WO2023015433A1 - 混合动力车辆的dcdc输出电压控制方法及控制系统 - Google Patents

混合动力车辆的dcdc输出电压控制方法及控制系统 Download PDF

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Publication number
WO2023015433A1
WO2023015433A1 PCT/CN2021/111719 CN2021111719W WO2023015433A1 WO 2023015433 A1 WO2023015433 A1 WO 2023015433A1 CN 2021111719 W CN2021111719 W CN 2021111719W WO 2023015433 A1 WO2023015433 A1 WO 2023015433A1
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WIPO (PCT)
Prior art keywords
state
vehicle
voltage
dcdc
demand
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PCT/CN2021/111719
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English (en)
French (fr)
Inventor
井俊超
刘义强
黄伟山
杨俊�
于雪梅
王瑞平
肖逸阁
Original Assignee
宁波吉利罗佑发动机零部件有限公司
极光湾科技有限公司
浙江吉利控股集团有限公司
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Application filed by 宁波吉利罗佑发动机零部件有限公司, 极光湾科技有限公司, 浙江吉利控股集团有限公司 filed Critical 宁波吉利罗佑发动机零部件有限公司
Priority to PCT/CN2021/111719 priority Critical patent/WO2023015433A1/zh
Priority to CN202180004525.0A priority patent/CN114144327A/zh
Priority to EP21873706.2A priority patent/EP4159518B1/en
Publication of WO2023015433A1 publication Critical patent/WO2023015433A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/12—Temporary overload of combustion engines
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of vehicle electronics, in particular to a DCDC output voltage control method and control system of a hybrid vehicle.
  • the voltage converter DCDC is used to supply power to the vehicle's low-voltage electrical loads, including 12V batteries, engine ignition coils, fuel injectors, instruments, central control display screens, and all controllers.
  • the above-mentioned low-voltage loads are powered by smart generators.
  • the engine drives the generator through a belt to generate electricity at a constant voltage, which is not conducive to improving the economy of the engine.
  • the engine ECU can flexibly adjust the power generation voltage of the generator according to the operating conditions of the vehicle and the engine, and the state of the battery, so as to realize the flexible adjustment of the load of the generator under different working conditions. purpose, thereby optimizing the fuel economy of the engine.
  • DCDC can also quickly adjust its output voltage within a certain range. In order to achieve the purpose of optimizing the fuel economy of the hybrid powertrain system, its output voltage needs to be adjusted through a special control strategy.
  • the present invention is proposed to provide a DCDC output voltage control method and a control system of a hybrid vehicle that overcome the above problems or at least partially solve the above problems.
  • An object of the first aspect of the present invention is to provide a DCDC output voltage control method for a hybrid vehicle, which can optimize the fuel economy of the hybrid powertrain system.
  • Another object of the first aspect of the invention is to ensure the basic operation of the vehicle.
  • An object of the second aspect of the present invention is to provide a DCDC output voltage control system for implementing the above control method, which can optimize the fuel economy of the hybrid powertrain system.
  • a DCDC output voltage control method of a hybrid vehicle the vehicle includes a DCDC converter for converting the voltage of the high-voltage battery when in the step-down working mode and outputting a low voltage voltage for use by a low voltage load of the vehicle, the method comprising:
  • the voltage corresponding to the charging voltage boost demand is determined.
  • the rating sets the output voltage of the DCDC converter to meet the charging demand of the low voltage load.
  • the DCDC converter when the DCDC converter is in the step-down working mode, before the step of judging whether the vehicle is in a high power output demand state or an abnormal engine flameout state, further includes:
  • control the DCDC converter When the vehicle is in the enabled state and receives a step-down request instruction, control the DCDC converter to prepare for voltage conversion and perform timing, and control the DCDC converter to switch when the timing reaches a preset delay time to the buck mode of operation.
  • the step of judging whether the vehicle is in a DCDC enabled state includes:
  • the vehicle When the high-voltage battery of the vehicle is in the state of being able to supply power, the vehicle receives a start request command, the high-voltage battery is in a state capable of maintaining a preset power level, the DCDC converter is in a state where it can normally send and receive signals, and the high-voltage system has no When a fault occurs, it is determined that the DCDC converter is in a pre-enabled state;
  • the DCDC converter When the DCDC converter is in the pre-enabled state, if an ignition signal is received and it is determined that the motor of the vehicle is not faulty, it is determined that the DCDC converter is in the enabled state.
  • the high power output demand state includes at least one of a starting state, a full throttle acceleration state, a running high throttle starting state, and a creeping start state and a gearing state.
  • the step of judging whether the vehicle is in a high power output demand state includes:
  • the step of judging whether the vehicle is in a high power output demand state includes:
  • the vehicle When the accelerator pedal opening of the vehicle is greater than the first opening limit, the vehicle is in forward gear or reverse gear, and the time during which the accelerator pedal opening is greater than the first opening limit is less than the third limit It is determined that the vehicle is in the full throttle acceleration state.
  • the step of judging whether the vehicle is in a high power output demand state includes:
  • the vehicle speed is less than the starting vehicle speed threshold
  • the reserve torque of the engine is less than the torque threshold
  • the opening of the accelerator pedal of the vehicle is greater than the second opening limit
  • the maximum torque of the engine is determined that the vehicle is in the high-acceleration starting state.
  • the step of judging whether the vehicle is in a high power output demand state includes:
  • the vehicle speed is less than the starting speed threshold
  • the reserve torque of the engine is less than the torque threshold
  • the opening information of the accelerator pedal is not received, and the vehicle is in the forward gear Or it is determined that the vehicle is in the state of crawling, starting and gearing when the reverse gear is in gear.
  • the step of judging whether the vehicle is in an abnormal engine shutdown state includes:
  • the rotational speed of the engine When the engine of the vehicle is in the running state, the rotational speed of the engine is lower than the target idle speed and the absolute value of the difference between the two is greater than the rotational speed difference limit value, the rotational speed acceleration of the engine is negative and the absolute value of the rotational speed acceleration is less than It is determined that the vehicle is in an abnormal engine stall state when the acceleration limit value and the predicted engine speed are lower than the stall speed threshold.
  • the step of judging whether the low-voltage load has a charging voltage boost demand includes:
  • the oil pump is in the state of high load demand, and the fan is in the state of high load, one or more working conditions occur, it is determined that the low-voltage load has a charging voltage boost demand .
  • the step of judging whether the catalytic converter of the vehicle is in a rapid heating demand state includes:
  • the catalytic converter is determined to be in a rapid heating demand state when the temperature of the coolant of the vehicle's engine is higher than a temperature threshold, the exhaust gas temperature upstream of the catalytic converter is reliable, and the exhaust gas temperature is lower than the air temperature threshold.
  • the step of judging whether the oil pump of the vehicle is in a state of high load demand includes:
  • the step of judging whether the fan of the vehicle is in a high-load state includes:
  • the step of setting the output voltage of the DCDC converter according to the voltage level corresponding to the charging voltage boost requirement includes:
  • the oil pump When the catalytic converter is in a fast heating demand state, the oil pump is in a high-load demand state, and the fan is in a high-load state, one of the working conditions occurs, and the DCDC converter is controlled according to the corresponding working condition The output voltage of the voltage level;
  • the voltage level corresponding to the rapid heating demand state of the catalytic converter is lower than the voltage level corresponding to the high load demand state of the oil pump;
  • the voltage level corresponding to the high load demand state of the oil pump is the same as the voltage level corresponding to the high load state of the fan.
  • a DCDC output voltage control system for a hybrid vehicle including a control unit, the control unit includes a memory and a processor, and a control program is stored in the memory, When the control program is executed by the processor, it is used to implement the DCDC output voltage control method according to any one of the above.
  • the DCDC converter of the present invention judges the charging demand of the low-voltage load when the vehicle is neither in the state of high power output demand nor in the state of abnormal engine flameout, if at this time the low-voltage load has a charging voltage boost demand and the power of the high-voltage battery is greater than the power threshold , the corresponding output voltage is set according to the voltage level corresponding to the specific situation of the charging voltage boost demand.
  • the output voltage of the DCDC converter is not increased. That is, the setting method of the output voltage of the DCDC converter is defined in detail, and the control and adjustment of the output voltage of the DCDC converter according to the operating state of the vehicle and the low-voltage load can optimize the fuel economy of the hybrid powertrain system. effect.
  • setting the output voltage of the DCDC converter according to the voltage level corresponding to the charging voltage boosting demand can meet the charging demand of the low-voltage load under different charging voltage boosting demands, and further ensure the fuel economy of the vehicle.
  • the present invention also sends a request to reduce the low-voltage load power when the vehicle is in a state of high power output demand or an abnormal engine flameout state, so as to reduce the low pressure load as much as possible when the vehicle is in a state of high power output demand or an abnormal engine flameout state
  • the load consumes power to ensure the basic operation of the vehicle.
  • Fig. 1 is a flowchart of a DCDC output voltage control method according to an embodiment of the present invention
  • FIG. 2 is a flow chart of a DCDC output voltage control method according to another embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a DCDC output voltage control system according to an embodiment of the present invention.
  • FIG. 1 is a flowchart of a DCDC output voltage control method according to an embodiment of the present invention.
  • the DCDC output voltage control method of the present invention is used in a hybrid vehicle, and the vehicle includes a DCDC converter for converting the voltage of the high-voltage battery into a low-voltage voltage for the low-voltage load of the vehicle and outputting it when in a step-down working mode.
  • the method includes:
  • Step S100 when the DCDC converter is in the step-down working mode, it is judged whether the vehicle is in a state of high power output demand or the engine is abnormally turned off, if yes, go to step S200 , otherwise go to step S300 .
  • step S200 the output voltage of the DCDC converter is set to a normal target voltage, so as to control the DCDC converter to output according to the normal target voltage.
  • the normal target voltage is a voltage value between 12.2-15V, which is specifically set according to the SOC of the 12V battery and its charging and discharging current.
  • Step S300 determine whether the low-voltage load has a charging voltage boost demand, and set the DCDC converter according to the voltage level corresponding to the charging voltage boost demand when the low-voltage load has a charging voltage boost demand and the power of the high-voltage battery is greater than the power threshold.
  • the power threshold here is taken as a power value that can satisfy the need to increase the DCDC output voltage. For example, when the SOC of the high-voltage battery is greater than 32%, the DCDC converter is allowed to increase the output voltage.
  • the DCDC converter of this embodiment judges the charging demand of the low-voltage load when the vehicle is neither in the state of high power output demand nor in the state of abnormal engine flameout.
  • the threshold value is set, the corresponding output voltage is set according to the voltage level corresponding to the specific situation of the charging voltage boost demand.
  • the output voltage of the DCDC converter is not increased. That is, the setting method of the output voltage of the DCDC converter is defined in detail, and the control and adjustment of the output voltage of the DCDC converter according to the operating state of the vehicle and the low-voltage load can optimize the fuel economy of the hybrid powertrain system. effect.
  • setting the output voltage of the DCDC converter according to the voltage level corresponding to the charging voltage boosting demand can meet the charging demand of the low-voltage load under different charging voltage boosting demands, and further ensure the fuel economy of the vehicle.
  • Fig. 2 is a flowchart of a DCDC output voltage control method according to another embodiment of the present invention. In another embodiment, as shown in FIG. 2, before step S100, it also includes:
  • Step S20 judging whether the vehicle is in the DCDC enabled state, if so, proceed to step S40.
  • step S40 it is judged whether a step-down request instruction is received, and if so, go to step S60.
  • Step S60 controlling the DCDC converter to prepare for voltage conversion and timing, and controlling the DCDC converter to switch to the step-down working mode when the timing time reaches a preset delay time.
  • the vehicle when the vehicle is in the DCDC enabled state and receives a step-down request command, it will enter the delay state, that is, the DCDC converter will not immediately enter the step-down mode, but will delay for a period of time to increase the voltage and perform voltage reduction. Prepare for conversion.
  • the delay time expires, the state of the DCDC converter is transitioned to the buck mode of operation.
  • the DCDC converter will stop working, for example, the hardware of the DCDC converter is faulty, etc., to ensure normal voltage conversion.
  • by setting the delay state it can be ensured that the DCDC converter is ready for voltage when entering the step-down working mode, so as to ensure the smooth progress of the step-down work.
  • step S20 includes a process of determining a pre-enabled state and an enabled state.
  • the vehicle receives a start request command, the high-voltage battery is in a state that can maintain the preset power, the DCDC converter is in the state of sending and receiving signals normally, and the high-voltage system is not faulty, it is determined that the DCDC converter is in the state of failure. pre-enabled state.
  • the vehicle's engine electronic control module ECM
  • BECM power battery energy control module
  • the start request command is a start request input by the driver or a remote start request, and at this time, the vehicle is in a state where some low-voltage accessories are powered on but not ignited.
  • the SOC of the high-voltage battery is not too low (for example, SOC is less than 25%) and cannot be charged, or is in a situation of high current consumption (for example, the power consumption current is greater than 1A)
  • DCDC conversion occurs when the relay of the high-voltage battery has been requested to be closed for a certain period of time but the DCDC enable cannot be requested, nor has the DCDC enable been requested but the DCDC cannot be enabled (can be determined according to the DCDC feedback signal)
  • the device is in a state where it can send and receive signals normally.
  • the DCDC converter When the DCDC converter is in the pre-enabled state, if the ignition signal is received (KL15 is powered on) and it is determined that the motor of the vehicle is not faulty, it is determined that the DCDC converter is in the enabled state, that is, the DCDC enabled state.
  • This embodiment defines the DCDC enabled state.
  • the DCDC converter is powered on and can normally send and receive signals, that is, an initialization state that has not received a voltage conversion request.
  • the high power output demand state includes at least one of the start-up state, the full-throttle acceleration state, the running-high-throttle start state, and the creep-start state and the gear-on state. That is to say, in step S100, the step of judging whether the vehicle is in a high power output demand state or an abnormal engine flameout state includes:
  • Step S102 judging whether the vehicle is in at least one of the starting state, the full throttle acceleration state, the running high throttle starting state, the crawling start state and the engine abnormal flameout state.
  • the first limit value is any value within 10-20s
  • the second limit value is any value within 5-10s. Since the first startup consumes more electricity, it is necessary to set the first limit to be larger.
  • the power consumption is relatively large, so it is necessary to reduce the power consumption of the load, and the event of raising the output voltage of the DCDC converter can no longer be triggered.
  • the vehicle when the opening of the accelerator pedal of the vehicle is greater than the first opening limit, the vehicle is in forward gear or reverse gear and the time for which the accelerator pedal opening is greater than the first opening limit is less than the third limit, it is determined that the vehicle is in the Full throttle acceleration state.
  • the first opening limit is defined as the full-throttle acceleration limit of the vehicle, that is, when it is greater than the first opening limit, it means that the vehicle has a demand for full-throttle acceleration.
  • the vehicle speed threshold is 20kph
  • the second opening limit is 5%
  • the difference threshold is 50Nm
  • the torque threshold is any value between 50-100Nm.
  • a difference between the maximum engine torque and the driver's requested torque by less than the difference threshold indicates that the driver's requested torque is close to the maximum engine torque.
  • the vehicle speed is less than the starting speed threshold
  • the reserve torque of the engine is less than the torque threshold
  • the opening information of the accelerator pedal is not received
  • the vehicle is in a forward gear or
  • the reverse gear is in gear
  • the fourth limit value is 1000s.
  • the rotational speed of the engine when the engine of the vehicle is running, the rotational speed of the engine is lower than the target idle speed and the absolute value of the difference between the two is greater than the rotational speed difference limit, the rotational speed acceleration of the engine is negative and the absolute value of the rotational speed acceleration is less than the acceleration limit value
  • the predicted engine speed when the predicted engine speed is lower than the stall speed threshold, it is determined that the vehicle is in an abnormal engine stall state.
  • the target idle speed is 400rpm
  • the acceleration limit is 5rpm/s
  • the flameout speed threshold is 500rpm.
  • the predicted rotational speed of the engine refers to the next rotational speed predicted based on the current rotational speed and rotational speed acceleration.
  • the vehicle when in a high power output demand state or an abnormal engine flameout state, it also includes:
  • Step S250 sending a request for reducing the power of the low-voltage load.
  • control part of the accessories to close, reduce the opening of the fan, reduce the power of the air conditioner, etc. so as to reduce the power consumption of the low-voltage load as much as possible when the vehicle is in a state of high power output demand or the engine is abnormally turned off, thereby ensuring the basic performance of the vehicle. operational needs.
  • step S300 the step of judging whether the low-voltage load has a charging voltage boost demand in step S300 includes:
  • Step S302 judging whether the catalytic converter of the vehicle is in the state of rapid heating demand, the oil pump of the vehicle is in the state of high load demand, and the fan of the vehicle is in the state of high load. If so, it is determined that the low-voltage load has a charging voltage boost demand .
  • the catalytic converter is determined to be in the rapid heating demand state when the coolant temperature of the vehicle's engine is above a temperature threshold, the exhaust gas temperature upstream of the catalytic converter is reliable, and the exhaust gas temperature is below the air temperature threshold.
  • the temperature threshold is 18°
  • the air temperature threshold is 170°. The reliability of the exhaust gas temperature can be judged by the accuracy of the signal.
  • the opening degree of the fan when the opening degree of the fan is greater than the opening degree threshold, it is determined that the fan is in a high load state.
  • the opening threshold is 60%.
  • the fan here refers to the fan of the thermal management system of the vehicle.
  • step S300 the step of setting the output voltage of the DCDC converter according to the voltage level corresponding to the charging voltage boost requirement in step S300 includes:
  • Step S304 when the catalytic converter is in the state of rapid heating demand, the oil pump is in the state of high load demand, and the fan is in the state of high load when one of the working conditions occurs, control the DCDC converter to output voltage according to the voltage level corresponding to the occurring working condition .
  • Step S306 when at least two working conditions of the catalytic converter in the fast heating demand state, the oil pump in the high load demand state, and the fan in the high load state occur, control the voltage levels of the DCDC converter corresponding to the occurring working conditions The output voltage of the highest voltage level in the medium level.
  • the voltage level corresponding to the rapid heating demand state of the catalytic converter is lower than the voltage level corresponding to the high load demand state of the oil pump.
  • the voltage level corresponding to the high load demand state of the oil pump is the same as the voltage level corresponding to the high load state of the fan.
  • the corresponding output voltage can be determined according to the voltage level.
  • the voltage levels corresponding to the oil pump in the high load demand state and the fan in the high load state are both set to 3, the corresponding output voltage of the DCDC converter is 15.2V; The voltage level is set to 2, and the corresponding output voltage of the DCDC converter is 14V.
  • the voltage level is not limited to the above two, and may also include level 0 and level 1, corresponding to 12.2-15V (ie the above-mentioned normal target voltage) and 13.6V respectively to deal with other vehicle states.
  • the division of voltage levels is not limited to this, and is not limited here.
  • the present invention also provides a DCDC output voltage control system of a hybrid vehicle, including a control unit, the control unit includes a memory and a processor, and a control program is stored in the memory, and when the control program is executed by the processor, it is used to realize any of the above-mentioned A DCDC output voltage control method in an embodiment or a combination of embodiments.
  • the processor may be a central processing unit (CPU for short), or a digital processing unit, and the like.
  • the processor sends and receives data through the communication interface.
  • the memory is used to store programs executed by the processor.
  • the memory is any medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by the computer, and it can also be a combination of multiple memories.
  • the above-mentioned computing programs can be downloaded from a computer-readable storage medium to a corresponding computing/processing device or downloaded to a computer or an external storage device via a network (such as the Internet, a local area network, a wide area network, and/or a wireless network).
  • a network such as the Internet, a local area network, a wide area network, and/or a wireless network.
  • FIG. 3 is a schematic diagram of a DCDC output voltage control system according to an embodiment of the present invention.
  • the hybrid vehicle includes a power battery energy control module (BECM), an engine electronic control module (ECM), a motor controller (IGM), a gateway (VDDM), and a vehicle electronic control module. device (CEM) and 12V battery voltage sensor.
  • BECM power battery energy control module
  • ECM engine electronic control module
  • IGM motor controller
  • VDDM gateway
  • CEM vehicle electronic control module
  • 12V battery voltage sensor 12V battery voltage sensor
  • the engine electronic control module communicates with the power battery energy control module, and can obtain information about whether the main relay of the high-voltage battery is engaged through the battery energy control module. For example, the engine electronic control module sends a high-voltage battery pull-in request to the power battery energy control module. It is determined that the main relay of the high-voltage battery has been closed when receiving the information that the power battery energy control module has closed.
  • the engine electronic control module is also communicatively connected with the motor controller, and sends a DCDC enable request to the motor controller.
  • the motor controller is used to monitor whether the DCDC converter is in an enabled state and to feed back the enabled state information to the engine electronic control module.
  • the electronic control module determines the voltage level of the DCDC converter according to the state of the vehicle.
  • the engine electronic control module is also used to send the voltage level to the vehicle electronic and electrical controller through the gateway, so that the vehicle electronic and electrical controller can set the output voltage of the DCDC converter according to the battery status and voltage level fed back by the 12V battery voltage sensor. And forward the set output voltage to the motor controller through the gateway, so that the motor controller controls the DCDC converter to output voltage according to the set output voltage.

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Abstract

一种混合动力车辆的DCDC输出电压控制方法及控制系统，方法包括：在DCDC转换器处于降压工作模式时，判断车辆是否处于高动力输出需求状态或发动机异常熄火状态；若是，将DCDC转换器的输出电压设定为正常目标电压，以控制DCDC转换器按照正常目标电压进行输出；否则，判断低压负载是否存在充电电压升压需求，并在低压负载存在充电电压升压需求且高压电池的电量大于电量阈值时按照与充电电压升压需求对应的电压等级设定DCDC转换器的输出电压，以便满足低压负载的充电需求。

Description

混合动力车辆的DCDC输出电压控制方法及控制系统 技术领域
本发明涉及车辆电子技术领域，特别是涉及一种混合动力车辆的DCDC输出电压控制方法及控制系统。
背景技术
对于混合动力车型，通过电压转换器DCDC给整车低压电器负载供电，低压电器负载包括12V电瓶、发动机点火线圈、喷油器、仪表、中控显示屏、所有控制器等。对于传统非混动车型，通过智能发电机给上述低压负载供电。
对于装有普通发电机的传统车型上，发动机通过皮带驱动发电机以恒定的发电电压发电，不利于提升发动机的经济性。对于装配智能发电机的传统车型，发动机ECU可以根据整车及发动机的运行工况、蓄电池的状态来灵活地调节发电机的发电电压，以实现在不同的工况下灵活调整发电机的负载的目的，从而优化发动机的燃油经济性。
对于混合动力车型，通过皮带驱动的传统发电机通常会被取消，取而代之的是通过混动电机发电给高压电池系统充电，然后通过DCDC将高压直流电转换为低压供电回路所需的低压电。DCDC也能够在一定的范围内快速调节其输出电压。为了达到优化混合动力总成系统燃油经济性的目的，需要通过专门的控制策略对其输出电压进行调节。
发明内容
鉴于上述问题，提出了本发明以便提供一种克服上述问题或者至少部分地解决上述问题的混合动力车辆的DCDC输出电压控制方法及控制系统。
本发明第一方面的一个目的是提供一种混合动力车辆的DCDC输出电压控制方法，能够优化混合动力总成系统燃油经济性。
本发明第一方面的另一个目的是要保证车辆的基础运转。
本发明第二方面的一个目的是提供一种用于实现上述控制方法的DCDC输出电压控制系统，能够优化混合动力总成系统燃油经济性。
特别地，根据本发明实施例的第一方面，提供了一种混合动力车辆的DCDC输出电压控制方法，所述车辆包括DCDC转换器，用于在处于降压工作模式时将高压电池的电压转换为供所述车辆的低压负载使用的低压电压并进行输出，所述方法包括：
在所述DCDC转换器处于降压工作模式时，判断所述车辆是否处于高动力输出需求状态或发动机异常熄火状态；
若是，将所述DCDC转换器的输出电压设定为正常目标电压，以控制所述DCDC转换器按照所述正常目标电压进行输出；
否则，判断所述低压负载是否存在充电电压升压需求，并在所述低压负载存在充电电压升压需求且所述高压电池的电量大于电量阈值时按照与所述充电电压升压需求对应的电压等级设定所述DCDC转换器的输出电压，以便满足所述低压负载的充电需求。
可选地，在所述DCDC转换器处于降压工作模式时，判断所述车辆是否处于高动力输出需求状态或发动机异常熄火状态的步骤之前还包括：
判断所述车辆是否处于DCDC使能状态；
在所述车辆处于使能状态且收到降压请求指令时，控制所述DCDC转换器进行电压转换的准备并进行计时，并在计时时间达到预设的延迟时间时控制所述DCDC转换器切换至所述降压工作模式。
可选地，判断所述车辆是否处于DCDC使能状态的步骤包括：
当所述车辆的高压电池处于可供电状态、所述车辆收到启动请求指令、所述高压电池处于能够维持预设电量的状态、所述DCDC转换器处于可正常收发信号的状态且高压系统无故障时，判定所述DCDC转换器处于预使能状态；
在所述DCDC转换器处于所述预使能状态时，若接收到点火信号且判定所述车辆的电机没有故障时，判定所述DCDC转换器处于使能状态。
可选地，所述高动力输出需求状态包括启动起步状态、全油门加速状态、运行大油门起步状态和爬行起步挂挡状态中的至少之一。
可选地，判断所述车辆是否处于高动力输出需求状态的步骤包括：
在所述车辆的发动机在同一驾驶循环内的首次起动时间小于第一限值或非首次起动时间小于第二限值时，判定所述车辆处于所述启动起步状态，其中所述第一限值大于所述第二限值。
可选地，判断所述车辆是否处于高动力输出需求状态的步骤包括：
在所述车辆的油门踏板开度大于第一开度限值、所述车辆处于前进挡或者倒车挡且所述油门踏板开度大于所述第一开度限值的时间小于第三限值时判定所述车辆处于所述全油门加速状态。
可选地，判断所述车辆是否处于高动力输出需求状态的步骤包括：
在所述车辆的发动机处于运行状态、车速小于起步车速阈值、所述发动机的储备扭矩小于扭矩阈值、所述车辆的油门踏板的开度大于第二开度限值、所述发动机的最大扭矩与驾驶员的请求扭矩的差值小于差值阈值且当前空调压缩机功率大于功率限值时判定所述车辆处于所述运行大油门起步状态。
可选地，判断所述车辆是否处于高动力输出需求状态的步骤包括：
在所述车辆的发动机处于运行状态且起动时间小于第四限值、车速小于起步车速阈值、所述发动机的储备扭矩小于扭矩阈值、未接收到油门踏板的开度信息、所述车辆处于前进挡或者倒车挡时判定所述车辆处于爬行起步挂挡状态。
可选地，判断所述车辆是否处于发动机异常熄火状态的步骤包括：
当所述车辆的发动机处于运行状态、所述发动机的转速小于目标怠速且二者的差值的绝对值大于转速差限值、所述发动机的转速加速度为负且所述转速加速度的绝对值小于加速度限值且预测的所述发动机的转速小于熄火转速阈值时判定所述车辆处于发动机异常熄火状态。
可选地，判断所述低压负载是否存在充电电压升压需求的步骤包括：
判断所述车辆的催化器是否处于快速加热需求状态；
判断所述车辆的油泵是否处于高负荷需求状态；
判断所述车辆的风扇是否处于高负荷状态；
在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的一种或多种工况发生时，判定所述低压负载有充电电压升压需求。
可选地，判断所述车辆的催化器是否处于快速加热需求状态的步骤包括：
当所述车辆的发动机的冷却液的温度高于温度阈值、所述催化器上游的排气温度可靠且所述排气温度低于气温阈值时判定所述催化器处于快速加热需求状态。
可选地，判断所述车辆的油泵是否处于高负荷需求状态的步骤包括：
当所述油泵的负荷大于负荷阈值时，判定所述油泵处于高负荷需求状态。
可选地，判断所述车辆的风扇是否处于高负荷状态的步骤包括：
当所述风扇的开度大于开度阈值时，判定所述风扇处于高负荷状态。
可选地，按照与所述充电电压升压需求对应的电压等级设定所述DCDC转换器的输出电压的步骤包括：
在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的一种工况发生时，控制所述DCDC转换器按照所发生的工况所对应的电压等级输出电压；
在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的至少两种工况发生时，控制所述DCDC转换器按照所发生的工况所对应的各个电压等级中等级最高的电压等级输出电压。
可选地，所述催化器处于快速加热需求状态所对应的电压等级低于所述油泵处于高负荷需求状态所对应的电压等级；
所述油泵处于高负荷需求状态所对应的电压等级与所述风扇处于高负荷状态所对应的电压等级相同。
特别地，根据本发明实施例的第二方面，提供了一种混合动力车辆的DCDC输出电压控制系统，包括控制单元，所述控制单元包括存储器和处理器，所述存储器内存储有控制程序，所述控制程序被所述处理器执行时用于实现根据上述任一项所述的DCDC输出电压控制方法。
本发明的DCDC转换器在车辆既不处于高动力输出需求状态也不处于发动机异常熄火状态时判断低压负载的充电需求，若此时低压负载存在充电电压升压需求并且高压电池的电量大于电量阈值时，则根据充电电压升压需求的具体情况所对应的电压等级来设定相应的输出电压。而在车辆处于高动力输出需求状态或发动机异常熄火状态时则不对DCDC转换器的输出电压进行提升。也就是具体定义了DCDC转换器的输出电压的设定方式，根据车辆的运行状态和低压负载的情况进行DCDC转换器的输出电压的控制调节，可以起到优化混合动力总成系统燃油经济性的作用。
进一步地，根据充电电压升压需求对应的电压等级设定DCDC转换器的输出电压，能够满足不同充电电压升压需求下的低压负载的充电需求，进一步保证车辆的燃油经济性。
进一步地，本发明在车辆处于高动力输出需求状态或发动机异常熄火状态时，还发送减小低压负载功率的请求，从而在车辆处于高动力输出需求状态或发动机异常熄火状态时尽可能减小低压负载对电量的消耗，从而保证车辆的基础运转。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是根据本发明一个实施例的DCDC输出电压控制方法的流程图；
图2是根据本发明另一个实施例的DCDC输出电压控制方法的流程图；
图3是根据本发明一个实施例的DCDC输出电压控制系统的原理图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
图1是根据本发明一个实施例的DCDC输出电压控制方法的流程图。本发明的DCDC输出电压控制方法用于混合动力车辆，该车辆包括DCDC转换器，用于在处于降压工作模式时将高压电池的电压转换为供车辆的低压负载使用的低压电压并进行输出。如图1所示，一个实施例中，该方法包括：
步骤S100，在DCDC转换器处于降压工作模式时，判断车辆是否处于高动力输出需求状态或发动机异常熄火状态，若是，进入步骤S200，否则进入步骤S300。
步骤S200，将DCDC转换器的输出电压设定为正常目标电压，以控制DCDC转换器按照正常目标电压进行输出。一般地，正常目标电压为 12.2-15V之间的电压值，具体根据12V电池SOC及其充放电电流设定。
步骤S300，判断低压负载是否存在充电电压升压需求，并在低压负载存在充电电压升压需求且高压电池的电量大于电量阈值时按照与充电电压升压需求对应的电压等级设定DCDC转换器的输出电压，以便满足低压负载的充电需求。这里的电量阈值取为能够满足提升DCDC输出电压的电量值，例如高压电池的SOC大于32％时，才允许DCDC转换器提升输出电压。
本实施例的DCDC转换器在车辆既不处于高动力输出需求状态也不处于发动机异常熄火状态时判断低压负载的充电需求，若此时低压负载存在充电电压升压需求并且高压电池的电量大于电量阈值时，则根据充电电压升压需求的具体情况所对应的电压等级来设定相应的输出电压。而在车辆处于高动力输出需求状态或发动机异常熄火状态时则不对DCDC转换器的输出电压进行提升。也就是具体定义了DCDC转换器的输出电压的设定方式，根据车辆的运行状态和低压负载的情况进行DCDC转换器的输出电压的控制调节，可以起到优化混合动力总成系统燃油经济性的作用。
进一步地，根据充电电压升压需求对应的电压等级设定DCDC转换器的输出电压，能够满足不同充电电压升压需求下的低压负载的充电需求，进一步保证车辆的燃油经济性。
图2是根据本发明另一个实施例的DCDC输出电压控制方法的流程图。另一个实施例中，如图2所示，步骤S100之前还包括：
步骤S20，判断车辆是否处于DCDC使能状态，若是进入步骤S40。
步骤S40，判断是否接收到降压请求指令，若是进入步骤S60。
步骤S60，控制DCDC转换器进行电压转换的准备并进行计时，并在计时时间达到预设的延迟时间时控制DCDC转换器切换至降压工作模式。
本实施例中，在车辆处于DCDC使能状态且接收到降压请求指令时会进入延迟状态，即DCDC转换器不会立即进入降压工作模式，而是会延迟一段时间来提高电压，进行电压转换的准备。延迟时间一到，就将DCDC转换器的状态过渡到降压工作模式。当然此过程中应当没有禁止转换电压的故障，一旦有这类故障就停止DCDC转换器工作，例如DCDC转换器的硬件发生故障等，以保证电压的正常转换。本实施例通过设置延迟状态可以保证DCDC转换器在进入降压工作模式时已经做好电压准备，从而保证降压工作的顺利进行。
进一步的一个实施例中，步骤S20包括预使能状态和使能状态的判定过 程。当车辆的高压电池处于可供电状态、车辆收到启动请求指令、高压电池处于能够维持预设电量的状态、DCDC转换器处于可正常收发信号的状态且高压系统无故障时，判定DCDC转换器处于预使能状态。可选地，当车辆的发动机电子控制模块(ECM)已经向动力电池能量控制模块(BECM)发送高压电池主继电器吸合的请求且ECM收到了BECM反馈的已经吸合高压电池主继电器的信息时，判定高压电池处于可供电状态。可选地，启动请求指令为驾驶员输入的启动请求或远程启动请求，此时车辆处于部分低压附件上电，但未点火的状态。可选地，当高压电池没有出现SOC过低(例如，SOC小于25％)且不能充电，或处于大电流耗电(例如耗电电流大于1A)的情况时，判定高压电池处于能够维持预设电量的状态。可选地，在没有出现已经请求高压电池的继电器吸合一定时间但是无法请求DCDC使能，也没有出现已经请求DCDC使能但是DCDC无法使能情况(可根据DCDC反馈信号进行判定)时DCDC转换器处于可正常收发信号的状态。
在DCDC转换器处于预使能状态时，若接收到点火信号(KL15上电)且判定车辆的电机没有故障时，判定DCDC转换器处于使能状态，即DCDC使能状态。
本实施例定义了DCDC使能状态，此时DCDC转换器处于已经上电且可以正常收发信号的状态，即尚未收到电压转换请求的初始化状态。
一个实施例中，高动力输出需求状态包括启动起步状态、全油门加速状态、运行大油门起步状态和爬行起步挂挡状态中的至少之一。也就是说步骤S100中判断车辆是否处于高动力输出需求状态或发动机异常熄火状态的步骤包括：
步骤S102，判断车辆是否处于启动起步状态、全油门加速状态、运行大油门起步状态、爬行起步挂挡状态和发动机异常熄火状态中的至少之一。
一个实施例中，在车辆的发动机在同一驾驶循环内的首次起动时间小于第一限值或非首次起动时间小于第二限值时，判定车辆处于启动起步状态，其中第一限值大于第二限值。可选地，第一限值为10-20s中的任一值，第二限值为5-10s内的任一值。由于首次启动对电量的损耗更大，因此需要将第一限值设置的更大。
当车辆处于启动起步状态时，用电量较大，因此需要减小负载用电，不能再触发DCDC转换器提升输出电压的事件。
一个实施例中，在车辆的油门踏板开度大于第一开度限值、车辆处于前 进挡或者倒车挡且油门踏板开度大于第一开度限值的时间小于第三限值时判定车辆处于全油门加速状态。第一开度限值定义为车辆的全油门加速限值，即大于第一开度限值时表示车辆有全油门加速的需求。
一个实施例中，在车辆的发动机处于运行状态、车速小于起步车速阈值、发动机的储备扭矩小于扭矩阈值、车辆的油门踏板的开度大于第二开度限值、发动机的最大扭矩与驾驶员的请求扭矩的差值小于差值阈值且当前空调压缩机功率大于功率限值时判定车辆处于运行大油门起步状态。其中，储备扭矩为发动机的最大扭矩与当前实际扭矩的差值。可选地，车速阈值为20kph，第二开度限值为5％，差值阈值为50Nm，扭矩阈值为50-100Nm之间的任一值。发动机的最大扭矩与驾驶员的请求扭矩的差值小于差值阈值表示驾驶员请求扭矩接近发动机的最大扭矩。
一个实施例中，在车辆的发动机处于运行状态且起动时间小于第四限值、车速小于起步车速阈值、发动机的储备扭矩小于扭矩阈值、未接收到油门踏板的开度信息、车辆处于前进挡或者倒车挡时判定车辆处于爬行起步挂挡状态。可选地，第四限值为1000s。当车辆处于爬行起步挂挡状态时，容易出现冷机转速下降的情况，此时应禁止DCDC转换器提升输出电压。
一个实施例中，当车辆的发动机处于运行状态、发动机的转速小于目标怠速且二者的差值的绝对值大于转速差限值、发动机的转速加速度为负且转速加速度的绝对值小于加速度限值且预测的发动机的转速小于熄火转速阈值时判定车辆处于发动机异常熄火状态。可选地，目标怠速为400rpm，加速度限值为5rpm/s，熄火转速阈值为500rpm。这里，预测的发动机的转速是指根据当前转速和转速加速度所预测到的下一个转速。
另一个实施例中，当车辆处于高动力输出需求状态或发动机异常熄火状态时，还包括：
步骤S250，发送减小低压负载功率的请求。例如，控制部分附件关闭，减小风扇开度、减小空调功率等，从而在车辆处于高动力输出需求状态或发动机异常熄火状态时尽可能减小低压负载对电量的消耗，从而保证车辆的基础运转需求。
如图2所示，步骤S300中判断低压负载是否存在充电电压升压需求的步骤包括：
步骤S302，判断是否发生车辆的催化器处于快速加热需求状态、车辆的油泵处于高负荷需求状态、车辆的风扇处于高负荷状态中的一种工况，若 是则判定低压负载有充电电压升压需求。
一个实施例中，当车辆的发动机的冷却液的温度高于温度阈值、催化器上游的排气温度可靠且排气温度低于气温阈值时判定催化器处于快速加热需求状态。可选地，温度阈值为18°，气温阈值为170°。排气温度是否可靠可以通过信号的精度判定。当催化器处于快速加热需求状态需要让催化器温度更快地上升，以保证车辆的排放。
一个实施例中，当油泵的负荷大于负荷阈值时，判定油泵处于高负荷需求状态。
一个实施例中，当风扇的开度大于开度阈值时，判定风扇处于高负荷状态。可选地，开度阈值为60％。这里的风扇是指车辆的热管理系统的风扇。
进一步的一个实施例中，如图2所示，步骤S300中按照与充电电压升压需求对应的电压等级设定DCDC转换器的输出电压的步骤包括：
步骤S304，在催化器处于快速加热需求状态、油泵处于高负荷需求状态以及风扇处于高负荷状态中的一种工况发生时，控制DCDC转换器按照所发生的工况所对应的电压等级输出电压。
步骤S306，在催化器处于快速加热需求状态、油泵处于高负荷需求状态以及风扇处于高负荷状态中的至少两种工况发生时，控制DCDC转换器按照所发生的工况所对应的各个电压等级中等级最高的电压等级输出电压。
一个实施例中，催化器处于快速加热需求状态所对应的电压等级低于油泵处于高负荷需求状态所对应的电压等级。油泵处于高负荷需求状态所对应的电压等级与风扇处于高负荷状态所对应的电压等级相同。根据电压等级能够确定对应的输出电压。
例如，将油泵处于高负荷需求状态以及风扇处于高负荷状态两种状态所对应的电压等级均设为3，对应的DCDC转换器的输出电压为15.2V；催化器处于快速加热需求状态所对应的电压等级设为2，对应的DCDC转换器的输出电压为14V。当然，电压等级不限于上述两种，还可以包括0级和1级，分别对应12.2-15V(即上述的正常目标电压)，13.6V，以应对其他车辆状态。电压等级的划分不限于此，在此不做限制。
本发明还提供了一种混合动力车辆的DCDC输出电压控制系统，包括控制单元，控制单元包括存储器和处理器，存储器内存储有控制程序，控制程序被处理器执行时用于实现根据上述任一实施例或实施例的组合中的DCDC输出电压控制方法。处理器可以是一个中央处理单元(central  processing unit，简称CPU)，或者为数字处理单元等等。处理器通过通信接口收发数据。存储器用于存储处理器执行的程序。存储器是能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何介质，也可以是多个存储器的组合。上述计算程序可以从计算机可读存储介质下载到相应计算/处理设备或者经由网络(例如因特网、局域网、广域网和/或无线网络)下载到计算机或外部存储设备。
图3是根据本发明一个实施例的DCDC输出电压控制系统的原理图。一个实施例中，如图3所示，该混合动力车辆包括动力电池能量控制模块(BECM)、发动机电子控制模块(ECM)、电机控制器(IGM)、网关(VDDM)、整车电子电器控制器(CEM)和12V电池电压传感器。
发动机电子控制模块与动力电池能量控制模块通信连接，能够通过电池能量控制模块获取高压电池的主继电器是否吸合的信息，例如发动机电子控制模块发送高压电池吸合请求至动力电池能量控制模块，当接收到动力电池能量控制模块反馈的已经吸合的信息时确定高压电池的主继电器已经吸合。
发动机电子控制模块还与电机控制器通信连接，向电机控制器发送DCDC使能请求，电机控制器用于监测DCDC转换器是否处于使能状态并将使能状态信息反馈至发动机电子控制模块，当发动机电子控制模块接收到DCDC转换器已经使能的状态信息后，根据车辆的状态确定DCDC转换器的电压等级。发动机电子控制模块还用于将电压等级通过网关发送至整车电子电器控制器，以便整车电子电器控制器根据12V电池电压传感器反馈的电池状态以及电压等级来设定DCDC转换器的输出电压，并将设定的输出电压通过网关转发至电机控制器，以便电机控制器按照设定的输出电压控制DCDC转换器进行电压输出。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (16)

  1. 一种混合动力车辆的DCDC输出电压控制方法，所述车辆包括DCDC转换器，用于在处于降压工作模式时将高压电池的电压转换为供所述车辆的低压负载使用的低压电压并进行输出，所述方法包括：
    在所述DCDC转换器处于降压工作模式时，判断所述车辆是否处于高动力输出需求状态或发动机异常熄火状态；
    若是，将所述DCDC转换器的输出电压设定为正常目标电压，以控制所述DCDC转换器按照所述正常目标电压进行输出；
    否则，判断所述低压负载是否存在充电电压升压需求，并在所述低压负载存在充电电压升压需求且所述高压电池的电量大于电量阈值时按照与所述充电电压升压需求对应的电压等级设定所述DCDC转换器的输出电压，以便满足所述低压负载的充电需求。
  2. 根据权利要求1所述的DCDC输出电压控制方法，其中，在所述DCDC转换器处于降压工作模式时，判断所述车辆是否处于高动力输出需求状态或发动机异常熄火状态的步骤之前还包括：
    判断所述车辆是否处于DCDC使能状态；
    在所述车辆处于使能状态且收到降压请求指令时，控制所述DCDC转换器进行电压转换的准备并进行计时，并在计时时间达到预设的延迟时间时控制所述DCDC转换器切换至所述降压工作模式。
  3. 根据权利要求2所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于DCDC使能状态的步骤包括：
    当所述车辆的高压电池处于可供电状态、所述车辆收到启动请求指令、所述高压电池处于能够维持预设电量的状态、所述DCDC转换器处于可正常收发信号的状态且高压系统无故障时，判定所述DCDC转换器处于预使能状态；
    在所述DCDC转换器处于所述预使能状态时，若接收到点火信号且判定所述车辆的电机没有故障时，判定所述DCDC转换器处于使能状态。
  4. 根据权利要求1-3中任一项所述的DCDC输出电压控制方法，其中，
    所述高动力输出需求状态包括启动起步状态、全油门加速状态、运行大油门起步状态和爬行起步挂挡状态中的至少之一。
  5. 根据权利要求4所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于高动力输出需求状态的步骤包括：
    在所述车辆的发动机在同一驾驶循环内的首次起动时间小于第一限值或非首次起动时间小于第二限值时，判定所述车辆处于所述启动起步状态，其中所述第一限值大于所述第二限值。
  6. 根据权利要求4所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于高动力输出需求状态的步骤包括：
    在所述车辆的油门踏板开度大于第一开度限值、所述车辆处于前进挡或者倒车挡且所述油门踏板开度大于所述第一开度限值的时间小于第三限值时判定所述车辆处于所述全油门加速状态。
  7. 根据权利要求4所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于高动力输出需求状态的步骤包括：
    在所述车辆的发动机处于运行状态、车速小于起步车速阈值、所述发动机的储备扭矩小于扭矩阈值、所述车辆的油门踏板的开度大于第二开度限值、所述发动机的最大扭矩与驾驶员的请求扭矩的差值小于差值阈值且当前空调压缩机功率大于功率限值时判定所述车辆处于所述运行大油门起步状态。
  8. 根据权利要求4所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于高动力输出需求状态的步骤包括：
    在所述车辆的发动机处于运行状态且起动时间小于第四限值、车速小于起步车速阈值、所述发动机的储备扭矩小于扭矩阈值、未接收到油门踏板的开度信息、所述车辆处于前进挡或者倒车挡时判定所述车辆处于爬行起步挂挡状态。
  9. 根据权利要求1所述的DCDC输出电压控制方法，其中，判断所述车辆是否处于发动机异常熄火状态的步骤包括：
    当所述车辆的发动机处于运行状态、所述发动机的转速小于目标怠速且 二者的差值的绝对值大于转速差限值、所述发动机的转速加速度为负且所述转速加速度的绝对值小于加速度限值且预测的所述发动机的转速小于熄火转速阈值时判定所述车辆处于发动机异常熄火状态。
  10. 根据权利要求1-3中任一项所述的DCDC输出电压控制方法，其中，判断所述低压负载是否存在充电电压升压需求的步骤包括：
    判断所述车辆的催化器是否处于快速加热需求状态；
    判断所述车辆的油泵是否处于高负荷需求状态；
    判断所述车辆的风扇是否处于高负荷状态；
    在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的一种或多种工况发生时，判定所述低压负载有充电电压升压需求。
  11. 根据权利要求10所述的DCDC输出电压控制方法，其中，判断所述车辆的催化器是否处于快速加热需求状态的步骤包括：
    当所述车辆的发动机的冷却液的温度高于温度阈值、所述催化器上游的排气温度可靠且所述排气温度低于气温阈值时判定所述催化器处于快速加热需求状态。
  12. 根据权利要求10所述的DCDC输出电压控制方法，其中，判断所述车辆的油泵是否处于高负荷需求状态的步骤包括：
    当所述油泵的负荷大于负荷阈值时，判定所述油泵处于高负荷需求状态。
  13. 根据权利要求10所述的DCDC输出电压控制方法，其中，判断所述车辆的风扇是否处于高负荷状态的步骤包括：
    当所述风扇的开度大于开度阈值时，判定所述风扇处于高负荷状态。
  14. 根据权利要求10所述的DCDC输出电压控制方法，其中，按照与所述充电电压升压需求对应的电压等级设定所述DCDC转换器的输出电压的步骤包括：
    在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的一种工况发生时，控制所述DCDC转换器按 照所发生的工况所对应的电压等级输出电压；
    在所述催化器处于快速加热需求状态、所述油泵处于高负荷需求状态以及所述风扇处于高负荷状态中的至少两种工况发生时，控制所述DCDC转换器按照所发生的工况所对应的各个电压等级中等级最高的电压等级输出电压。
  15. 根据权利要求14所述的DCDC输出电压控制方法，其中，
    所述催化器处于快速加热需求状态所对应的电压等级低于所述油泵处于高负荷需求状态所对应的电压等级；
    所述油泵处于高负荷需求状态所对应的电压等级与所述风扇处于高负荷状态所对应的电压等级相同。
  16. 一种混合动力车辆的DCDC输出电压控制系统，包括控制单元，所述控制单元包括存储器和处理器，所述存储器内存储有控制程序，所述控制程序被所述处理器执行时用于实现根据权利要求1-15中任一项所述的DCDC输出电压控制方法。
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