mechanism, a drive motor, a mechanical coupling device, and a power battery. Unlike the series hybrid architecture, in the parallel scheme, the engine is directly involved in the mechanical drive, and the drive motor system is also involved in the mechanical drive.
  • the advantage of this system architecture is that the power of the engine can be directly used to drive the vehicle, and the energy loss due to multi-stage conversion is small.
  • the engine and the drive wheels of the system are mechanically connected, the operating point of the engine cannot always be in the optimum area, and the optimal conversion efficiency of the engine is not fully utilized.
  • the hybrid hybrid architecture is mainly composed of an engine, a shifting mechanism, a drive motor, a mechanical coupling device, a generator, and a power battery.
  • the hybrid system combines the working principle and mode of tandem and connected.
  • the hybrid system combines the advantages of both series and parallel, both of which can be used and the working mode is very flexible.
  • the disadvantage is that the layout of the power system is complicated, the control is difficult, and the cost is relatively high.
  • Figure 1 shows a conventional hybrid hybrid system architecture.
  • the traditional hybrid hybrid system uses a single-engine powertrain architecture.
  • the engine is coupled to the drive motor output shaft and the generator output shaft via one or more power coupling devices.
  • the engine does not participate in the drive, the generator is used to generate electricity through the power coupling device, and then the engine is powered to drive the vehicle to move.
  • the engine and the engine simultaneously output torque through the power coupling device to jointly drive the vehicle.
  • the engine transmits part of the torque to the generator system through the power coupling device to generate electricity, and at the same time, part of the torque is transmitted to the power train through the power coupling device, and the engine is driven together by the power coupling device.
  • FIG. 2 is a block diagram showing the structure of a hybrid hybrid system for a vehicle according to an embodiment of the present invention.
  • the system includes a conventional power unit 1 and a motor drive unit 2, which can be coupled to a drive shaft 21 of a vehicle to drive the wheels 22 to rotate, respectively, and the conventional power unit 1 includes a first engine. 11.
  • the hybrid system may further include a power battery device 3 and an onboard power generation device 4, which are provided for storing power and supplying power to the motor drive device 2 and/or other vehicle electrical loads (not shown), onboard
  • the power generating device 4 includes a second engine 41 and a generator 42, which is provided to drive the generator 42 to generate electricity, and is capable of supplying power to any one or combination of the motor driving device 2, the power battery device 3, and other vehicle electrical loads.
  • the hybrid hybrid system for a vehicle of the embodiment of the present invention can be applied to a commercial vehicle such as a medium heavy truck, a city municipal vehicle, a tank truck, a garbage truck, and the like.
  • the first engine 11 in the conventional power plant 1 can directly participate in mechanical driving to power the vehicle.
  • the second engine 41 in the on-vehicle power generating device 4 does not directly participate in mechanical driving, but drives the generator 42 to generate electricity.
  • the amount of electric power generated by the second engine 41 driving the generator 42 can be charged to the power battery device 3 to convert mechanical energy into electrical energy stored in the power battery device 3, and the power battery device 3 supplies power to the motor driving device 2.
  • the amount of electric power generated by the second engine 41 to drive the generator 42 can also directly supply power to the motor drive unit 2, and the motor drive unit 2 drives the vehicle to power the vehicle.
  • the amount of electricity generated by the second engine 41 driving the generator 42 can also power other vehicle electrical loads.
  • the load of the vehicle may include at least a display, an audio, an air conditioner, and the like on the vehicle. The embodiment of the present invention does not specifically limit the electrical load of the vehicle.
  • the power battery device 3 of the embodiment of the present invention can store electric power, and the stored electric energy can supply power to the motor driving device 2, and can also supply power to other vehicle electrical devices. It has been described above that the source of electric energy stored in the power battery device 3 is the electric energy generated by the second engine 41 to drive the generator 42. Of course, the power battery device 3 can also receive an external power supply to charge it and store the amount of power provided by the external power supply.
  • the engine Under normal circumstances, the engine has the characteristics of low heat value efficiency, large fuel consumption rate and poor emissions at low speed operation. However, when the engine speed and load reach a certain value, it can maintain better heat value efficiency, lower fuel consumption rate, and better emission performance within a threshold range. Therefore, the engine does not have the advantages of economy, emissions, etc. when operating under low speed conditions. On the contrary, the engine has the advantages of high heat value efficiency and good discharge under high speed conditions. Thus, the conventional power unit 1 having the first engine 11 directly involved in the mechanical drive is more suitable for operation under high speed conditions.
  • the embodiment of the present invention employs the motor drive unit 2 instead of the low speed operation of the engine. It is experimentally found that the system efficiency of the motor drive device 2 in the low speed region of the embodiment of the present invention generally reaches 70% or more, and the engine heat value efficiency at low speed conditions is relatively low, such as an engine under idle conditions. The calorific value efficiency is only 10% or lower.
  • the power battery unit 3 includes a power battery pack and management system 31 and a high voltage power distribution unit 32.
  • the high voltage power distribution unit 32 can be electrically connected to the generator controller 43 at high voltage, and the generator controller 43 and the generator 42 are also electrically connected at high voltage.
  • the power can be transmitted to the high voltage power distribution unit 32 via the generator controller 43, and the power is directly supplied to the motor driving device 2 by the high voltage power distribution unit 32, or the power battery pack and The power battery in the management system 31 is charged.
  • the high-voltage power distribution unit 32 serves as a power distribution unit of the hybrid power system, and has the advantages of a centralized power distribution scheme, a compact structure design, convenient wiring layout, and convenient and quick maintenance.
  • the power battery management system can accurately estimate the state of charge (SOC) of the power battery pack, that is, the remaining battery power, thereby ensuring that the SOC is maintained within a reasonable range to prevent overcharging or overdischarging.
  • SOC state of charge
  • the battery capacity cannot be increased without limit.
  • the selection of the battery capacity is usually limited from the perspectives of cost, vehicle layout space, and vehicle weight, resulting in limited power battery capacity on the vehicle.
  • Battery depletion occurs during long-distance travel of the vehicle in pure electric mode. Therefore, the setting of the on-vehicle power generating device 4 can ensure the long-term operation of the power battery device 3.
  • the power battery device 3 can be replenished in time to maintain the power battery device 3 at a suitable power level. In the range, the charging and discharging process of the power battery device 3 is achieved more efficiently.
  • the on-board power generation device 4 may employ a range extender system, a power follower, a fuel cell system, etc., and the type of the on-vehicle power generation device 4 is not specifically limited in the embodiment of the present invention.
  • the embodiment of the present invention may be driven to drive the wheel 22 by being respectively coupled to the drive shaft 21 of the vehicle, and in order to further reduce the complexity of the mechanical mechanism of the hybrid system, preferably, the embodiment of the present invention may
  • the conventional power unit 1 and the motor drive unit 2 are respectively coupled to different drive shafts 21 of the vehicle.
  • the conventional power unit 1 and the motor drive unit 2 are respectively coupled to different drive shafts 21 of the vehicle using a differential.
  • the conventional power unit 1 is coupled to a drive shaft 21 by a first differential 13
  • the motor drive unit 2 is coupled to the other drive shaft 21 by a second differential 26.
  • This coupling connection method does not require a special mechanical coupling device to couple the conventional power unit 1 and the motor drive unit 2 to the same drive shaft 21, so that there is no direct mechanical coupling relationship between the two devices, thereby greatly reducing The complexity of the mechanical mechanism of the power system.
  • the hybrid system may further include a vehicle control system 5 configured to control the conventional power unit 1 according to the power battery state and the driving state data.
  • the motor drive device 2, the power battery device 3, and the on-vehicle power generation device 4 are operated such that the hybrid system operates in different operating modes.
  • the second engine 41, the generator controller 43, the high voltage power distribution unit 32, and the vehicle control system 5 are respectively electrically connected at low voltage.
  • the operating mode of the hybrid system mainly includes five working modes, a pure electric mode, a series mode, a parallel mode, a conventional driving mode, and a series-parallel mode.
  • the various working modes of the hybrid system are described in detail below.
  • the power battery unit 3 supplies power to the motor drive unit 2, and the motor drive unit 2 operates and powers the coupled drive shaft 21, while both the conventional power unit 1 and the on-board power unit 4 do not operate.
  • the power battery pack and the management system 31 supply power to the motor drive device 2 via the high voltage power distribution unit 32, and the motor drive device 2 supplies power to the coupled drive shaft 21 thereof.
  • the drive shaft 21 in turn drives the wheels 22 to move.
  • the pure electric mode is very suitable for road conditions that require frequent acceleration and deceleration, and the speed of the motor drive unit 2 is maintained at a lower range, such as urban road conditions, road congestion road conditions, and the like.
  • the power battery unit 3 supplies power to the motor drive unit 2, and the motor drive unit 2 operates to power the coupled drive shaft 21 while the on-vehicle power unit 4 operates, while the conventional power unit 1 does not participate in the drive.
  • the vehicle control system 5 coordinates the onboard power generation device 4, and causes the second engine 41 and the generator 42 of the onboard power generation device 4 to simultaneously operate in their respective high efficiency regions, and supplies power to the motor drive device 2 according to the efficiency optimization principle.
  • the motor drive 2 then powers its coupled drive shaft 21.
  • the series mode is also very suitable for road conditions that require frequent acceleration and deceleration and the drive speed is maintained at a lower range, such as urban road conditions and road congestion road conditions.
  • the series mode of the embodiment of the present invention can also effectively avoid problems such as inefficiency and poor emissions at low engine speeds.
  • the motor drive unit 2 and the conventional power unit 1 are both in operation, and power is supplied to their respective coupled drive shafts 21, while the power battery unit 3 supplies power to the motor drive unit 2, and the on-vehicle power unit 4 does not operate.
  • Parallel mode is ideal for applications that require high power drive, such as acceleration, hill climbing and other conditions.
  • the conventional power unit 1 operates, and the first engine 11 supplies power to its coupled drive shaft 21 via the closed clutch 14, while the motor drive unit 2 does not participate in the drive. Due to the inherent characteristics of the engine itself, the traditional drive mode is well suited for conditions that require high engine speeds, such as highways.
  • the motor drive unit 2 and the conventional power unit 1 are both in operation to power their respective coupled drive shafts 21, while the power battery unit 3 supplies power to the motor drive unit 2 and the on-board power unit 4 also operates to generate electricity.
  • the vehicle control system 5 coordinates the control of the clutch 14 to close, the clutch 14 is mechanically coupled to the first engine 11, and cooperatively controls the torque distribution between the first engine 11 and the drive motor 23, and coordinatedly controls the onboard power generation device 4 Efficient power generation.
  • the series-parallel mode is very suitable for working conditions requiring high power driving, such as acceleration, hill climbing, etc., and is also suitable for the power battery pack in the power battery unit 3 under low power conditions.
  • the motor driving device 2 works, the conventional power device 1 does not work; in the conventional driving mode, the conventional power device 1 works, the motor driving device 2 does not work; in the parallel mode and In the series-parallel mode, both the motor drive unit 2 and the conventional power unit 1 operate.
  • the motor drive 2 further includes a drive motor 23, a drive motor controller 24, a second shifting device 25, and a second differential 26, and the motor drive 2 is coupled to the drive shaft via a second differential 26. twenty one.
  • the drive motor 23 is electrically connected to the drive motor controller 24 at a high voltage, mechanically coupled to the second shifting device 25, the second shifting device 25 is mechanically coupled to the second differential 26, and the drive motor controller 24, the second shifting The devices 25 are each connected to the vehicle control system 5, respectively.
  • the drive motor 23 may employ a shaft drive motor, a wheel drive motor, a hub motor, and the like.
  • the second shifting device 25 may be a speed reducer or any other type of transmission mechanism. Of course, the second shifting device 25 may not be provided in some of the motor driving devices 2.
  • the vehicle control system 5 cooperatively controls the driving motor controller 24, and the driving motor controller 24 controls the driving motor 23 to output power to drive the second shifting device.
  • the second shifting device 25 transmits power to the second differential 26 via the drive shaft, thereby driving the wheel 22 to rotate via the drive shaft 21.
  • the motor driving device 2 does not participate in driving, for example, in the conventional driving mode, the motor driving device 2 does not participate in driving, and the vehicle control system 5 also controls the driving motor controller 24 to make the driving motor 23 freely rotating. .
  • the conventional power unit 1 further includes a first shifting device 12 and a first differential 13 in which the first engine 11 is dynamically coupled to the first shifting device 12 via the clutch 14, i.e., the first engine 11 is mechanically coupled to the first shifting device 12.
  • the first shifting device 12 is mechanically coupled to the first differential 13 disposed on the drive shaft 21, thereby coupling the conventional power unit 1 to the drive shaft 21 via the first differential 13, and the first shifting device 12 and
  • the first engine 11 is electrically connected to the vehicle control system 5 at a low voltage.
  • the vehicle control system 5 coordinates the control of the clutch 14 to close, the clutch 14 is mechanically coupled to the first engine 11, and the vehicle control The system 5 controls the operation of the first engine 11, the power generated by the operation of the first engine 11 is transmitted through its output shaft to the clutch 14, which is transmitted through its output shaft to the input shaft of the first shifting device 12, and then through the drive shaft It is transmitted to the first differential 13 and further drives the wheel 22 to rotate via the drive shaft 21.
  • the vehicle control system 5 controls the first engine 11 to be inoperative. Further, the vehicle control system 5 cooperatively controls the clutch 14 to disconnect the clutch 14 from the first engine 11, and the first engine 11 stops the passive rotation, thereby reducing the running resistance of the vehicle and improving the system efficiency.
  • the hybrid system may also be provided with a fuel supply system for providing fuel to the first engine 11 and the second engine 41.
  • a fuel supply system for providing fuel to the first engine 11 and the second engine 41.
  • FIG. 2 there are two fuel supply systems according to an embodiment of the present invention, namely, a first fuel supply system 61 and a second fuel supply system 62.
  • the first fuel supply system 61 is electrically connected to the first engine 11 at a low voltage
  • the low pressure is electrically connected to the second engine 41
  • the first fuel supply system 61 and the second fuel supply system 62 respectively transfer fuel to the first engine 11 and the second engine 41 through the oil supply line.
  • the fuel provided by the fuel supply system may be a fuel such as gasoline, diesel, natural gas or methanol.
  • the fuels of the first engine 11 and the second engine 41 may be the same type of fuel, or may be different types of fuel.
  • the hybrid system can control the conventional power unit 1, the motor drive unit 2, the power battery unit 3 and the on-vehicle power generation unit 4 based on the power battery state and the driving state data by the vehicle control system 5, thereby making the hybrid system Work in different working modes.
  • the hybrid system may further include a driving state data acquiring device for acquiring state data of the current vehicle running, thereby assisting the vehicle control system 5 to recognize the current driving state of the vehicle and the driving state within a future time period, and further The hybrid system is controlled to operate in an operating mode that conforms to the current driving state to enable the hybrid system to operate efficiently.
  • the state data of the vehicle travel acquired by the driving state data acquiring device may include at least driver intention information, road condition information, current position information, power and torque request information, and the like.
  • the driving state data acquiring means may further be configured to acquire a brake pedal signal, an accelerator pedal signal, a gear position signal, and a vehicle speed signal of the vehicle to determine driver intention information and power and torque request information.
  • the driver controls the acceleration or deceleration of the vehicle through the accelerator pedal, the brake pedal and the gear shift. Therefore, the driver can accurately identify the driver through the brake pedal signal, the accelerator pedal signal, the gear position signal and the vehicle speed signal. The desired acceleration or deceleration characteristics during driving, while effectively acquiring the power and torque request information of the vehicle.
  • the status data of the vehicle travel also includes current location information and road condition information.
  • the driving state data acquiring device may further be configured to acquire current location information and road condition information according to the intelligent network signal and/or the GPS signal.
  • the current position information of the vehicle can be accurately determined according to the GPS signal, and the road condition information related to the road on which the current vehicle is traveling is acquired.
  • the auxiliary vehicle control system adaptively determines the working mode of the hybrid system to optimize the working efficiency of the hybrid system.
  • the driving state data acquiring device acquires the road working condition information according to the intelligent network connection signal and/or the GPS signal
  • the road condition in the navigation planning path may be preferentially identified according to the 3D map, the intelligent network connection signal, and/or the GPS signal. information.
  • the driving state data acquiring device may further identify the road condition information in the navigation planning path according to the 3D map, the intelligent network signal, and/or the GPS signal, so that the vehicle tuning system intelligently controls the working mode of the hybrid system, Make the vehicle run efficiently.
  • the driving state data acquiring device acquires the current location information
  • the vehicle emission regulations of the region where the current location is located may also be acquired, so that the vehicle control system controls the working mode of the vehicle to comply with the regulations.
  • the driving state data acquiring device can acquire the current location information of the vehicle in real time, and dynamically determine the region where the current location is located based on the current location of the vehicle, identify the administrative division of the region, and obtain vehicle emission regulations of the region.
  • the vehicle emission standards allowed in different administrative areas may be different. Combined with the vehicle emission regulations in the area where the vehicle is currently located, it can effectively assist the vehicle control system to more intelligently control the working mode of the vehicle so that the working mode of the vehicle conforms to the area. Vehicle emissions regulations.
  • the driving state data acquiring device acquires at least one of a brake pedal signal, an accelerator pedal signal, a gear position signal, a vehicle speed signal intelligent network signal, a GPS signal, and the like of the vehicle, and determines according to the signal.
  • the driving state data of the vehicle such as driver intention information, road condition information, current position information, and power and torque request information
  • the determined driving state data is transmitted to the vehicle control system, and is controlled by the vehicle control system.
  • the set mode decision device comprehensively calculates the received driving state data, and dynamically selects an appropriate working mode for the hybrid system according to the calculation result, so that the hybrid system maintains an optimal efficiency operation.
  • the mode decision device selects the working mode for the hybrid system
  • the working mode request, the power request, the torque request, etc. power distribution and torque are sent to the power distribution and torque management device set in the vehicle control system according to the corresponding working module.
  • the management device performs power, torque, etc.
  • the power distribution and torque management device issues a control command to the corresponding component of the hybrid system according to the distribution result, for example, issuing a command to control the torque of the drive motor, and issuing a command to the range extender to control its power And issuing a command to control the torque of the first engine, and the like.
  • the mode decision device also comprehensively considers the power battery power (ie, the state of charge of the power battery pack during the operation mode of the hybrid power system, and the power distribution and torque management device in the process of power, torque, etc.) ), vehicle speed information, vehicle routing information, etc.
  • the vehicle path planning information may be determined according to the input GPS signal.
  • the present invention also detects the capability limitation of the hybrid system by the power distribution and torque management device.
  • the power or torque of some components exceeds the capability range, in order to avoid accidents, the components can be timely Fault handling, that is, by calculating the hybrid system capability to reselect the appropriate hybrid system operating mode.
  • an embodiment of the present invention further provides a vehicle working mode decision method based on a hybrid hybrid power system, which is used in the hybrid hybrid power system described in the above embodiment.
  • 4 is a schematic flow chart of a method for determining a working mode of a vehicle based on a hybrid hybrid system according to an embodiment of the present invention. As shown in FIG. 4, the method may include:
  • Step S402 acquiring power state data of the power battery and driving state data of the vehicle;
  • Step S404 based on the power state data and the driving state data, control the conventional power device, the motor driving device, the power battery device, and the vehicle power generating device to operate the hybrid system in different working modes.
  • the embodiment of the invention provides a high-economic vehicle working mode decision method, which can effectively control the traditional power device, the motor drive device and the power through the acquisition and analysis of the power state data of the power battery and the driving state data of the vehicle.
  • the battery device cooperates with the on-vehicle power generation device to make the hybrid system intelligently operate in different working modes according to the state of the vehicle itself and the driving state, so that the hybrid system of the vehicle maintains a high energy-saving and high-efficiency working mode.
  • driver intention information, road condition information, current position information, power and torque request information may be acquired.
  • obtaining the driver intention information and the power and torque request information may include: acquiring a brake pedal signal of the vehicle, an accelerator pedal signal, a gear position signal, and a vehicle speed signal to determine driver intention information, power and torque request information.
  • Obtaining the road condition information and the current position information may obtain current position information and road condition information according to the intelligent network signal and/or the GPS signal.
  • the road condition information in the navigation planning path may be identified according to the 3D map, the intelligent network connection signal, and/or the GPS signal. Since the navigation planning path is pre-generated, the road condition information in the planned path can be accurately navigated through the 3D map, the intelligent network signal and/or the GPS signal to ensure that the hybrid system operates in the optimal operating point area of the system. Find the optimal combination of hybrid systems and coordinately control the efficient operation of the hybrid system.
  • Acquiring the current location information further includes: obtaining vehicle emission regulations of the region where the current location is located, so that the vehicle control system controls the working mode of the vehicle to comply with the regulation.
  • vehicle emission regulations of the region where the current location is located
  • the operation mode of the vehicle can be made to comply with the regulations of the region where the current location is located while ensuring efficient operation of the hybrid system.
  • the operating mode of the hybrid system may include the following five modes.
  • the pure electric mode in which the power battery device supplies power to the motor drive device, the motor drive device operates to power the coupled drive shaft, while the conventional power device and the on-board power generation device do not work.
  • the motor drive unit In series mode, where the power battery unit supplies power to the motor drive unit, the motor drive unit operates to power its coupled drive shaft while the on-board power unit operates, while the conventional power unit does not participate in the drive.
  • a conventional drive mode in which a conventional power plant operates to power its coupled drive shaft while the motor drive does not participate in the drive.
  • a series-parallel mode in which both the motor drive and the conventional power unit are in operation to power their respective coupled drive shafts, while the power battery unit supplies power to the motor drive unit and the on-board power unit also operates to generate electricity.
  • the vehicle control system based on the embodiment of FIG. 2 can dynamically coordinate the control according to the vehicle itself and the changes of the road conditions and working conditions, and control the hybrid system to be in an optimal vehicle working mode, so that the hybrid system is maintained.
  • Optimal efficiency operation Figure 5 shows the switching process of each mode of operation of the vehicle.
  • the vehicle control system After the vehicle is started, when the vehicle is switched from the standby mode to the working mode, the vehicle control system will coordinate the automatic mode switching, and the initial default state is the pure electric mode.
  • the conditions that are met when switching between different modes are also different. The following describes the conditions required for switching between modes.
  • the battery SOC is less than the battery discharge SOC threshold and needs to be charged; the vehicle is in a climbing condition or a rapid acceleration condition.
  • the battery SOC is greater than the maximum SOC of the battery charge, and the battery stops charging; the vehicle emission regulations in the region where the current location is identified according to the GPS signal and the intelligent network signal are forced to zero discharge or pure electric operation;
  • the power generation device stops generating power, and switches to use the motor energy recovery to charge the battery.
  • the vehicle is in a climbing condition or a sudden acceleration condition; the vehicle is in full load and requires high power output.
  • the vehicle is in a non-climbing condition or a non-accelerated condition.
  • the vehicle is in a climbing condition or a sudden acceleration condition; the vehicle is in full load and requires high power output.
  • the vehicle is in a non-climbing condition or a non-accelerated condition.
  • the condition is satisfied: the battery SOC is smaller than the battery discharge SOC threshold, and needs to be charged; and the vehicle is in a climbing road condition or a rapid acceleration condition.
  • the battery SOC is greater than the maximum SOC of the battery charge, and the charging is stopped;
  • the location area regulations identified by GPS and Intelligent Network are mandatory to operate only with non-diesel fuels (such as natural gas, methanol, etc.). At this time, the engine of the traditional drive system is controlled to stop working, and only one fuel-on-board power generation device permitted by regulations is retained. Work (not limited to range extenders or fuel cells).
  • the vehicle is in high-speed road conditions, no need for high-power output (such as entering a constant speed condition), and the battery power is moderate (such as 30%-80%), at this time will control the electric drive system to stop working, and control the on-board power generation device to stop working. .
  • the vehicle is in a climbing condition or a sudden acceleration condition; the vehicle is in full load and requires high power output.
  • the battery SOC is greater than the maximum SOC of the battery charge, and the charging is stopped;
  • the vehicle When the vehicle enters high-speed road conditions, it does not need high-power output (such as entering a constant speed condition), and the battery power exceeds the maximum battery charging (such as 90%), at which time the electric drive system and the on-board power generation device are stopped.
  • high-power output such as entering a constant speed condition
  • the battery power exceeds the maximum battery charging (such as 90%)
  • the vehicle is in a climbing condition or an emergency acceleration condition; and the battery SOC ⁇ battery discharge SOC threshold needs to be charged.
  • the vehicle enters the urban road condition; the location area regulations identified by GPS and intelligent network are forced to zero emissions/pure electric operation.
  • the hybrid engine-based hybrid power system of the present invention has a mechanical structure relative to the complex structure and control difficulty of the conventional single-engine hybrid hybrid system.
  • Simple the removal of complex mechanical dynamic coupling devices, such as planetary gears, replaces complex mechanical structures with simpler and more flexible vehicle operating mode decisions and combined control methods. It can not only solve the problem of mileage anxiety of pure electric vehicles at the same time, the problem of low conversion efficiency of series hybrid vehicles under high-speed working conditions, and the complexity of the hybrid hybrid vehicle system, the difficulty of control, etc.
  • the invention also proposes a high-economic vehicle working mode decision-making method based on the hybrid hybrid system, ensuring that the power system always runs in the optimal operating point area of the system, and finds the optimal combination of the power system. Coordinated control of the power system to operate efficiently.

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Abstract

一种混联式混合动力系统及车辆工作模式决策方法，该混联式混合动力系统包括传统动力装置（1）和电机驱动装置（2），传统动力装置（1）和电机驱动装置（2）能够分别耦合到车辆的驱动轴（21）以驱动车轮（22）转动，传统动力装置（1）包括第一发动机（11）；其中，混合动力系统还包括：动力电池装置（3），设置用于存储电量并向电机驱动装置（2）和/或其他车辆电器负载供电；车载发电装置（4），包括第二发动机（41）和发电机（42），第二发动机（41）设置用于驱动发电机（42）发电，并能够向电机驱动装置（2）、动力电池装置（3）、其他车辆电器负载之任一或组合供电。该混联式混合动力系统机械结构相对简单，可以同时解决里程焦虑的问题、高速工况下转换效率较低的问题以及汽车系统过于复杂等问题。

Description

混联式混合动力系统及车辆工作模式决策方法 技术领域
本发明涉及车辆技术领域，特别是涉及一种混联式混合动力系统及车辆工作模式决策方法。
背景技术
近年来，随着生产力的发展、汽车需求量的增长，使得人们对能源尤其是车用能源的需求越来越大，与此同时，环境的问题也日益突出，能源和环境正在成为影响汽车产业发展的重要因素。
电动汽车被认为是解决能源危机和环境污染最具潜力的新能源汽车，纯电动或燃料电池汽车作为新能源汽车行业的终极目标，仍需要攻克许多技术难题、突破多个技术瓶颈，且充电或加注燃料的配套设施的还需进一步完善。另外，纯电动汽车还存在续驶里程短、充电时间长等里程焦虑问题。
目前，相对于纯电动汽车的里程焦虑等缺陷，混合动力汽车的出现有效地弥补了此种不足。因此，在当前阶段下混合动力汽车作为中间过渡状态已成行业共识。但是，传统的混合动力汽车的混合动力架构均为单一发动机的混合动力架构，不仅汽车在高速工况下转换效率较低，而且混合动力汽车系统的机械结构过于复杂，控制难度较大。
发明内容
本发明的一个目的是要提供一种混联式混合动力系统，其特别适用应用于商用车车辆以及重型卡车，如城市市政车辆，油罐车，垃圾车等车辆。本发明的另一个目的是提供一种基于混联式混合动力系统的车辆工作模式决策方法。
按照本发明的一个方面，提供了一种用于车辆的混联式混合动力系统，包括传统动力装置和电机驱动装置，所述传统动力装置和所述电机驱动装置能够分别耦合到车辆的驱动轴以驱动车轮转动，所述传统动力装置包括第一发动机；其中，所述混合动力系统还包括：动力电池装置，设置用于存储电量并向所述电机驱动装置和/或其他车辆电 器负载供电；车载发电装置，包括第二发动机和发电机，所述第二发动机设置用于驱动所述发电机发电，并能够向所述电机驱动装置、动力电池装置、其他车辆电器负载之任一或组合供电。
进一步地，所述传统动力装置和所述电机驱动装置分别耦合到车辆的不同驱动轴上。
进一步地，所述混合动力系统还包括：整车控制系统，设置用于根据动力电池电量状态和行驶状态数据来控制所述传统动力装置、所述电机驱动装置、动力电池装置和所述车载发电装置，以使得所述混合动力系统在不同的工作模式下工作。
进一步地，所述混合动力系统还包括：行驶状态数据获取装置，设置用于获取当前车辆行驶的状态数据，包括：驾驶员意图信息，道路工况信息，当前位置信息，功率与扭矩请求信息。
进一步地，行驶状态数据获取装置设置用于获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号以确定驾驶员意图信息和功率与扭矩请求信息。
进一步地，行驶状态数据获取装置设置用于根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。
进一步地，所述获取道路工况信息进一步包括：根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。
进一步地，所述获取当前位置信息进一步包括：获取当前位置所在地区的车辆排放法规，以使得所述整车控制系统控制车辆的工作模式以符合所述法规。
进一步地，所述工作模式包括：纯电动模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述传统动力装置和车载发电装置不工作；串联模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述车载发电装置工作，而所述传统动力装置不参与驱动；并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电，而所述车载发电装置不工作；传统驱动模式，其中所述传统动力装置工作，第一发动机经由闭合的离合器为其耦合的驱动轴提供动力，同时所述电机驱动装置 不参与驱动；串并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电且所述车载发电装置也运行进行发电。
进一步地，所述传统动力装置还包括第一变速装置和第一差速器，第一发动机经由离合器与第一变速装置动力耦合，所述传统动力装置经由第一差速器耦合至驱动轴；并且在所述串联模式下，所述整车控制系统断开离合器的机械连接，以使得所述第一发动机停止被动旋转。
进一步地，所述电机驱动装置还包括驱动电机、驱动电机控制器、第二变速装置和第二差速器，所述电机驱动装置经由第二差速器耦合至驱动轴；并且在所述传统驱动模式下，所述整车控制系统控制所述驱动电机控制器以使得所述驱动电机处于自由旋转状态。
按照本发明的另一个方面，还提供了一种基于混联式混合动力系统的车辆工作模式决策方法，用于上述所述的混联式混合动力系统，所述方法包括：获取动力电池的电量状态数据和车辆的行驶状态数据；基于电量状态数据和行驶状态数据，控制所述传统动力装置、电机驱动装置、动力电池装置和车载发电装置，以使得所述混合动力系统在不同的工作模式下工作。
进一步地，所述行驶状态数据包括：驾驶员意图信息、道路工况信息、当前位置信息、功率与扭矩请求信息。
进一步地，获取驾驶员意图信息和功率与扭矩请求信息包括：获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号以确定所述驾驶员意图信息、功率与扭矩请求信息。
进一步地，获取道路工况信息和当前位置信息包括：根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。
进一步地，所述获取道路工况信息进一步包括：根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。
进一步地，所述获取当前位置信息进一步包括：获取当前位置所在地区的车辆排放法规，以使得所述整车控制系统控制车辆的工作模式以符合所述法规。
进一步地，所述工作模式包括：纯电动模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述传统动力装置和车载发电装置不工作；串联 模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述车载发电装置工作，而所述传统动力装置不参与驱动；并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电，而所述车载发电装置不工作；传统驱动模式，其中所述传统动力装置工作为其耦合的驱动轴提供动力，同时所述电机驱动装置不参与驱动；串并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电且所述车载发电装置也运行进行发电。
本发明提出了一种基于双发动机的混联式混合动力系统，相比于传统的单发动机的混联式混合动力系统的复杂结构与控制难度，本发明提供的混联式混合动力系统机械结构相对简单，去除了复杂的机械式动力耦合装置，如行星齿轮等，以更加简单灵活的车辆工作模式决策与组合控制方式代替了复杂的机械结构。不仅可以同时解决纯电动汽车里程焦虑的问题、串联式混合动力汽车在高速工况下转换效率较低的问题以及混联式混合动力汽车系统过于复杂，控制难度过大等问题，还可以进行小型化设计，即采用更小功率、更小体积、更小成本的发动机代替传统的发动机，相比于纯电动方案更小功率、更小体积、更小成本的电机系统，相比于纯电动方案更小容量、更小体积与重量的动力电池系统。可进一步降低发动机系统的平均油耗，减少CO2及有毒有害物质的排放，实现难度低，可工程化及批量量产的价值高，尤其适用于商用车车辆以及重型卡车。
进一步地，本发明还基于混联式混合动力系统提出了一种高经济性的车辆工作模式决策方法，确保动力系统始终运行在系统效率最优的工况点区域，寻找动力系统的最优组合，协调控制动力系统高效运行。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一 些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是传统的混联式混合动力系统架构示意图；
图2是根据本发明一个实施例的混联式混合动力系统的结构示意图；
图3是根据本发明一个实施例的模式决策过程示意图；
图4是根据本发明一个实施例的基于混联式混合动力系统的车辆工作模式决策方法的流程示意图；以及
图5是根据本发明一个实施例的车辆各工作模式的切换过程示意图。
具体实施方式
在混合动力汽车技术领域中，按照结构划分，混合动力系统通常具有串联式、并联式、混联式三种混合动力系统架构，且三种混合动力架构均为基于单一发动机的混合动力系统架构。
串联式混合动力架构主要由发动机、发电机、驱动电机以及动力电池四大总成构成。其中，发动机不直接参与机械驱动，而是带动发电机总成进行发电，将机械能转换成电能存储在动力电池系统中或者直接驱动电机系统。串联式混合动力系统具有结构简单，控制相对容易的优点，但此系统能量多级转换的特点，决定了在某些特定工况下(如在高速路上行驶)并无系统效率与经济性的优势。
并联式混合动力架构主要由发动机、变速机构、驱动电机、机械耦合装置、以及动力电池构成。与串联式混合动力架构不同的是，并联式方案中，发动机直接参与机械驱动，驱动电机系统同时也参与机械驱动。此系统架构的优点是发动机的动力可以直接用来驱动车辆，能量因多级转换的损失较小。但是，该系统的发动机和驱动轮间是机械连接，发动机的工作点不能总处于最佳区域，发动机的最优转换效率的不到充分的发挥。
混联式混合动力架构主要由发动机、变速机构、驱动电机、机械耦合装置、发电机、动力电池等总成构成。混联式系统结合了串联式与并联系的工作原理与模式。混联式系统兼有串联式和并联式的优点， 两者的优势都能够得到发挥，且工作模式非常灵活。缺点是动力系统的布置结构复杂，控制难度很大，成本也相对较高。
图1示出了传统的混联式混合动力系统架构。如图1所示，传统的混联式混合动力系统采用了单发动机的动力系统架构。发动机通过一个或多个动力耦合装置与驱动电机输出轴、发电机输出轴进行耦合。
串联模式下，发动机不参与驱动，通过动力耦合装置带动发电机发电，然后给发动机供电，驱动车辆运动。
并联模式下，发动机与发动机通过动力耦合装置同时输出扭矩，共同驱动车辆运行。
混联模式下，发动机通过动力耦合装置将部分扭矩传递给发电机系统进行发电，同时将部分扭矩通过动力耦合装置传递给传动系，与发动机通过动力耦合装置共同驱动车辆。
图2示出了根据本发明一个实施例的用于车辆的混联式混合动力系统的结构示意图。参见图2，该系统包括传统动力装置1和电机驱动装置2，传统动力装置1和电机驱动装置2能够分别耦合到车辆的驱动轴21以驱动车轮22转动，且传统动力装置1包括第一发动机11。此外，混合动力系统还可以包括动力电池装置3和车载发电装置4，动力电池装置3设置用于存储电量并向电机驱动装置2和/或其他车辆电器负载(图中未示出)供电，车载发电装置4包括第二发动机41和发电机42，第二发动机41设置用于驱动发电机42发电，并能够向电机驱动装置2、动力电池装置3、其他车辆电器负载之任一或组合供电。本发明实施例的用于车辆的混联式混合动力系统可以应用于商用车车辆中，如中重型卡车、城市市政车、油罐车、垃圾车等等。
在该实施例中，传统动力装置1中的第一发动机11可以直接参与机械驱动，为车辆提供动力。车载发电装置4中的第二发动机41不直接参与机械驱动，而是驱动发电机42发电。第二发动机41驱动发电机42发出的电量可以向动力电池装置3充电，以将机械能转换成电能存储在动力电池装置3中，进而由动力电池装置3向电机驱动装置2供电。第二发动机41驱动发电机42发出的电量也可以直接向电机驱动装置2供电，进而由电机驱动装置2驱动车辆，为车辆提供动力。第二发动机41驱动发电机42发出的电量还可以为其他车辆电器负载供电。本发明实施例中，其他车辆电器负载至少可以包括车辆上的显 示器、音响、空调等等，本发明实施例对车辆的电器负载不做具体限定。
本发明实施例的动力电池装置3能够存储电量，其存储的电量可以向电机驱动装置2供电，也可以向其他车辆电器负载供电。上文已经介绍了动力电池装置3所存储的电量来源是由第二发动机41驱动发电机42发出的电能。当然，动力电池装置3还可以接收由外部供电电源对其进行充电，并将外部供电电源提供的电量进行存储。
通常情况下，发动机在低速运行情况下具有热值效率低、燃油消耗率偏大、排放差等特点。但是，当发动机的转速与载荷达到某一特定值后，在一个阈值范围内能够保持较好的热值效率、较低的燃油消耗率、以及较好的排放性能。因此，发动机在低速工况下运行时不具备经济性、排放等优势。相反，发动机在高速工况下具有热值效率高、排放好的优点。由此，具有直接参与机械驱动的第一发动机11的传统动力装置1更加适合在高速工况下运行。
由于发动机在低速运行情况下具有热值效率低、燃油消耗率偏大、排放差等特点。因此，为了避免发动机工作在低效区域，本发明实施例采用电机驱动装置2代替发动机低速运行的过程。通过实验得知，本发明实施例的电机驱动装置2在低速区的系统效率通常会达到70％以上，并且，低速工况下的发动机热值效率则相对较低，如怠速工况下的发动机热值效率仅达到10％或者更低。
继续参见图2，在本发明一实施例中，动力电池装置3包括动力电池组及管理系统31和高压配电单元32。在该实施例中，高压配电单元32可以与发电机控制器43进行高压电气连接，且发电机控制器43与发电机42之间也为高压电气连接。第二发动机41驱动发电机42发电后，可以经由发电机控制器43向高压配电单元32传输电能，进而由高压配电单元32将电能直接提供给电机驱动装置2，或者给动力电池组及管理系统31中的动力电池充电。
其中，高压配电单元32作为混合动力系统的电源分配单元，其具有集中配电方案、结构设计紧凑、接线布局方便、检修方便快捷的优点。此外，动力电池组的管理系统能够准确估测动力电池组的荷电状态(State of Charge，即SOC)，即电池剩余电量，从而保证SOC维持在合理的范围内，防止由于过充电或过放电对电池的损伤，还能够动 态监测动力电池组的工作状态，及时给出动力电池组的状况，以保持整组电池运行的可靠性和高效性。
在车辆的实际工程应用中，电池容量不能无限制加大，电池容量的选择通常会从成本、整车布置空间、整车重量等角度进行限制，从而导致车辆上的动力电池容量是有限的，当车辆在纯电动模式下进行长距离行驶过程中会出现电池亏电现象。因此，车载发电装置4的设置能够保证动力电池装置3的长效工作，当动力电池装置3出现电量不足情况下可以及时给动力电池装置3补充电量，以使动力电池装置3维持在合适的电量范围内，达到动力电池装置3的充放电过程更加高效的目的。在本发明可选实施例中，车载发电装置4可以采用增程器系统、功率跟随器、燃料电池系统等等，本发明实施例对车载发电装置4的类型不做具体限定。
上文已经介绍传统动力装置1和电机驱动装置2通过分别耦合到车辆的驱动轴21以驱动车轮22转动，而为了进一步降低混合动力系统机械机构的复杂程度，优选的，本发明实施例可以将传统动力装置1和电机驱动装置2分别耦合到车辆的不同驱动轴21上。具体的，采用差速器将传统动力装置1和电机驱动装置2分别耦合在车辆的不同驱动轴21上。如图2所示，传统动力装置1采用第一差速器13耦合在一个驱动轴21上，电机驱动装置2采用第二差速器26耦合在另一个驱动轴21上。这种耦合连接方式无需采用专用机械耦合装置将传统动力装置1和电机驱动装置2耦合在同一个驱动轴21上，从而使这两个装置之间不存在直接的机械耦合关系，进而大大的降低了动力系统机械机构的复杂程度。
继续参见图2，在本发明一实施例中，混合动力系统还可以包括整车控制系统5，该整车控制系统5设置用于根据动力电池电量状态和行驶状态数据来控制传统动力装置1、电机驱动装置2、动力电池装置3和车载发电装置4，以使得混合动力系统在不同的工作模式下工作。该实施例中，第二发动机41、发电机控制器43、高压配电单元32与整车控制系统5分别进行低压电气连接。
该实施例中，混合动力系统的工作模式主要包含有5种工作模式，纯电动模式、串联模式、并联模式、传统驱动模式以及串并联模式。下面对混合动力系统的各种工作模式进行具体介绍。
纯电动模式，由动力电池装置3为电机驱动装置2供电，电机驱动装置2工作并为其耦合的驱动轴21提供动力，同时传统动力装置1和车载发电装置4均不工作。例如，在动力电池组的电量相对充足的条件下，由动力电池组及管理系统31经高压配电单元32为电机驱动装置2提供电能，电机驱动装置2为其耦合的驱动轴21提供动力，进而驱动轴21驱动车轮22移动。纯电动模式非常适合于需要频繁加减速、且电机驱动装置2的转速维持在较低范围的路况，如城市路况、道路拥堵路况等。
串联模式，动力电池装置3为电机驱动装置2供电，电机驱动装置2工作为其耦合的驱动轴21提供动力，同时车载发电装置4工作，而传统动力装置1不参与驱动。具体的，整车控制系统5协调车载发电装置4，并使车载发电装置4的第二发动机41和发电机42同时工作于其各自的高效区域，按照效率最优原则为电机驱动装置2供电，进而电机驱动装置2为其耦合的驱动轴21提供动力。串联模式也非常适合于需要频繁加减速、且驱动装置转速维持在较低范围的路况，如城市路况、道路拥堵路况等。并且，本发明实施例的串联模式还可以有效地避开发动机低转速下的低效、排放差等问题。
并联模式，电机驱动装置2和传统动力装置1都处于工作状态，且为其各自耦合的驱动轴21提供动力，同时动力电池装置3为电机驱动装置2供电，而车载发电装置4不工作。并联模式非常适合于需要大功率驱动的工况，如加速、爬坡等工况下。
传统驱动模式，传统动力装置1工作，第一发动机11经由闭合的离合器14为其耦合的驱动轴21提供动力，同时电机驱动装置2不参与驱动。由于发动机自身的万有特性，使传统驱动模式非常适合于需要发动机高速运转的工况，如高速公路等路况。
串并联模式，电机驱动装置2和传统动力装置1都处于工作状态为其各自耦合的驱动轴21提供动力，同时动力电池装置3为电机驱动装置2供电且车载发电装置4也运行进行发电。并且，整车控制系统5会协调控制离合器14闭合，使离合器14与第一发动机11进行机械连接，并协调控制第一发动机11与驱动电机23之间的扭矩分配，以及协调控制车载发电装置4进行高效发电。串并联模式非常适合于需要大功率驱动的工况，如加速、爬坡等工况下，同时还适合于动力电池 装置3中的动力电池组电量较低的工况下。
综上，混合动力系统在纯电动模式和串联模式下，电机驱动装置2工作，传统动力装置1不工作；在传统驱动模式下传统动力装置1工作，电机驱动装置2不工作；在并联模式和串并联模式下，电机驱动装置2和传统动力装置1均工作。
继续参见图2，电机驱动装置2还包括驱动电机23、驱动电机控制器24、第二变速装置25和第二差速器26，且电机驱动装置2经由第二差速器26耦合至驱动轴21。其中，驱动电机23与驱动电机控制器24高压电气连接，与第二变速装置25机械连接，第二变速装置25与第二差速器26机械连接，并且，驱动电机控制器24、第二变速装置25分别与整车控制系统5分别连接。在该实施例中，驱动电机23可以采用轴驱电机、轮边驱动电机、轮毂电机等等。第二变速装置25可以采用减速器，也可以是其他任何形式的变速器机构，当然，在有些电机驱动装置2中也可以无需设置第二变速装置25。
当电机驱动装置2参与驱动时，如混合动力系统在并联模式下，整车控制系统5协调控制驱动电机控制器24，由驱动电机控制器24控制驱动电机23输出动力，以驱动第二变速装置25工作，第二变速装置25通过传动轴将动力传递给第二差速器26，进而经驱动轴21驱动车轮22旋转。当电机驱动装置2不参与驱动时，如混合动力系统在传统驱动模式下，电机驱动装置2不参与驱动，整车控制系统5还会控制驱动电机控制器24以使驱动电机23处于自由旋转状态。
传统动力装置1还包括第一变速装置12和第一差速器13，其中，第一发动机11经由离合器14与第一变速装置12动力耦合，即第一发动机11与第一变速装置12机械连接，第一变速装置12与设置在驱动轴21上的第一差速器13机械连接，进而使传统动力装置1经由第一差速器13耦合至驱动轴21，并且，第一变速装置12和第一发动机11分别与整车控制系统5之间进行低压电气连接。
当传统动力装置1参与驱动时，如混合动力系统在并联模式、传统驱动模式下，整车控制系统5协调控制离合器14闭合，使离合器14与第一发动机11进行机械连接，并且，整车控制系统5控制第一发动机11工作，第一发动机11工作时产生的动力通过其输出轴传递到离合器14上，离合器14在通过其输出轴传送给第一变速装置12的输入 轴，然后通过传动轴传递至第一差速器13，进而经驱动轴21驱动车轮22旋转。当传统动力装置1不参与驱动时，如混合动力系统在串联模式下，整车控制系统5控制第一发动机11不工作。并且，整车控制系统5协调控制离合器14，使离合器14断开与第一发动机11的机械连接，第一发动机11停止被动旋转，从而降低车辆行驶阻力，提高系统效率。
在本发明一实施例中，混合动力系统还可以设置有燃料供给系统，用于给第一发动机11和第二发动机41提供燃料。图2中，本发明实施例的燃料供给系统有两个，即第一燃料供给系统61和第二燃料供给系统62，第一燃料供给系统61低压电气连接第一发动机11，第二燃料供给系统62低压电气连接第二发动机41，并且，第一燃料供给系统61、第二燃料供给系统62通过供油管路分别向第一发动机11、第二发动机41传输燃料。其中，燃料供给系统提供的燃料可以是汽油、柴油、天然气、甲醇等燃料。并且，第一发动机11和第二发动机41的燃料可以为相同类型的燃料，也可以为不同类型的燃料。
前文已经提及混合动力系统可以由整车控制系统5根据动力电池电量状态和行驶状态数据来控制传统动力装置1、电机驱动装置2、动力电池装置3和车载发电装置4，进而使得混合动力系统在不同的工作模式下工作。实际上，混合动力系统还可以包括行驶状态数据获取装置，该装置用于获取当前车辆行驶的状态数据，进而辅助整车控制系统5识别车辆当前行驶状态以及未来时间段内即将处于行驶状态，进而控制该混合动力系统工作在与符合当前行驶状态的工作模式，以使混合动力系统高效运行。
参见图3，在本发明一实施例中，行驶状态数据获取装置所获取的车辆行驶的状态数据至少可以包括驾驶员意图信息、道路工况信息、当前位置信息以及功率与扭矩请求信息等。并且，该实施例中，行驶状态数据获取装置还可以设置用于获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号，以确定驾驶员意图信息和功率与扭矩请求信息。行车过程中，驾驶员通过会通过加速踏板、制动踏板以及档位变换的进行控制车辆的加速或减速，因此通过制动踏板信号、加速踏板信号、档位信号以及车速信号可准确识别驾驶员在行车过程中期望的加速或减速特性，同时有效获取车辆的功率与扭矩请求信息。
上文介绍，车辆行驶的状态数据还包括当前位置信息和道路工况信息。可选地，行驶状态数据获取装置还可设置用于根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。例如，根据GPS信号可准确确定车辆当前位置信息，同时获取与当前车辆所行驶道路相关的道路工况信息。进而结合智能网联信号感知车的行驶环境，辅助整车控制系统自适应确定混合动力系统的工作模式，以使混合动力系统的工作效率处于最佳状态。
进一步地，行驶状态数据获取装置根据智能网联信号和/或GPS信号获取道路工况信息时，可优先根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。随着网络技术以及GPS技术的发展，用户驾车出行之前会制定出行路线，预先生成从出发地到目的地的导航规划路径。因此，行驶状态数据获取装置还可根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息，以使整车调整系统智能控制混合动力系统的工作模式，以使得车辆高效运行。
另外，行驶状态数据获取装置获取当前位置信息时，还可以获取当前位置所在地区的车辆排放法规，以使得整车控制系统控制车辆的工作模式以符合法规。其中，行驶状态数据获取装置可实时获取车辆的当前位置信息，并基于车辆的当前位置动态确定当前位置所在地区，识别该地区的行政区属划分，并获取该地区的车辆排放法规。不同的行政区域所允许的车辆排放标准可能有所不同，结合车辆当前位置所在地区的车辆排放法规，可以有效辅助整车控制系统更加智能控制车辆的工作模式，使车辆的工作模式以符合该地区的车辆排放法规。
继续参见图3，当行驶状态数据获取装置获取到车辆的制动踏板信号、加速踏板信号、档位信号、车速信号智能网联信号、GPS信号等中的至少一项信号，并依据信号确定出车辆的行驶状态数据，如驾驶员意图信息、道路工况信息、当前位置信息以及功率与扭矩请求信息等数据之后，将确定出的行驶状态数据发送至整车控制系统，由整车控制系统中设置的模式决策装置对接收到的各项行驶状态数据进行综合计算，根据计算结果动态的为混合动力系统选择合适的工作模式，使混合动力系统保持最优效率运行。
当模式决策装置为混合动力系统选择好工作模式之后，会依据相 应的工作模块向整车控制系统中设置的功率分配与扭矩管理装置发送工作模式请求、功率请求以及扭矩请求等，功率分配与扭矩管理装置依据接收到的各请求进行功率、扭矩等的分配以及扭矩与功率请求限值与保护，例如，动力电池与增程器的功率分配、第一发动机与驱动电机的扭矩分配、扭矩与功率请求限值与保护等，进而功率分配与扭矩管理装置依据分配结果向混合动力系统的相应部件发出控制命令，例如，向驱动电机发出控制其扭矩的命令、向增程器发出控制其功率的命令、以及向第一发动机发出控制其扭矩的命令等。
实际上，模式决策装置在选择混合动力系统的工作模式过程中，以及功率分配与扭矩管理装置在进行功率、扭矩等分配过程中还会综合考虑动力电池电量(即动力电池组的荷电状态SOC)、车辆的车速信息以及车辆路径规划信息等。其中，车辆路径规划信息可以依据输入的GPS信号进行确定。
另外，本发明实例还通过功率分配与扭矩管理装置检测混合动力系统的零部件能力限制，当某些零部件的功率或者扭矩超过其能力范围时，为避免出现事故，还可以及时对零部件进行故障处理，即通过对混合动力系统能力进行计算，以重新选择合适的混合动力系统工作模式。
基于同一发明构思，本发明实施例还提供了一种基于混联式混合动力系统的车辆工作模式决策方法，用于上述实施例所介绍的混联式混合动力系统。图4示出了根据本发明实施的基于混联式混合动力系统的车辆工作模式决策方法流程示意图，如图4所示，该方法可以包括：
步骤S402，获取动力电池的电量状态数据和车辆的行驶状态数据；
步骤S404，基于电量状态数据和行驶状态数据，控制传统动力装置、电机驱动装置、动力电池装置和车载发电装置，以使得混合动力系统在不同的工作模式下工作。
本发明实施例提供了一种高经济性的车辆工作模式决策方法，通过对的动力电池的电量状态数据和车辆的行驶状态数据的获取及分析，可有效控制传统动力装置、电机驱动装置、动力电池装置和车载发电装置配合工作，使混合动力系统根据车辆自身的状态及行驶状态智能地在不同的工作模式下工作，使车辆的混合动力系统保持处于高 节能、高效率的工作模式。
优选地，上述步骤S402在获取车辆的行驶状态数据时，可以获取驾驶员意图信息、道路工况信息、当前位置信息、功率与扭矩请求信息。其中，获取驾驶员意图信息和功率与扭矩请求信息可以包括：获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号以确定的驾驶员意图信息、功率与扭矩请求信息。获取道路工况信息和当前位置信息可以时根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。
获取道路工况信息时，可以根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。由于导航规划路径为预先生成，因此，可通过3D地图、智能网联信号和/或GPS信号准确导航规划路径中的道路工况信息，确保混合动力系统运行在系统效率最优的工况点区域，寻找混合动力系统的最优组合，协同控制混合动力系统高效运行。
获取当前位置信息进一步包括：获取当前位置所在地区的车辆排放法规，以使得整车控制系统控制车辆的工作模式以符合该法规。实际应用中，可通过智能网联大数据自动搜索与学习该地区的车辆排放法规。如某些地区禁止柴油机工作，则可切换成符合当地法规要求的燃料供给(如天然气或甲醇燃料等)的混合动力系统。使车辆的运行最大限度地符合各个地区的车辆排放法规。
在本实施例中，根据智能网联(5G)信号、GPS信号、制动踏板信号、加速踏板信号、档位信号以及车速信号进行综合判断，识别出各种道路工况，精准确定车辆当前位置以及当前位置所在地区，且进一步获取该地区的车辆排放法规，可以在保证混合动力系统高效率运行的同时使车辆的工作模式符合当前位置所在区域的法规。
在本发明一实施例中，混合动力系统的工作模式可以包括如下5种模式。
纯电动模式，其中动力电池装置为电机驱动装置供电，电机驱动装置工作为其耦合的驱动轴提供动力，同时传统动力装置和车载发电装置不工作。
串联模式，其中动力电池装置为电机驱动装置供电，电机驱动装置工作为其耦合的驱动轴提供动力，同时车载发电装置工作，而传统 动力装置不参与驱动。
并联模式，其中电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时动力电池装置为电机驱动装置供电，而车载发电装置不工作。
传统驱动模式，其中传统动力装置工作为其耦合的驱动轴提供动力，同时电机驱动装置不参与驱动。
串并联模式，其中电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时动力电池装置为电机驱动装置供电且车载发电装置也运行进行发电。
前文介绍，基于图2实施例示出的整车控制系统可以实时根据车辆自身以及路况与工况的变化，动态的进行协调控制，控制混合动力系统处于最优的车辆工作模式，使混合动力系统保持最优效率运行。图5示出了车辆各工作模式的切换过程。
车辆启动后，从待机模式切换至工作模式时，整车控制系统会协调自动进行模式切换，起始默认状态为纯电动模式。不同模式之间进行切换时，所满足的条件也有所不同，以下分别对各模式之间切换所需条件进行详细说明。
1.纯电动模式切换至串联模式
满足条件：电池SOC小于电池放电SOC阈值，需充电；车辆处于爬坡路况或急加速工况。
2.串联模式切换至纯电动模式
满足条件：电池SOC大于电池充电最大SOC，电池停止充电；根据GPS信号与智能网联信号识别出的当前位置所在地区的车辆排放法规强制零排放或纯电动运行；
基于智能网联信号、3D地图与导航路径规划识别出车辆行驶中会出现长下坡路况，此时发电装置停止发电，切换成采用电机能量回收给电池充电。
3.串联模式切换至串并联模式
满足条件：车辆处于爬坡路况或急加速工况；车辆处于满载情况，需要大功率输出。
4.串并联模式切换至串联模式
满足条件：车辆处于非爬坡路况或非急加速工况。
5.串联模式切换至并联模式
满足条件：车辆处于爬坡路况或急加速工况；车辆处于满载情况，需要大功率输出。
6.并联模式切换至串联模式
满足条件：车辆处于非爬坡路况或非急加速工况。
7.并联模式切换至串并联模式
满足条件：电池SOC小于电池放电SOC阈值，需充电；且车辆处于爬坡路况或急加速工况。
8.串并联模式切换至并联模式
满足条件：电池SOC大于电池充电最大SOC，停止充电；
GPS与智能网联识别出的位置区域法规强制只能采用非柴油燃料(如天然气、甲醇等)发动机运行，此时会控制传统驱动系统的发动机停止工作，只保留一个法规允许的燃料车载发电装置工作(不仅限于增程器或燃料电池)。
9.并联模式切换至传统驱动模式
满足条件：车辆处于高速路况，无需大功率输出(如进入匀速工况)，且电池电量适中(如30％-80％)，此时会控制电驱动系统停止工作，同时控制车载发电装置停止工作。
10.传统驱动模式切换至并联模式
满足条件：车辆处于爬坡路况或急加速工况；车辆处于满载情况，需要大功率输出。
11.串并联模式切换至传统驱动模式
满足条件：电池SOC大于电池充电最大SOC，停止充电；
车辆进入高速路况，无需大功率输出(如进入匀速工况)，且电池电量超过电池充电最大值(如90％)，此时会控制电驱动系统与车载发电装置停止工作。
12.传统驱动模式切换至串并联模式
满足条件：车辆处于爬坡路况或急加速工况；且电池SOC＜电池放电SOC阈值，需充电。
13.传统驱动模式切换至纯电动模式
满足条件：车辆进入市区路况；GPS与智能网联识别出的位置区域法规强制零排放/纯电动运行。
14.纯电动模式切换至传统驱动模式
满足条件：车辆进入高速路况。
15.纯电动模式切换至并联模式
满足条件：车辆进入爬坡路况或急加速工况。
16.并联模式切换至纯电动模式
满足条件：车辆进入市区路况；且车辆无大功率需求；且电池SOC电量充足。
本发明实施例的基于双发动机的混联式混合动力系统，相比于传统的单发动机的混联式混合动力系统的复杂结构与控制难度，本发明提供的混联式混合动力系统机械结构相对简单，去除了复杂的机械式动力耦合装置，如行星齿轮等，以更加简单灵活的车辆工作模式决策与组合控制方式代替了复杂的机械结构。不仅可以同时解决纯电动汽车里程焦虑的问题、串联式混合动力汽车在高速工况下转换效率较低的问题以及混联式混合动力汽车系统过于复杂，控制难度过大等问题，还可以进行小型化设计，即采用更小功率、更小体积、更小成本的发动机代替传统的发动机，相比于纯电动方案更小功率、更小体积、更小成本的电机系统，相比于纯电动方案更小容量、更小体积与重量的动力电池系统。可进一步降低发动机系统的平均油耗，减少CO2及有毒有害物质的排放，实现难度低，可工程化及批量量产的价值高，尤其适用于商用车车辆以及重型卡车。
进一步地，本发明还基于混联式混合动力系统提出了一种高经济性的车辆工作模式决策方法，确保动力系统始终运行在系统效率最优的工况点区域，寻找动力系统的最优组合，协调控制动力系统高效运行。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (18)

  1. 一种用于车辆的混联式混合动力系统，包括传统动力装置和电机驱动装置，所述传统动力装置和所述电机驱动装置能够分别耦合到车辆的驱动轴以驱动车轮转动，所述传统动力装置包括第一发动机；其中，所述混合动力系统还包括：
    动力电池装置，设置用于存储电量并向所述电机驱动装置和/或其他车辆电器负载供电；
    车载发电装置，包括第二发动机和发电机，所述第二发动机设置用于驱动所述发电机发电，并能够向所述电机驱动装置、动力电池装置、其他车辆电器负载之任一或组合供电。
  2. 根据权利要求1所述的混联式混合动力系统，其中，所述传统动力装置和所述电机驱动装置分别耦合到车辆的不同驱动轴上。
  3. 根据权利要求1或2所述的混联式混合动力系统，其中，所述混合动力系统还包括：整车控制系统，设置用于根据动力电池电量状态和行驶状态数据来控制所述传统动力装置、所述电机驱动装置、动力电池装置和所述车载发电装置，以使得所述混合动力系统在不同的工作模式下工作。
  4. 根据权利要求3所述的混联式混合动力系统，其中，所述混合动力系统还包括：行驶状态数据获取装置，设置用于获取当前车辆行驶的状态数据，包括：驾驶员意图信息，道路工况信息，当前位置信息，功率与扭矩请求信息。
  5. 根据权利要求4所述的混联式混合动力系统，其中，行驶状态数据获取装置设置用于获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号以确定驾驶员意图信息和功率与扭矩请求信息。
  6. 根据权利要求4或5所述的混联式混合动力系统，其中，行驶状态数据获取装置设置用于根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。
  7. 根据权利要求6所述的混联式混合动力系统，其中，所述获取道路工况信息进一步包括：根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。
  8. 根据权利要求6所述的混联式混合动力系统，其中，所述获取 当前位置信息进一步包括：获取当前位置所在地区的车辆排放法规，以使得所述整车控制系统控制车辆的工作模式以符合所述法规。
  9. 根据权利要求3-8之任一所述的混联式混合动力系统，其中，所述工作模式包括：
    纯电动模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述传统动力装置和车载发电装置不工作；
    串联模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述车载发电装置工作，而所述传统动力装置不参与驱动；
    并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电，而所述车载发电装置不工作；
    传统驱动模式，其中所述传统动力装置工作，第一发动机经由闭合的离合器为其耦合的驱动轴提供动力，同时所述电机驱动装置不参与驱动；
    串并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电且所述车载发电装置也运行进行发电。
  10. 根据权利要求9所述的混联式混合动力系统，其中，所述传统动力装置还包括第一变速装置和第一差速器，第一发动机经由离合器与第一变速装置动力耦合，所述传统动力装置经由第一差速器耦合至驱动轴；并且
    在所述串联模式下，所述整车控制系统断开离合器的机械连接，以使得所述第一发动机停止被动旋转。
  11. 根据权利要求9所述的混联式混合动力系统，其中，所述电机驱动装置还包括驱动电机、驱动电机控制器、第二变速装置和第二差速器，所述电机驱动装置经由第二差速器耦合至驱动轴；并且
    在所述传统驱动模式下，所述整车控制系统控制所述驱动电机控制器以使得所述驱动电机处于自由旋转状态。
  12. 一种基于混联式混合动力系统的车辆工作模式决策方法，用于如权利要求1所述的混联式混合动力系统，所述方法包括：
    获取动力电池的电量状态数据和车辆的行驶状态数据；
    基于电量状态数据和行驶状态数据，控制所述传统动力装置、电机驱动装置、动力电池装置和车载发电装置，以使得所述混合动力系统在不同的工作模式下工作。
  13. 根据权利要求12所述的车辆工作模式决策方法，其中，所述行驶状态数据包括：驾驶员意图信息、道路工况信息、当前位置信息、功率与扭矩请求信息。
  14. 根据权利要求13所述的车辆工作模式决策方法，其中，获取驾驶员意图信息和功率与扭矩请求信息包括：获取车辆的制动踏板信号、加速踏板信号、档位信号以及车速信号以确定所述驾驶员意图信息、功率与扭矩请求信息。
  15. 根据权利要求13所述的车辆工作模式决策方法，其中，获取道路工况信息和当前位置信息包括：根据智能网联信号和/或GPS信号获取当前位置信息和道路工况信息。
  16. 根据权利要求15所述的车辆工作模式决策方法，其中，所述获取道路工况信息进一步包括：根据3D地图、智能网联信号和/或GPS信号，识别导航规划路径中的道路工况信息。
  17. 根据权利要求15所述的车辆工作模式决策方法，其中，所述获取当前位置信息进一步包括：获取当前位置所在地区的车辆排放法规，以使得所述整车控制系统控制车辆的工作模式以符合所述法规。
  18. 根据权利要求12所述的车辆工作模式决策方法，其中，所述工作模式包括：
    纯电动模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述传统动力装置和车载发电装置不工作；
    串联模式，其中所述动力电池装置为所述电机驱动装置供电，所述电机驱动装置工作为其耦合的驱动轴提供动力，同时所述车载发电装置工作，而所述传统动力装置不参与驱动；
    并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电，而所述车载发电装置不工作；
    传统驱动模式，其中所述传统动力装置工作为其耦合的驱动轴提 供动力，同时所述电机驱动装置不参与驱动；
    串并联模式，其中所述电机驱动装置和传统动力装置都处于工作状态为其各自耦合的驱动轴提供动力，同时所述动力电池装置为所述电机驱动装置供电且所述车载发电装置也运行进行发电。
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