WO2022135097A1 - Procédé et appareil de commande d'engin de chantier électrique double, dispositif, et support de stockage - Google Patents

Procédé et appareil de commande d'engin de chantier électrique double, dispositif, et support de stockage Download PDF

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Publication number
WO2022135097A1
WO2022135097A1 PCT/CN2021/134959 CN2021134959W WO2022135097A1 WO 2022135097 A1 WO2022135097 A1 WO 2022135097A1 CN 2021134959 W CN2021134959 W CN 2021134959W WO 2022135097 A1 WO2022135097 A1 WO 2022135097A1
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WIPO (PCT)
Prior art keywords
torque
power
generator
drive motor
engine
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PCT/CN2021/134959
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English (en)
Chinese (zh)
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郁大嵬
张强
宋浩源
梁赫奇
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中国第一汽车股份有限公司
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Publication of WO2022135097A1 publication Critical patent/WO2022135097A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application relates to the technical field of energy-saving vehicles, for example, to a method and device for controlling a dual-motor vehicle.
  • a two-motor hybrid vehicle In response to the global demand for CO2 reduction, a two-motor hybrid vehicle was developed.
  • the vehicle can work in three working modes, including pure electric mode, series mode and parallel mode, and can switch modes by itself according to the driving conditions of the vehicle to achieve better vehicle economy.
  • the current vehicle is in a driving condition, and the generator can calculate the generated power for SOC balance to generate electricity according to the state of charge (SOC) of the power battery, the battery charging capacity, and the driver's demand torque to generate electricity.
  • SOC state of charge
  • the vehicle switches from the driving condition to the energy recovery condition. If the energy recovery power cannot meet the balance of the SOC of the power battery, the generator needs to generate electricity at the same time as the energy recovery.
  • the charging capacity of the power battery is sufficient , the energy recovery power and the generator power generation power jointly charge the power battery; but when the power battery charging capacity is low, the battery charging capacity will be jointly occupied by the generator power generation and energy recovery energy. If the generator power generation is large at this time , it will lead to insufficient energy recovery or even no energy recovery.
  • the present application provides a dual-motor vehicle control method, device, equipment and storage medium, which enable the vehicle to be in an energy recovery condition and the power battery is in a weak charging capacity, and the recovery energy of the driving motor can be preferentially ensured to supplement the power of the power battery, thereby increasing the power of the power battery. Energy recovery efficiency.
  • the present application provides a dual-motor vehicle control method, including:
  • the recovered power of the drive motor and/or the power generated by the generator is controlled to charge the power battery;
  • the drive motor is controlled to charge the power battery according to the recovered power
  • the generator is controlled to be the power according to the generated power
  • the battery is charged; the smaller value of the difference between the currently available charging power and the recovered power and the generator demanded generated power is determined as the generated power of the generator.
  • the application provides a dual-motor vehicle control device, including:
  • a torque distribution module configured to control the recovered power of the drive motor and/or the power generated by the generator to charge the power battery when the vehicle is in an energy recovery state;
  • the torque distribution module includes: a first torque distribution unit and a second torque distribution unit;
  • the first torque distribution unit is configured to control the drive motor to charge the power battery according to the currently available charging power and control the engine when the recovered power is greater than or equal to the current available charging power of the power battery Idle speed or oil cut;
  • the second torque distribution unit is configured to control the drive motor to charge the power battery according to the recovered power when the recovered power is less than the current available charging power of the power battery, and to control the generator
  • the power battery is charged according to the generated power; the smaller value of the difference between the currently available charging power and the recovered power and the generator demanded generated power is determined as the total power of the generator. the power generation.
  • the present application provides an electronic device, comprising: at least one processor; a storage device configured to store at least one program; when the at least one program is executed by the at least one processor, the at least one processor implements the above The dual-motor vehicle control method.
  • the present application provides a computer-readable storage medium storing a computer program, wherein when the program is executed by a processor, the above-mentioned dual-motor vehicle control method is implemented.
  • FIG. 1 is a structural block diagram of a powertrain of a dual-motor vehicle provided by an embodiment of the present application
  • FIG. 2 is a schematic flowchart of a method for controlling a dual-motor vehicle provided by an embodiment of the present application
  • FIG. 3 is a schematic flowchart of another dual-motor vehicle control method provided by an embodiment of the present application.
  • FIG. 4 is a flow chart of generator torque calculation of a dual-motor vehicle control method provided by an embodiment of the present application
  • FIG. 5 is a schematic flowchart of another dual-motor vehicle control method provided by an embodiment of the present application.
  • FIG. 6 is a timing diagram of driver demand power and multiple assembly output changes of a dual-motor vehicle transitioning from a driving state to an energy recovery state according to an embodiment of the present application;
  • FIG. 7 is a schematic structural diagram of a dual-motor vehicle control device provided by an embodiment of the present application.
  • FIG. 8 is a schematic structural diagram of another dual-motor vehicle control device provided by an embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of an electronic device provided by an embodiment of the present application.
  • Embodiments of the present application provide a method for controlling a dual-motor vehicle, including:
  • control the recovered power of the drive motor and/or the power generated by the generator When the vehicle is in an energy recovery state, control the recovered power of the drive motor and/or the power generated by the generator to charge the power battery; when the recovered power is greater than or equal to the current available charging power of the power battery, control the drive motor to charge according to the current available charging power Power to charge the power battery, and control the engine to idle or cut off the oil; when the recovered power is less than the current available charging power of the power battery, control the drive motor to charge the power battery according to the recovered power, and control the generator to charge the power battery according to the generated power.
  • Charging determining the smaller value of the difference between the currently available charging power and the recovered power and the generator demanded power generation power as the power generation power of the generator.
  • the power battery when the vehicle is in an energy recovery state, the power battery is charged by controlling the recovered power of the driving motor and the power generated by the generator; when the recovered power of the driving motor is greater than or equal to the current available charging power of the power battery , control the drive motor to charge the power battery according to the current available charging power of the power battery, and control the engine to idle or cut off oil; when the recovery power of the drive motor is less than the current available charging power of the power battery, control the drive motor to use the recovered power as the power
  • the battery is charged, and at the same time, the engine is controlled to drive the generator to generate power to charge the power battery.
  • the generator power is selected from the difference between the generator demanded power and the current available charging power and the recovered power.
  • the vehicle is in an energy recovery state, and priority is given to ensuring that the recovered energy of the driving motor supplements the power of the power battery, and the insufficient part is supplemented by the generator driven by the engine to generate electricity.
  • the recovered energy is higher than the charging capacity of the power battery, then the drive motor is controlled to recover energy according to the current available charging capacity of the power battery, the engine is controlled to idle or the oil is cut off, and the generator does not output power to occupy the current available charging capacity of the power battery. Maximize the use of energy recovery, reduce generator power generation, and then achieve good vehicle economy.
  • the dual-motor vehicle control method provided by the embodiment of the present application enables the vehicle to be in an energy recovery condition and the power battery is in a weak charging capacity, preferentially ensuring that the recovered energy of the driving motor supplements the power of the power battery, and improves the energy recovery efficiency.
  • FIG. 1 is a structural block diagram of a powertrain of a dual-motor vehicle provided by an embodiment of the present application.
  • the powertrain structure of the dual-motor vehicle may mainly include: an engine 2, a generator 5, a drive motor 8, a power battery 9, a clutch 13 and a main reduction device 14.
  • the engine 2 and the generator 5 pass through gears. Auxiliary link, the engine 2 can be started through the generator 5.
  • the clutch 13 is disconnected, the engine 2 does not participate in directly driving the vehicle, but drives the generator 5 to generate electricity through the engine 2 to provide power for the power battery 9 or the drive motor 8. Driven by The motor 8 drives the vehicle.
  • the power domain electronic control system of the dual-motor vehicle may include an engine management system 1 , a generator control unit 3 , a drive motor control unit 6 , a battery management system 10 and a vehicle control unit 11 .
  • the main operating states of the dual-motor vehicle may mainly include: parking and shutdown, the dual-motor vehicle is in a parking state, the engine 2 is in a shutdown state, the clutch 13 is in a disengaged state at this time, and the vehicle control unit 11 stops sending fuel injection command and related torque command; the generator 5 starts the engine 2, the generator 5 drags the engine 2 to a certain speed, the vehicle control unit 11 sends the fuel injection command and the related torque command, and the engine management system 1 controls the engine 2 to inject fuel and ignite.
  • the clutch 13 When the clutch 13 is in a disengaged state; the engine 2 is stopped, the vehicle control unit 11 stops sending fuel injection commands and related torque commands, and the engine management system 1 controls the engine 2 to cut off oil and stop, and the clutch 13 is in a disengaged state.
  • the pure electric driving state when the power of the power battery 9 is sufficient and the vehicle speed and the torque required by the driver are small, the engine 2 is stopped, and the vehicle is driven by the drive motor 8 , and the energy of the drive motor 8 comes entirely from the power battery 9 .
  • the engine 2 drives the generator 5 to generate electricity, which together with the power battery 9 is used as the energy source of the driving motor 8, or provides power to the driving motor 8 and is simultaneously The power battery 9 is charged.
  • parallel driving state when the vehicle speed continues to increase and the torque required by the driver decreases, the control clutch 13 is engaged, the direct drive of the engine 2 participates in driving, and the generator 5 generates electricity according to the power of the power battery 9 and the load of the engine 2.
  • the driving motor 8 assists.
  • the vehicle control unit 11 calculates the coasting energy recovery torque and the braking energy recovery torque requested by the body stability system according to the vehicle speed, controls the engine 2 to be in the idle speed or the fuel cut-off state, and drives the motor 8 according to the energy recovery torque. Recycling power generation is carried out to supplement the energy of the power battery 9 .
  • FIG. 2 is a schematic flowchart of a method for controlling a dual-motor vehicle provided by an embodiment of the present application.
  • the dual-motor vehicle controller includes:
  • the power generation power of the generator for SOC balance can be calculated according to the state of charge (SOC) of the power battery, the charging capacity of the power battery and the torque required by the driver, so as to control the engine to drive power generation
  • SOC state of charge
  • the machine generates electricity and charges the power battery.
  • the vehicle switches from the driving state to the energy recovery state, and uses the energy recovery torque to charge the power battery.
  • the charging power of the power battery is equal to the recovery power of the drive motor and the power generated by the generator.
  • the engine needs to drive the generator to charge the power battery.
  • the problem with the dual-motor vehicle control method is that when the charging capacity of the power battery is high enough, the power battery is charged by controlling the recovered power of the drive motor and the power generated by the engine to drive the generator.
  • Idle speed generally means that the engine needs to be warmed up and does not need to be shut down.
  • the engine runs under no load. It only needs to overcome the frictional resistance of its own internal parts and does not output power to the outside world. At this time, the generator does not output power generation. Power battery charging. Fuel cut off means that the engine stops fuel injection. At this time, the generator drives the engine to maintain a certain speed by consuming the power of the power battery.
  • the generator In the driving state, the generator needs to consider the power demand of the driver and the power of the power battery. When it is under medium and small loads, it generates electricity, and when it is under heavy load, the power battery is used to assist power consumption. In the recovery state, the power generated by the generator needs to consider the vehicle speed, engine speed and power battery power. When the vehicle speed and engine speed are high, the power generated by the generator can be appropriately increased. When the vehicle speed and engine speed are low, the generator needs to generate electricity. lower power. First, the difference between the current available charging power and the recovered power is calculated, and the smaller value is selected between the difference and the required power generation power of the generator as the power generation power of the generator to charge the power battery.
  • the currently available charging power is obtained according to the state of charge of the power battery and the current temperature.
  • the current available charging power of the power battery reflects the current charging capacity of the power battery. Generally, when the power of the power battery is relatively high or the temperature of the surrounding environment is relatively low, the current charging capacity of the power battery is relatively low, which can be managed by the battery. system report.
  • the embodiments of the present application propose a dual-motor vehicle control method.
  • the recovered power of the driving motor is greater than or equal to the current available charging power of the power battery, that is, the current charging capacity of the power battery is relatively low. If the recovered power of the drive motor can meet the balance of the power battery SOC, the drive motor is controlled to charge the power battery according to the current available charging power of the power battery, and the engine is controlled to idle or cut off the oil, and the generator does not charge the power battery.
  • the recovery power of the drive motor is less than the current available charging power of the power battery, that is, the current charging capacity of the power battery is high enough, and the recovery power of the drive motor cannot meet the balance of the SOC of the power battery, it is necessary to control the drive motor according to the recovery of the drive motor.
  • the power is used to charge the power battery, and the engine is controlled to drive the generator to generate power to charge the power battery.
  • the power generated by the generator is determined by the power generated by the generator and the difference between the currently available charging power and the recovered power. The smaller of the differences is determined.
  • the vehicle is in an energy recovery state, and priority is given to ensuring that the recovered energy of the driving motor supplements the power of the power battery, and the insufficient part is supplemented by the generator driven by the engine to generate electricity.
  • the recovered energy is higher than the charging capacity of the power battery, then the drive motor is controlled to recover energy according to the current available charging capacity of the power battery, the engine is controlled to idle or the oil is cut off, and the generator does not output power to occupy the current available charging capacity of the power battery.
  • the dual-motor vehicle control method and device provided by the embodiments of the present application can enable the vehicle to be in an energy recovery condition and the power battery is in a weak charging capacity, preferentially ensure that the recovered energy of the drive motor supplements the power of the power battery, and improve the energy recovery efficiency.
  • FIG. 3 is a schematic flowchart of another method for controlling a dual-motor vehicle provided by the embodiments of the present application, as shown in FIG. 3 .
  • the generator is driven by the engine to generate electricity; the dual-motor vehicle control method may further include:
  • the main operating states of the dual-motor vehicle may include: stop, pure electric drive state, series drive state, parallel drive state, and energy recovery state.
  • stop pure electric drive state
  • series drive state series drive state
  • parallel drive state parallel drive state
  • energy recovery state different control methods are set for the vehicle, which are divided into S220, S230 and S240.
  • the pure electric driving state that is, the power of the power battery 9 is sufficient, and when the vehicle speed and the torque required by the driver are small, the engine 2 is controlled to stop, and the generator 5 does not output power, and the vehicle is driven by the drive motor 8
  • the energy of the driving motor 8 comes entirely from the power battery 9 , and the driving motor 8 is powered by controlling the discharge power of the power battery 9 .
  • the engine 2 is controlled to drive the generator 5 to generate electricity; if the driver's demand power is greater than or equal to the first Set the threshold value, that is, only relying on the engine 2 to drive the generator 5 to generate electricity for the drive motor 8 to provide electricity is not enough to drive the vehicle, then control the power battery 9 and the generator 5 as the energy source of the drive motor 8, and the output power of the drive motor 8 It is equal to the sum of the generated power of the generator 5 and the discharge power of the power battery 9; if the power demanded by the driver is less than the first set threshold, that is, the power provided by the engine 2 to drive the generator 5 to generate electricity for the drive motor 8 can meet the driving requirements of the vehicle. , then the generator 5 is controlled to supply power to the drive motor 8 and also charge the power battery 9 .
  • the driver's demand power can be converted according to the driver's demand torque.
  • the control clutch 13 is engaged, the direct drive of the engine 2 participates in the drive, and the engine 2 directly drives the wheels of the vehicle; if The driver's required torque is less than or equal to the second set threshold, then the generator 5 is controlled to generate electricity according to the power of the power battery 9 and the load of the engine 2, that is, the engine 2 is also controlled to drive the generator 5 to generate power to charge the power battery 9 ;
  • the driver's demand torque is greater than the upper limit of the economic zone of the engine 2 or the engine 2 responds slowly, that is, the driver's demand torque is greater than or equal to the third set threshold at this time, the drive motor 8 assists, that is, the power battery 9 needs to be controlled.
  • the discharge power supplies power to the drive motor 8 .
  • the second set threshold is less than the third set threshold. If the driver's demand torque is greater than the second set threshold and less than the third set threshold, the engine 2 is controlled to drive the wheels of the vehicle. At this time, the generator 5 does not output the generated power of The power battery 9 is charged, and the power battery 8 does not output discharge power to provide power for the drive motor 8 to assist.
  • the dual-motor vehicle control method may further include: when the driver's required torque is greater than the fourth set threshold, judging that the vehicle is in a driving state; when the driver's required torque is less than the fourth threshold When the threshold value is set five, it is judged that the vehicle is in an energy recovery state; the fourth predetermined threshold value is smaller than the fifth set threshold value.
  • the power generation limit of the generator is calculated using the sum of the available charging power of the power battery and the actual power used by the drive motor, and when the driver releases the accelerator, the vehicle is in a driving state.
  • the power generation limit of the generator is calculated by the sum of the available charging power of the power battery and the power required by the driving motor, and the recovery power calculated by the recovery torque of the driving motor limits the power generation power of the generator, thereby reducing the power consumption. Open the limit of the lower limit of the requested torque of the drive motor obtained from the difference between the available charging power of the power battery and the actual generated power of the generator.
  • FIG. 4 is a flow chart of generator torque calculation of a dual-motor vehicle control method provided by an embodiment of the present application.
  • the generator torque calculation process of the dual-motor vehicle control method can be executed by a vehicle control unit (Hybrid Control Unit, HCU) through a series of programmed control processes.
  • HCU Vehicle Control Unit
  • the steps of the generator power generation torque calculation process of the dual-motor vehicle control method include:
  • S310 Determine whether the vehicle is in the driving condition, if the vehicle is not in the driving condition, execute S320; if the vehicle is in the driving condition, execute S330.
  • the vehicle When the driver's demand torque is greater than the fourth set threshold, it is judged that the vehicle is in a driving state; when the driver's demand torque is less than the fifth set threshold, it is judged that the vehicle is in an energy recovery state.
  • the driver's demand torque is greater than 0 Nm
  • the vehicle when the driver's demand torque is greater than 0 Nm, the vehicle is considered to be in a driving state, and when the driver's demand torque is less than -2 Nm, the vehicle is considered to be in an energy recovery state.
  • the vehicle if the vehicle is in a crawling state, the vehicle is also considered to be in a driving state.
  • the vehicle in a crawling state generally refers to a state in which the current vehicle speed is very low, and the driver neither depresses the accelerator pedal nor the brake pedal.
  • the available power generation of the generator is equal to the sum of the available charging power of the power battery and the recovery power demanded by the driving motor, and then execute S340.
  • the available charging power of the power battery is directly reported by the battery management system.
  • the sign of the available power of the power battery is positive; the sign of the recovered power required by the driving motor is negative, and the required recovery power of the driving motor can be calculated from the following formula 1:
  • P TM is the required recovery power of the driving motor
  • x is the efficiency of the driving motor
  • N TM is the required torque of the driving motor
  • n TM is the actual speed of the driving motor
  • 9550 is a constant for the power conversion coefficient.
  • the drive motor efficiency is obtained by looking up the table between the actual speed of the drive motor and the torque demanded by the drive motor.
  • the actual speed of the drive motor can be reported by the drive motor control unit, and the torque demanded by the drive motor can be calculated from the following formula 2:
  • N TM is the required torque of the drive motor
  • P is the initial driver's wheel-end demand torque
  • N' is the braking energy recovery request torque (wheel-end)
  • N is the conversion speed ratio.
  • Regenerative braking request torque (wheel end) can be reported by the body stabilization system.
  • the available power generation of the generator is equal to the sum of the available charging power of the power battery and the actual power used by the driving motor, and then execute S340.
  • the available charging power of the power battery is directly reported by the battery management system.
  • the sign of the available charging power of the power battery is positive; the sign of the actual recovery power of the drive motor is positive, and the actual power used by the drive motor can be calculated from the following formula 3:
  • P TM ' is the actual power used by the drive motor
  • x is the drive motor efficiency
  • N TM ' is the actual torque of the drive motor
  • n TM is the actual speed of the drive motor
  • 9550 is a constant for the power conversion coefficient.
  • the efficiency of the drive motor is obtained by looking up the table between the actual speed of the drive motor and the actual torque of the drive motor.
  • the actual torque of the drive motor and the actual speed of the drive motor can be reported by the drive motor control unit.
  • the available power generation torque of the generator can be obtained by calculating the available power generation torque of the generator through the power conversion torque, and the sign is converted. At this time, the sign of the available power generation torque of the generator is negative.
  • the minimum torque of the generator can be reported by the generator control unit. At this time, the sign of the minimum torque of the generator is negative, and the larger value of the available power generation torque of the generator and the minimum torque of the generator is selected as the generator power generation torque. At this time, the generator The sign of the power generation torque is negative, that is, the smaller absolute value of the two negative values is selected.
  • FIG. 5 is a schematic flowchart of another dual-motor vehicle control method provided by an embodiment of the present application.
  • the regenerative power of the drive motor can be obtained from the energy regenerative torque
  • the power generated by the generator can be obtained from the generator torque
  • the dual-motor vehicle control method may further include:
  • S410 Calculate the initial driver demand torque according to the accelerator pedal opening and the vehicle speed, and obtain the limited driver demand torque according to the driver's wheel-end demand torque maximum limit and the driver's wheel-end demand torque minimum limit.
  • the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the engine, the maximum torque of the driving motor, the minimum torque of the driving motor and the braking energy Recover the requested torque obtain the upper torque limit of the engine in the series state, the upper torque limit of the engine in the parallel state, the upper torque limit of the generator, the lower torque limit of the generator, the maximum torque at the wheel end of the drive motor, the minimum torque at the wheel end of the drive motor, and the driver wheel end.
  • Demand torque maximum limit, driver wheel-end demand torque minimum limit and braking energy regenerative torque capability the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the engine, the maximum torque of the driving motor, the minimum torque of the driving motor and the braking energy Recover the requested torque
  • the available charging power of the power battery and the available discharging power of the power battery can be reported by the battery management system, the maximum torque of the generator and the minimum torque of the generator can be reported by the generator control unit, the maximum torque of the engine can be reported by the engine management system, and the maximum torque of the drive motor, The minimum torque of the drive motor can be reported by the drive motor control unit, and the braking energy recovery request torque can be reported by the body stability system, and the obtained braking energy recovery torque capacity will also be sent to the body stability system.
  • the capacity of the drive motor itself and the capacity of the power battery itself do not eliminate the current power generation of the engine, so that the body stability system can issue braking capacity to recover torque.
  • the maximum torque of the wheel end of the driving motor that is, the maximum driving capacity of the wheel end of the driving motor, can be calculated by the following formula 4:
  • TM (max) is the maximum torque at the wheel end of the drive motor
  • B max is the available discharge power of the power battery
  • P is the power consumption of accessories
  • P' is the reserved power (speed regulation, efficiency)
  • P GM is the actual power generated by the generator
  • P GM is positive, indicating that the generator is in a discharge state
  • P GM is negative, indicating that the generator is in a charging state
  • n TM is the rotational speed of the drive motor
  • TM max is the maximum torque of the drive motor.
  • the minimum torque at the wheel end of the drive motor that is, the maximum power generation capacity at the wheel end of the drive motor, can be calculated by the following formula 5:
  • TM (min) is the minimum torque at the wheel end of the driving motor
  • B min is the available charging power of the power battery
  • P is the power consumption of accessories
  • P' is the reserved power (speed regulation, efficiency)
  • P GM is the actual power generated by the generator
  • P GM is positive, indicating that the generator is in a discharge state
  • P GM is negative, indicating that the generator is in a charging state
  • n TM is the rotational speed of the drive motor
  • TM min is the minimum torque of the drive motor.
  • the upper limit of the generator torque that is, the maximum driving torque of the generator, can be calculated by the following formula 6:
  • GM (max) is the upper limit of the output power of the generator; B max is the available discharge power of the power battery; P is the power consumption of accessories; P' is the reserved power (efficiency); P TM is the actual power of the drive motor, and P TM is positive , indicating that the driving motor is in a driving state, and P TM is negative, indicating that the driving motor is in a generating state; n GM is the generator speed; GM max is the maximum torque of the generator.
  • the lower limit of generator torque that is, the maximum generator torque of the generator, can be calculated by the following formula 7:
  • GM (min) is the lower limit of the output power of the generator; B min is the available charging power of the power battery; P is the power consumption of accessories; P' is the reserved power (efficiency); P TM is the actual power of the drive motor, and P TM is a positive , indicating that the drive motor is in the driving state, and P TM is negative, indicating that the drive motor is in the power generation state; n GM is the generator speed; GM min is the generator minimum torque.
  • the upper limit of the torque of the engine in the series state that is, the maximum torque of the engine in series, can be calculated by the following formula 8:
  • Eng (max) is the upper torque limit of the engine in the series state
  • T is the external characteristic of the engine
  • GM min is the minimum torque of the generator
  • n (GM-Eng) is the speed ratio of the generator to the engine
  • P' is the speed of the generator Control reserved power
  • n Eng is the engine speed
  • N GM is the generator speed control reserved torque.
  • the upper torque limit of the engine in the parallel state that is, the maximum torque of the engine in parallel, can be calculated by the following formula 9:
  • Eng (max) ' is the torque upper limit of the engine in the parallel state
  • Eng max is the maximum torque of the engine.
  • the maximum limit of the driver's wheel-end torque demand that is, the maximum driving capacity of the wheel-end, can be calculated by the following formula 10:
  • Max is the maximum limit of torque demanded by the driver's wheel end; T is the external characteristics of the engine; n (GM-Eng) is the speed ratio of the generator to the engine; GM min is the minimum torque of the generator, which is positive; n GM is the power generation B max is the available discharge power of the power battery; P' is the reserved power (starting, efficiency); x is the power consumption of the accessories; n TM is the rotational speed of the drive motor; TM max is the maximum torque of the drive motor.
  • the minimum limit of the torque required by the driver at the wheel end that is, the maximum power generation capacity at the wheel end, can be calculated by referring to the minimum torque at the wheel end of the drive motor.
  • the battery power in the above formulas 4 to 10 is reported by the battery management system (BMS), which is the electric power; the driving motor power is calculated from the torque speed and is the mechanical power, which needs to be converted into electric power for unified calculation, and the driving motor efficiency When converting, it is necessary to consider whether it is electric or power generation at this time, and the efficiency corresponds to multiplication or division during calculation; the power consumption of accessories is obtained by multiplying DC-DC voltage and current, which is electrical power; generator power and driving motor power are mechanical power; In the series mode, the required power of the engine is finally calculated, and the final electric power is also converted into mechanical power. The mechanical power is used to calculate the speed and torque and then send it to the Engine Management System (EMS) to control the engine execution.
  • BMS battery management system
  • EMS Engine Management System
  • S430 Perform torque distribution on the limited driver demand torque according to the operating state of the vehicle, and obtain the engine shaft end torque, the generator shaft end torque and the initial wheel end torque of the drive motor; the operating states may include series state, parallel state and pure electric drive state.
  • the main operating states of the dual-motor vehicle may include: stop, pure electric drive state, series drive state, parallel drive state, series energy recovery state and parallel energy recovery state.
  • series power generation is performed when the load is medium and small.
  • the generated power is calculated according to the driver demand power look-up table and is limited by the capacity calculation of the assembly capacity.
  • the initial wheel end torque of the drive motor is equal to the limit.
  • the driver demand torque, the engine demand power generation is equal to the driver demand power plus the power generation power, according to the engine demand power generation power, look up the table to obtain the required engine speed, divide the power by the speed to obtain the engine shaft end torque, and the generator calculates the starting speed according to the target speed Motor shaft end torque; when the load is large, the series assist is performed, the initial wheel end torque of the drive motor is equal to the limited driver demand torque, the engine demand power generation is equal to the driver demand power minus the power battery assist power, and the battery assist power is based on the driver.
  • the required power is calculated by looking up the table and is limited by the ability of the assembly capacity calculation.
  • the required engine speed is obtained by looking up the table according to the required power generation power of the engine.
  • the power is divided by the speed to obtain the engine shaft end torque.
  • the generator calculates the generator shaft end torque according to the target speed.
  • the torque at the shaft end of the engine is the engine loss torque.
  • the target engine speed is obtained from the vehicle speed table
  • the engine power generation is obtained from the actual engine speed
  • the generator calculates the generator shaft end torque according to the target speed; the initial wheel end torque of the drive motor is equal to the coasting recovery torque plus Brake energy recovery torque.
  • the upper and lower limits of the economic zone are divided according to the universal characteristics of the engine.
  • the driver's demand torque is less than the lower limit
  • the engine operating point target power generation torque, and the initial wheel-end torque of the drive motor is equal to the driver's demand torque minus the target power generation torque.
  • Power generation when the battery power is higher than a certain value, the power generation is stopped; when the driver's demand torque is greater than the lower limit and less than the upper limit, the engine shaft end torque is equal to the driver's demand torque plus the power consumption of accessories to calculate the torque.
  • the engine is driven alone, and the drive motor requests Zero; when the driver's demand torque is greater than the upper limit, the initial wheel-end torque of the drive motor is equal to the driver's demand torque minus the actual engine torque, and the engine shaft end torque is equal to the driver's demand torque minus the drive motor torque request.
  • the demand torque is greater than the upper limit
  • the torque at the shaft end of the engine is the engine loss torque
  • the initial wheel end torque of the drive motor is equal to the driver's demand torque minus the actual torque of the engine
  • the torque at the shaft end of the engine is equal to the power generation Torque request (generally when the battery is very low, there is a power generation request)
  • the initial wheel end torque of the drive motor is equal to the driver demand torque minus the actual engine torque.
  • the purpose of filtering the engine shaft end torque, the generator shaft end torque and the initial wheel end torque of the drive motor is to limit the ascent, descent rate and zero rate.
  • the body electronic stability system When there is a body electronic stability system outputting external torque, for example, when a vehicle anti-lock brake control system or a traction control system is operating, the body electronic stability system outputs the external torque directly in response.
  • S470 Perform sign conversion processing on the torque at the shaft end of the drive motor according to the current gear of the vehicle; the current gear is forward gear or reverse gear.
  • sign conversion processing is performed on the torque at the shaft end of the drive motor, and appropriate filtering processing is performed.
  • FIG. 6 is a time sequence diagram of the driver's demanded power and the output changes of a plurality of assemblies of a dual-motor vehicle transitioning from a driving state to an energy recovery state according to an embodiment of the present application.
  • the vehicle control unit performs the control of the driver's required power and the outputs of multiple assemblies. In the description of FIG. 6, it is assumed that there is no loss when energy is transmitted.
  • the generator will be deducted according to the rechargeable power of the power battery after the limit (a certain amount of reserve is performed on the basis of the available rechargeable power of the battery reported by the battery management system) After coasting to recover energy, the remaining limit is used to generate electricity; at point D, the driver depresses the brake pedal, and after superimposing the braking energy recovery torque, the output power of the drive motor reaches the limit of the rechargeable power of the power battery after the limit, and the power generation capacity of the generator is used at this time.
  • the limit limits the generator power to zero, and priority is given to ensuring energy recovery; at point E, the driver's required power turns positive, and the energy recovery state ends. Previously, when the energy recovery power began to decrease, the generator power was not restored to prevent frequent control. When the driver needs more than a certain value, the generator power is restored; when it reaches point F, the vehicle completely returns to the state near the initial state. If energy recovery is not prioritized, it may cause the power generation of the generator to completely occupy the limit of the rechargeable power of the power battery in the energy recovery state, resulting in poor economy without energy recovery. There is a gap between the available charging power of the power battery and the normal time.
  • the power battery when the vehicle is in an energy recovery state, the power battery is charged by controlling the recovery power of the drive motor and the power generation power of the generator; when the recovery power of the drive motor is greater than or equal to the current available charging power of the power battery, control The drive motor charges the power battery according to the current available charging power of the power battery, and controls the generator to stop and does not charge the power battery; when the recovery power of the drive motor is less than the current available charging power of the power battery, the drive motor is controlled to be powered according to the recovered power The battery is charged, and at the same time, the engine is controlled to drive the generator to generate first power to charge the power battery.
  • the vehicle is in an energy recovery state, and priority is given to ensuring that the recovered energy of the driving motor supplements the power of the power battery, and the insufficient part is supplemented by the generator driven by the engine to generate electricity. If the recovered energy is higher than the charging capacity of the power battery, the drive motor is controlled to recover energy according to the current available charging capacity of the power battery, and the engine is controlled to idle or cut off the oil.
  • the generator does not output power to charge the power battery, which can maximize the use of energy. Recycling, reducing the power generation of the generator, and then achieving good vehicle economy.
  • the dual-motor vehicle control method provided by the embodiment of the present application enables the vehicle to be in an energy recovery condition and the power battery is in a weak charging capacity, preferentially ensuring that the recovered energy of the driving motor supplements the power of the power battery, and improves the energy recovery efficiency.
  • FIG. 7 is a schematic structural diagram of a dual-motor vehicle control device provided by an embodiment of the present application.
  • the dual-motor vehicle control device 1 includes: a torque distribution module 100, which is configured to: when the vehicle is in an energy recovery state, Control the regenerative power of the drive motor and/or the generated power of the generator to charge the power battery;
  • the torque distribution module 100 includes: a first torque distribution unit 110 and a second torque distribution unit 120;
  • the first torque distribution unit 110 is configured to When the power is greater than or equal to the current available charging power of the power battery, the drive motor is controlled to charge the power battery according to the current available charging power, and the engine is controlled to idle or cut off the oil;
  • the second torque distribution unit 120 is set to when the recovered power is less than the current available charging power of the power battery.
  • the drive motor is controlled to charge the power battery according to the recovered power
  • the generator is controlled to charge the power battery according to the
  • the torque distribution module 100 when the vehicle is in an energy recovery state, charges the power battery by controlling the recovered power of the drive motor and the generated power of the generator; the torque distribution module 100 includes: a first torque distribution unit 110 and a The second torque distribution unit 120; when the recovered power of the drive motor is greater than or equal to the current available charging power of the power battery, the first torque distribution unit 110 controls the drive motor to charge the power battery according to the current available charging power of the power battery, and controls When the engine is idling or the oil is cut off, the generator does not output power generation and does not charge the power battery; when the recovered power of the drive motor is less than the current available charging power of the power battery, the second torque distribution unit 120 controls the drive motor to perform the operation according to the recovered power as the power battery At the same time, control the engine to drive the generator to charge the power battery according to the generated power. At this time, the generator power is determined by selecting the smaller value from the difference between the generator demanded power generation and the difference between the current available charging power and the recovered power
  • the vehicle is in an energy recovery state, and priority is given to ensuring that the recovered energy of the driving motor supplements the power of the power battery, and the insufficient part is supplemented by the generator driven by the engine to generate electricity. If the recovered energy is higher than the charging capacity of the power battery, the drive motor is controlled to perform energy recovery according to the current available charging capacity of the power battery, and the engine is controlled to idle or cut off the oil. Energy recovery, reduce generator power generation, and then achieve good vehicle economy.
  • the dual-motor vehicle control method and device provided by the embodiments of the present application can enable the vehicle to be in an energy recovery condition and the power battery is in a weak charging capacity, preferentially ensure that the recovered energy of the drive motor supplements the power of the power battery, and improve the energy recovery efficiency.
  • FIG. 8 is a schematic structural diagram of another dual-motor vehicle control device provided by an embodiment of the present application.
  • the regenerative power of the drive motor can be obtained from the energy regenerative torque
  • the power generated by the generator can be obtained from the generator torque
  • the The dual motor vehicle control device 1 may further include: a driver demand torque calculation module 200 , an assembly capability calculation module 300 , a torque filtering module 400 , a dynamic load control module 500 , an external torque coordination module 600 and a motor quadrant switching management module 700 .
  • the driver demand torque calculation module 200 may be configured to calculate the initial driver demand torque according to the accelerator pedal opening and the vehicle speed, and obtain the restricted driving according to the maximum limit of the driver's wheel-end demand torque and the minimum limit of the driver's wheel-end demand torque. the torque demand of the operator.
  • the driver demand torque calculation module 200 may be set to calculate the initial driver demand torque according to the accelerator pedal opening and the vehicle speed, and send the initial driver demand torque to the total capacity calculation module 300; the driver demand torque calculation module 200 is also set to The limited driver's required torque is obtained according to the maximum limit of the driver's wheel-end required torque and the minimum limit of the driver's wheel-end required torque, and the limited driver's required torque is sent to the torque distribution module 100 .
  • the assembly capacity calculation module 300 may be configured to calculate the power according to the initial driver's wheel-end demand torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the engine, the maximum torque of the drive motor, the maximum torque of the drive motor, and the Motor minimum torque and braking energy recovery request torque, obtain the upper torque limit of the engine in the series state, the upper torque limit of the engine in the parallel state, the upper torque limit of the generator, the lower torque limit of the generator, the maximum torque at the wheel end of the drive motor, and the wheel end of the drive motor.
  • Minimum torque, maximum limit of driver's wheel-end torque demand, minimum limit of driver's wheel-end demand torque, and braking energy recovery torque capability may be configured to calculate the power according to the initial driver's wheel-end demand torque, the available charging power of the power battery, the available discharging power of the power battery, the maximum torque of the generator, the minimum torque of the generator, the maximum torque of the engine
  • the assembly capacity calculation module 300 may also be set to send the maximum limit of the driver's wheel-end demand torque and the minimum limit of the driver's wheel-end demand torque to the driver's demand torque calculation module 200, and the torque limit of the engine in the series state, the engine torque In the parallel state, the upper torque limit of the generator, the upper torque limit of the generator, the lower torque limit of the generator, the maximum torque at the wheel end of the drive motor and the minimum torque at the wheel end of the drive motor are sent to the torque distribution module 100, and the braking energy recovery torque capability is sent to the vehicle body stability system 800, the braking energy recovery torque capability only considers the drive motor's own capability and the power battery's own capability, and does not exclude the current power generation of the engine, so that the vehicle body stabilization system 800 can issue braking capability recovery torque.
  • the torque distribution module 100 can also be configured to perform torque distribution on the limited driver demand torque according to the operating state of the vehicle, and obtain the engine shaft end torque, the generator shaft end torque and the initial wheel end torque of the drive motor; the operating states include series state, Parallel state and pure electric state.
  • the torque distribution module 100 may also be configured to perform torque distribution on the limited driver demand torque according to the operating state of the vehicle, and according to the torque upper limit of the engine in the series state, the torque upper limit of the engine in the parallel state, the torque upper limit of the generator, and the power generation.
  • the lower limit of engine torque, the maximum torque at the wheel end of the drive motor and the minimum torque at the wheel end of the drive motor limit the multiple torques distributed, and obtain the torque at the shaft end of the engine, the torque at the shaft end of the generator and the initial torque at the wheel end of the drive motor; the torque distribution module 100 also It may be configured to send the engine shaft end torque, the generator shaft end torque and the drive motor initial wheel end torque to the torque filtering module 400 .
  • the torque filtering module 400 may be configured to filter the engine shaft end torque, the generator shaft end torque and the initial wheel end torque of the drive motor.
  • the torque filtering module 400 may also be configured to send the engine shaft end torque and the generator shaft end torque to the external torque coordination module 500 , and to send the drive motor initial wheel end torque to the dynamic load control module 600 .
  • the dynamic load control module 500 may be configured to superimpose the initial wheel end torque of the drive motor with the braking energy recovery torque and the motor torque loss compensation to obtain the shaft end torque of the drive motor.
  • the dynamic load control module 500 may be configured to superimpose the initial wheel end torque of the drive motor with the braking energy recovery torque and the motor torque loss compensation to obtain the drive motor shaft end torque, and send the drive motor shaft end torque to the external torque coordination module 600 .
  • the external torque coordination module 600 may be configured to redistribute the engine shaft end torque, the generator shaft end torque and the drive motor shaft end torque when there is external torque output from the body electronic stability system 800 .
  • the external torque coordination module 600 can be configured to redistribute the engine shaft end torque, the generator shaft end torque and the drive motor shaft end torque when there is an external torque output from the body electronic stability system 800; the external torque coordination module 600 can also be set to The drive motor shaft end torque is sent to the motor quadrant switching management module 700 .
  • the motor quadrant switching management module 700 may be configured to perform sign conversion processing on the torque at the shaft end of the drive motor according to the current gear position of the vehicle; the current gear position is forward gear or reverse gear.
  • FIG. 9 is a schematic structural diagram of an electronic device provided by an embodiment of the present application.
  • the device includes a processor 90, a storage device 91 and a communication device 92; the number of processors 90 in the device may be one or more
  • a processor 90 is used as an example; the processor 90 , the storage device 91 and the communication device 92 in the device may be connected by a bus or in other ways, and the connection by a bus is used as an example in FIG. 9 .
  • a computer device provided in this embodiment can be configured to execute the method for controlling a dual-motor vehicle provided by any of the foregoing embodiments, and has corresponding functions and effects.
  • Embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored.
  • the program is executed by a processor, the method for controlling a dual-motor vehicle in any of the foregoing embodiments can be implemented.
  • the method can include:
  • At least one of the recovered power of the drive motor and the power generated by the generator is controlled to charge the power battery; wherein the recovered power is greater than or equal to the current available power of the power battery
  • the drive motor is controlled to charge the power battery according to the currently available charging power
  • the engine is controlled to idle or cut off oil
  • the recovered power is less than the current available charging power of the power battery control the drive motor to charge the power battery according to the recovered power, and control the generator to charge the power battery according to the generated power
  • compare the currently available charging power with the recovery power The difference between the powers, and the smaller of the generator demand power, is determined as the generated power of the generator.
  • a storage medium containing computer-executable instructions provided by an embodiment of the present application the computer-executable instructions of the computer-executable instructions are not limited to the above-mentioned method operations, and can also execute any of the methods for controlling a dual-motor vehicle provided by any embodiment of the present application. related operations.
  • the computer-readable storage medium may be a non-transitory storage medium.

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Abstract

La présente invention concerne un procédé et un appareil de commande d'engin de chantier électrique double, un dispositif, et un support de stockage. Le procédé de commande d'engin de chantier électrique double comprend les étapes consistant à : lorsqu'un véhicule est dans un état de récupération d'énergie, commander la puissance de récupération d'un moteur d'entraînement (8) et/ou la puissance de génération d'énergie d'un générateur d'énergie (5) pour charger une batterie d'alimentation (9) ; lorsque la puissance de récupération est supérieure ou égale à la puissance de charge disponible actuelle de la batterie d'alimentation (9), commander le moteur d'entraînement (8) pour charger la batterie d'alimentation (9) en fonction de la puissance de charge disponible actuelle, et commander un moteur (2) pour qu'il fonctionne au ralenti ou coupe le carburant ; lorsque la puissance de récupération est inférieure à la puissance de charge disponible actuelle de la batterie d'alimentation (9), commander le moteur d'entraînement (8) pour charger la batterie d'alimentation (9) en fonction de la puissance de récupération, et à commander le générateur d'énergie (5) pour charger la batterie d'alimentation (9) en fonction de la puissance de génération d'énergie ; et déterminer comme puissance de production d'énergie du générateur d'énergie (5) une différence entre la puissance de charge disponible actuelle et la puissance de récupération, et une puissance relativement faible parmi les puissances de génération d'énergie requises par le générateur d'énergie.
PCT/CN2021/134959 2020-12-25 2021-12-02 Procédé et appareil de commande d'engin de chantier électrique double, dispositif, et support de stockage WO2022135097A1 (fr)

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