WO2022011771A1 - 一种液压混动汽车动力控制方法、终端设备及存储介质 - Google Patents

一种液压混动汽车动力控制方法、终端设备及存储介质 Download PDF

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Publication number
WO2022011771A1
WO2022011771A1 PCT/CN2020/109667 CN2020109667W WO2022011771A1 WO 2022011771 A1 WO2022011771 A1 WO 2022011771A1 CN 2020109667 W CN2020109667 W CN 2020109667W WO 2022011771 A1 WO2022011771 A1 WO 2022011771A1
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Prior art keywords
energy
hydraulic accumulator
pressure value
hydraulic
power control
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PCT/CN2020/109667
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English (en)
French (fr)
Inventor
涂岩恺
池炜宾
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Xiamen Yaxon Networks Co Ltd
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Xiamen Yaxon Networks Co Ltd
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Priority to US18/005,631 priority Critical patent/US11981332B2/en
Priority to EP20945378.6A priority patent/EP4183652B1/en
Publication of WO2022011771A1 publication Critical patent/WO2022011771A1/zh
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
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    • B60W30/18109—Braking
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/201—Dimensions of vehicle
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 invention relates to the field of automobile control, in particular to a power control method, terminal equipment and storage medium of a hydraulic hybrid automobile.
  • the power system of a hydraulic hybrid vehicle consists of an engine and a hydraulic accumulator.
  • the hydraulic accumulator has high power density, fast energy charging and discharging speed, and high energy recovery efficiency, which is suitable for frequent charging and discharging of energy. Therefore, compared with electric hybrid technology, hydraulic hybrid technology has stronger competitiveness in medium and heavy vehicles and construction machinery.
  • the energy density of the hydraulic accumulator is much lower than that of the battery. If the hydraulic accumulator is used to store more energy, the required volume will be very large. Therefore, the hydraulic accumulator of the general hydraulic hybrid vehicle can store limited energy. In order to achieve the economy of hydraulic hybrid vehicles to a greater extent, it is necessary to give full play to the limited energy storage space of the hydraulic accumulator, recover as much braking or coasting energy as possible, and use the recovered energy as efficiently as possible.
  • the energy management strategy is generally controlled in real time.
  • the power output of the engine and the hydraulic accumulator or the recovered energy is allocated according to the power demand of the vehicle. Predictive control of energy output distribution for environmental and operating conditions.
  • the present invention provides a hydraulic hybrid vehicle power control method, terminal device and storage medium.
  • a hydraulic hybrid vehicle power control method comprising the following steps:
  • S3 Determine whether the pressure value of the current hydraulic accumulator is greater than the critical pressure value, if so, reduce the fuel output power of the engine, and control the hydraulic accumulator to release energy, so that the current pressure value of the hydraulic accumulator is less than or equal to the critical pressure value .
  • the environmental information of the road ahead is obtained through electronic horizon data.
  • S101 Find out in real time whether there is a downhill road section in the road ahead of the current position of the vehicle according to the electronic horizon data, and if so, enter S102;
  • m represents the mass
  • g represents the gravitational acceleration
  • ⁇ denotes a road surface friction coefficient
  • C d denotes an air density
  • H is the frontal area of the vehicle
  • V a represents the vehicle upwind wind speed
  • P c represents the critical pressure value
  • p max represents the maximum pressure of the hydraulic system
  • p 1 represents the minimum working pressure of the hydraulic accumulator
  • V 1 represents the volume of the gas in the hydraulic accumulator under the lowest pressure
  • n represents the amount of gas variable process index.
  • a hydraulic hybrid vehicle power control terminal device comprising a processor, a memory, and a computer program stored in the memory and running on the processor, the processor implements the implementation of the present invention when the processor executes the computer program Example steps of the above method.
  • a computer-readable storage medium where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, implements the steps of the foregoing method in the embodiment of the present invention.
  • the present invention adopts the above technical scheme, when it is predicted that there is a high probability of energy recovery ahead, the energy stored in the hydraulic accumulator is used up in advance, so that when energy recovery occurs in the future, the hydraulic accumulator has enough space Recover energy, which can give full play to the characteristics of hydraulic accumulators that are suitable for frequent charging and discharging of energy, and achieve the maximum energy consumption economy of the whole vehicle.
  • FIG. 1 is a flowchart of Embodiment 1 of the present invention.
  • An embodiment of the present invention provides a power control method for a hydraulic hybrid vehicle, as shown in FIG. 1 , the method includes the following steps:
  • S1 Predict the recoverable energy W in the road ahead according to the environmental information of the road ahead.
  • the environmental information of the road ahead in this embodiment is obtained through electronic horizon data.
  • Horizon data includes road and traffic information such as slopes, curves, traffic signs, and more.
  • the information in the electronic horizon used in this embodiment includes information such as slope information, curve information, speed limit information, etc., which are closely related to changes in vehicle power demand, such as terrain and roads.
  • the specific prediction method of recoverable energy W is:
  • S101 Find out in real time whether there is a downhill road section in the road ahead of the current position of the vehicle according to the electronic horizon data, and if there is, go to S102 .
  • m represents the mass
  • g represents the gravitational acceleration
  • [mu] represents the road surface friction coefficient
  • C d denotes an air density
  • H is the frontal area of the vehicle
  • V a represents the vehicle wind speed, including outside the vehicle forward speed and the current wind speed.
  • F represents the driving force that the output torque of the engine acts on the wheels through the transmission system
  • F a represents the force that causes the vehicle to accelerate
  • F rot represents the frictional resistance between the wheel and the ground
  • F slope represents the gravitational resistance of the slope
  • F win represents the vehicle wind resistance
  • equation (1) can be written as:
  • the gradient ⁇ of the downhill road section is greater than When the slope is too steep, a part of the downhill energy must be recovered to keep the vehicle running at a constant speed.
  • the vehicle can enter the energy recovery state, and the recoverable energy W is:
  • p max represents the maximum pressure of the hydraulic system
  • p n represents the current pressure value of the hydraulic accumulator
  • p 1 represents the minimum working pressure of the hydraulic accumulator
  • V 1 represents the volume of the gas in the hydraulic accumulator under the lowest pressure
  • n represents the polytropic process index of the gas.
  • the recoverable energy W is greater than the energy S that can be stored in the remaining space of the current hydraulic accumulator, it is necessary to further control the hydraulic accumulator to release energy to obtain enough energy storage space.
  • the first embodiment of the present invention applies the electronic horizon system to the energy management of the hydraulic hybrid vehicle, connects the hydraulic hybrid vehicle power controller with the electronic horizon system, obtains the front terrain of the vehicle from the electronic horizon system, and predicts the front energy according to the front terrain Recovery conditions and advance predictive control of energy release from hydraulic accumulators.
  • the method of this embodiment can ensure that the hydraulic accumulator with limited capacity can recover and utilize as much energy as possible to a greater extent, thereby improving the economy of the vehicle.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the present invention also provides a hydraulic hybrid vehicle power control terminal device, comprising a memory, a processor, and a computer program stored in the memory and running on the processor, when the processor executes the computer program.
  • the hydraulic hybrid vehicle power control terminal device may be a computing device such as an on-board computer and a cloud server.
  • the hydraulic hybrid vehicle power control terminal device may include, but is not limited to, a processor and a memory.
  • the composition structure of the hydraulic hybrid vehicle power control terminal equipment is only an example of the hydraulic hybrid vehicle power control terminal equipment, and does not constitute a limitation on the hydraulic hybrid vehicle power control terminal equipment.
  • the hydraulic hybrid vehicle power control terminal device may also include an input and output device, a network access device, a bus, etc., the embodiment of the present invention This is not limited.
  • the processor may be a central processing unit (Central Processing Unit, CPU), or other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application-specific integrated circuits ( Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.
  • the processor is the control center of the hydraulic hybrid vehicle power control terminal equipment, and uses various interfaces and lines to connect the entire hydraulic system. Various parts of hybrid vehicle power control terminal equipment.
  • the memory can be used to store the computer program and/or module, and the processor realizes the hydraulic pressure by running or executing the computer program and/or module stored in the memory and calling the data stored in the memory.
  • the memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system and an application program required for at least one function; the storage data area may store data created according to the use of the mobile phone, and the like.
  • the memory may include high-speed random access memory, and may also include non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • the present invention further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the foregoing method in the embodiment of the present invention are implemented.
  • modules/units integrated in the hydraulic hybrid vehicle power control terminal equipment are implemented in the form of software functional units and sold or used as independent products, they may be stored in a computer-readable storage medium.
  • the present invention can implement all or part of the processes in the methods of the above embodiments, and can also be completed by instructing relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium.
  • the program is executed by the processor, the steps of the foregoing method embodiments can be implemented.
  • the computer program includes computer program code
  • the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc.
  • the computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory) , Random Access Memory (RAM, Random Access Memory), and software distribution media.
  • ROM Read-Only Memory
  • RAM Random Access Memory

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Abstract

一种液压混动汽车动力控制方法、终端设备及存储介质，该方法中包括：S1：根据前方道路的环境信息，预测前方道路中的可回收能量；S2：根据预测的可回收能量，计算液压储能器回收该可回收能量需要的临界压力值；S3：判断当前液压储能器的压力值是否大于临界压力值，如果是，则减少发动机燃油输出功率，控制液压储能器释放能量，使得当前液压储能器的压力值小于或等于临界压力值。在预测到前方有较大概率发生能量回收时，提前将液压储能器内存储的能量使用掉，使得在未来发生能量回收时，液压储能器有足够的空间回收能量，这样能够充分发挥液压储能器适合频繁充放能量的特点，达到最大的整车能耗经济性。

Description

一种液压混动汽车动力控制方法、终端设备及存储介质 技术领域
本发明涉及汽车控制领域，尤其涉及一种液压混动汽车动力控制方法、终端设备及存储介质。
背景技术
液压混动汽车(hydraulic hybrid vehicle，HHV)的动力系统由发动机和液压储能器组成，液压储能器的功率密度大，充放能量速度快，能量回收效率高，适合频繁充能和释放能量，因此相对于电动混合动力技术，液压混合动力技术在中、重型车辆和工程机械上具有更强的竞争力。但液压储能器能量密度相对电池要低的多，如果要采用液压储能器存储较多能量需要的体积会非常庞大，因此一般液压混动汽车的液压储能器存储的能量有限。为了更大程度上实现液压混动汽车的经济性，就需要充分发挥液压储能器有限的储能空间，尽可能多的回收车辆制动或滑行能量，并尽量高效的利用回收能量。
不管是并联式液压混动汽车还是串联式液压混动汽车的能量管理策略一般都是实时控制，根据车辆的功率需求来分配发动机和液压储能器的功率输出或回收能量，并没有根据前方地理环境和工况预测性的控制能量输出分配。
发明内容
为了解决上述问题，本发明提出了一种液压混动汽车动力控制方法、终端设备及存储介质。
具体方案如下：
一种液压混动汽车动力控制方法，包括以下步骤：
S1：根据前方道路的环境信息，预测前方道路中的可回收能量；
S2：根据预测的可回收能量，计算液压储能器回收该可回收能量需要的临界压力值；
S3：判断当前液压储能器的压力值是否大于临界压力值，如果是，则减少发动机燃油输出功率，控制液压储能器释放能量，使得当前液压储能器的压力值小于或等于临界压力值。
进一步的，前方道路的环境信息通过电子地平线数据获得。
进一步的，预测前方道路中可回收能量的具体过程包括以下步骤：
S101：根据电子地平线数据实时查找车辆当前位置的前方道路中是否存在下坡路段，当存在时，进入S102；
S102：根据电子地平线数据获取与车辆当前位置距离最近的下坡路段的坡度θ和坡长L，判断坡度θ是否大于坡度阈值θ 1，如果大于，则根据下式计算前方道路中可回收能量W：
Figure PCTCN2020109667-appb-000001
其中，m表示质量，g表示重力加速度，μ表示路面摩擦系数，C d表示空气密度，H表示车辆迎风面积，V a表示车辆迎风风速；
坡度阈值θ 1的计算公式为：
Figure PCTCN2020109667-appb-000002
进一步的，液压储能器回收该可回收能量需要的临界压力值的计算公式为：
Figure PCTCN2020109667-appb-000003
其中，P c表示临界压力值，p max表示液压系统最大压力，p 1表示液压储能器的最低工作压力；V 1表示液压储能器内气体在最低压力下的体积；n表示气体的多变过程指数。
一种液压混动汽车动力控制终端设备，包括处理器、存储器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例上述的方法的步骤。
一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述的方法的步骤。
本发明采用如上技术方案，在预测到前方有较大概率发生能量回收时，提前将液压储能器内存储的能量使用掉，使得在未来发生发生能量回收时，液压储能器有足够的空间回收能量，这样能够充分发挥液压储能器适合频繁充放能量的特点，达到最大的整车能耗经济性。
附图说明
图1所示为本发明实施例一的流程图。
具体实施方式
为进一步说明各实施例，本发明提供有附图。这些附图为本发明揭露内容的一部分，其主要用以说明实施例，并可配合说明书的相关描述来解释实施例的运作原理。配合参考这些内容，本领域普通技术人员应能理解其他可能的实施方式以及本发明的优点。
现结合附图和具体实施方式对本发明进一步说明。
实施例一：
本发明实施例提供了一种液压混动汽车动力控制方法，如图1所示，所述方法包括以下步骤：
S1：根据前方道路的环境信息，预测前方道路中的可回收能量W。
该实施例中前方道路的环境信息通过电子地平线数据获得。
电子地平线是用于车辆对前方道路信息预测的一种技术，其依靠地图数据和卫星定位信号，搜索车辆当前位置前方道路的准确信息，使得车辆具有预测前方一定距离内的道路状况的能力，电子地平线数据中包括坡度、弯道、交通标志等等各类道路和交通信息。该实施例中用到的电子地平线中的信息包括坡度信息、弯道信息、限速信息等与车辆功率需求变化紧密相关的地形、道路等信息。
可回收能量W的具体预测方法为：
S101：根据电子地平线数据实时查找车辆当前位置的前方道路中是否存在下坡路段，当存在时，进入S102。
S102：根据电子地平线数据获取与车辆当前位置距离最近的下坡路段的坡度θ和坡长L，判断与车辆当前位置距离最近的下坡路段的坡度θ是否大于坡度阈值θ 1，如果大于，说明该坡度θ足够用于车辆以当前速度滑行，则根据下式计算前方道路中可回收能量W：
Figure PCTCN2020109667-appb-000004
其中，m表示质量，g表示重力加速度，μ表示路面摩擦系数，C d表示空气密度，H表示车辆迎风面积，V a表示车辆迎风风速，包括车辆前进速度和当前 外界风速。
下面介绍上述可回收能量W的计算公式的推导过程。
由于车辆处于滑行状态时，发动机不输出功率，此时车辆行驶过程中的动力学方程为：
F＝F a+F rot+F slope+F win                   (1)
其中，F表示发动机输出扭矩通过传动系统作用在车轮上的驱动力；F a表示使车辆产生加速度的力，F rot表示车轮与地面的摩擦阻力，F slope表示坡度的重力阻力，F win表示汽车受到的风阻。
又有：
F a＝ma
F rot＝mgμ
F slope＝mgθ
Figure PCTCN2020109667-appb-000005
其中，a表示加速度。
因此，式(1)可写为：
Figure PCTCN2020109667-appb-000006
由于保持车辆匀速行驶，因此ma＝0；处于滑行状态，因此F＝0，因此式(2)在滑行状态时可以变换为：
Figure PCTCN2020109667-appb-000007
即，当下坡路段的坡度θ大于
Figure PCTCN2020109667-appb-000008
时，由于坡度过陡，必须要回收一部份下坡能量才能使车辆保持匀速行驶，在下坡过程中，车辆可进入能量回收状态，可回收能量W为：
Figure PCTCN2020109667-appb-000009
S2：根据预测的可回收能量W，计算液压储能器回收该可回收能量W需要的临界压力值。
当前液压储能器剩余空间能够储存的能量S的计算公式为：
Figure PCTCN2020109667-appb-000010
其中，p max表示液压系统最大压力，p n表示当前液压储能器的压力值，p 1表示液压储能器的最低工作压力；V 1表示液压储能器内气体在最低压力下的体积；n表示气体的多变过程指数。
如果可回收能量W大于当前液压储能器剩余空间能够储存的能量S时，则需要进一步控制液压储能器释放能量，以获得足够的储能空间。
令当前液压储能器剩余空间能够储存的能量S等于可回收能量W，计算液压储能器回收该可回收能量W需要的临界压力值P c，即：
Figure PCTCN2020109667-appb-000011
Figure PCTCN2020109667-appb-000012
S3：判断当前液压储能器的压力值p n是否大于临界压力值P c，如果是，则减少发动机燃油输出功率，控制液压储能器释放能量，使得当前液压储能器的 压力值p n小于或等于临界压力值P c。
本发明实施例一将电子地平线系统应用于液压混动汽车的能量管理，将液压混动汽车动力控制器与电子地平线系统相连接，由电子地平线系统得到车辆的前方地形，根据前方地形预测前方能量回收情况，并对液压储能器的能量释放进行提前预测性控制。本实施例方法能够更大程度上的保证容量有限的液压储能器尽量多的回收和利用能量，提高车辆经济性。
实施例二：
本发明还提供一种液压混动汽车动力控制终端设备，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例一的上述方法实施例中的步骤。
进一步地，作为一个可执行方案，所述液压混动汽车动力控制终端设备可以是车载电脑及云端服务器等计算设备。所述液压混动汽车动力控制终端设备可包括，但不仅限于，处理器、存储器。本领域技术人员可以理解，上述液压混动汽车动力控制终端设备的组成结构仅仅是液压混动汽车动力控制终端设备的示例，并不构成对液压混动汽车动力控制终端设备的限定，可以包括比上述更多或更少的部件，或者组合某些部件，或者不同的部件，例如所述液压混动汽车动力控制终端设备还可以包括输入输出设备、网络接入设备、总线等，本发明实施例对此不做限定。
进一步地，作为一个可执行方案，所称处理器可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可 编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等，所述处理器是所述液压混动汽车动力控制终端设备的控制中心，利用各种接口和线路连接整个液压混动汽车动力控制终端设备的各个部分。
所述存储器可用于存储所述计算机程序和/或模块，所述处理器通过运行或执行存储在所述存储器内的计算机程序和/或模块，以及调用存储在存储器内的数据，实现所述液压混动汽车动力控制终端设备的各种功能。所述存储器可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需的应用程序；存储数据区可存储根据手机的使用所创建的数据等。此外，存储器可以包括高速随机存取存储器，还可以包括非易失性存储器，例如硬盘、内存、插接式硬盘，智能存储卡(Smart Media Card,SMC)，安全数字(Secure Digital,SD)卡，闪存卡(Flash Card)、至少一个磁盘存储器件、闪存器件、或其他易失性固态存储器件。
本发明还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述方法的步骤。
所述液压混动汽车动力控制终端设备集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机 程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)以及软件分发介质等。
尽管结合优选实施方案具体展示和介绍了本发明，但所属领域的技术人员应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。

Claims (6)

  1. 一种液压混动汽车动力控制方法，其特征在于，包括以下步骤：
    S1：根据前方道路的环境信息，预测前方道路中的可回收能量；
    S2：根据预测的可回收能量，计算液压储能器回收该可回收能量需要的临界压力值；
    S3：判断当前液压储能器的压力值是否大于临界压力值，如果是，则减少发动机燃油输出功率，控制液压储能器释放能量，使得当前液压储能器的压力值小于或等于临界压力值。
  2. 根据权利要求1所述的液压混动汽车动力控制方法，其特征在于：前方道路的环境信息通过电子地平线数据获得。
  3. 根据权利要求2所述的液压混动汽车动力控制方法，其特征在于：预测前方道路中可回收能量的具体过程包括以下步骤：
    S101：根据电子地平线数据实时查找车辆当前位置的前方道路中是否存在下坡路段，当存在时，进入S102；
    S102：根据电子地平线数据获取与车辆当前位置距离最近的下坡路段的坡度θ和坡长L，判断坡度θ是否大于坡度阈值θ 1，如果大于，则根据下式计算前方道路中可回收能量W：
    Figure PCTCN2020109667-appb-100001
    其中，m表示质量，g表示重力加速度，μ表示路面摩擦系数，C d表示空气密度，H表示车辆迎风面积，V a表示车辆迎风风速；
    坡度阈值θ 1的计算公式为：
    Figure PCTCN2020109667-appb-100002
  4. 根据权利要求1所述的液压混动汽车动力控制方法，其特征在于：液压储能器回收该可回收能量需要的临界压力值的计算公式为：
    Figure PCTCN2020109667-appb-100003
    其中，P c表示临界压力值，p max表示液压系统最大压力，p 1表示液压储能器的最低工作压力；V 1表示液压储能器内气体在最低压力下的体积；n表示气体的多变过程指数。
  5. 一种液压混动汽车动力控制终端设备，其特征在于：包括处理器、存储器以及存储在所述存储器中并在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如权利要求1～4中任一所述方法的步骤。
  6. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于：所述计算机程序被处理器执行时实现如权利要求1～4中任一所述方法的步骤。
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