WO2023284662A1 - Procédé et appareil de commande d'énergie de batterie de véhicule hybride - Google Patents

Procédé et appareil de commande d'énergie de batterie de véhicule hybride Download PDF

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Publication number
WO2023284662A1
WO2023284662A1 PCT/CN2022/104818 CN2022104818W WO2023284662A1 WO 2023284662 A1 WO2023284662 A1 WO 2023284662A1 CN 2022104818 W CN2022104818 W CN 2022104818W WO 2023284662 A1 WO2023284662 A1 WO 2023284662A1
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mode
battery
energy management
soc
management area
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PCT/CN2022/104818
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English (en)
Chinese (zh)
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伍庆龙
于长虹
杨钫
王燕
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中国第一汽车股份有限公司
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Publication of WO2023284662A1 publication Critical patent/WO2023284662A1/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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the technical field of vehicle battery energy control, for example, to a hybrid vehicle battery energy control method and device.
  • the hybrid system is mainly composed of engine, motor, clutch C0, clutch C1, power battery, gearbox, drive shaft and so on.
  • One side of the motor is connected to the engine through the clutch C0, and the other side is connected to the gearbox through the clutch C1.
  • the motor is mainly used for power system boosting, engine starting, combined drive and energy recovery.
  • Each component is controlled by its own controller, such as the motor controller (Motor Control Unit, MCU) controls the motor, the engine controller (Engine Management System, EMS) controls the engine, and the battery management system (Battery Management System, BMS) controls
  • the power battery and the hybrid vehicle controller (Hybrid Control Unit, HCU) coordinately control each power source to achieve torque output and energy management.
  • the power source for the motor torque output is the power battery
  • the engine torque output energy source is fuel.
  • the present application provides a hybrid vehicle battery energy control method and device.
  • the present application provides a method for controlling battery energy of a hybrid vehicle, including:
  • the corresponding energy management area is divided for the system working mode, and the system working mode includes Boost mode, Assist mode, pure electric mode, idle power generation mode, driving power generation mode and braking energy recovery mode;
  • Energy output is controlled based on the battery SOC and the battery power.
  • the present application provides a hybrid vehicle battery energy control device, including:
  • a two-dimensional graph building block configured to construct a battery SOC-battery power two-dimensional graph for energy management
  • the energy management area division module is configured to divide the corresponding energy management area for the system working mode in the battery SOC-battery power two-dimensional diagram, and the system working mode includes Boost mode, Assist mode, pure electric mode, idle power generation mode, driving power generation mode and braking energy recovery mode;
  • a working mode determination module is configured to determine the system working mode according to the vehicle condition
  • An energy management area determination module configured to determine the corresponding energy management area according to the system working mode
  • a battery SOC and battery power determining module configured to determine the battery SOC and battery power according to the energy management area
  • An energy output module configured to control energy output according to the battery SOC and the battery power.
  • Fig. 1 is a schematic flow chart of a hybrid vehicle battery energy control method according to Embodiment 1 of the present application;
  • Fig. 2 is a schematic diagram of the energy management area divided into the system working mode in the two-dimensional diagram of battery SOC-battery power according to Embodiment 1 of the present application;
  • Fig. 3 is a schematic structural diagram of a hybrid vehicle battery energy control device according to Embodiment 2 of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integrated ; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components or the interaction relationship between two components.
  • connection can be a fixed connection, a detachable connection, or an integrated ; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components or the interaction relationship between two components.
  • a first feature being "on” or “under” a second feature may include direct contact between the first and second features, and may also include the first and second features Not in direct contact but through another characteristic contact between them.
  • “above”, “above” and “above” the first feature on the second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
  • “Below”, “beneath” and “under” the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • the fuel consumption rate (Brake Specific Fuel Consumption, BSFC) refers to the fuel mass (in g) consumed by the engine for every 1kW of effective power output within 1h, and the unit is g/(kw h). Obviously, the lower the BSFC, the better the economy.
  • the present application provides a hybrid vehicle battery energy control method, as shown in Figure 1, the method includes:
  • the system working mode includes Boost mode, Assist mode, pure electric mode, idle power generation mode, driving power generation mode and braking energy recovery model.
  • the energy management area is defined by the battery SOC on the abscissa and the battery power on the ordinate in the two-dimensional diagram of battery SOC-battery power.
  • the battery SOC upper limit and lower limit settings are to ensure the normal service life of the battery and prevent the battery from being overcharged or overdischarged.
  • the battery SOC lower limit is 20%
  • the battery SOC upper limit is 90%. Control the battery SOC to return to the normal range as soon as possible, store energy for subsequent driving conditions, keep the battery power and battery SOC in an appropriate range, and help to extend the service life of the battery.
  • S200 includes:
  • the reserve energy management area of Boost mode the reserve energy management area of Assist mode, and the reserve energy management area of pure electric mode are superimposed in sequence, and the respective uncovered areas are reserved;
  • dividing the corresponding energy management area for the system working mode in the battery SOC-battery power two-dimensional diagram includes:
  • the reserve energy management area of Boost mode the reserve energy management area of Assist mode, and the reserve energy management area of pure electric mode are superimposed in sequence, and the respective uncovered areas are reserved;
  • the area not covered by the reserve energy management area of Boost mode is used as the energy management area of Boost mode, the reserve energy management area of Assist mode and the area of pure electric mode After the reserve energy management area is superimposed, the area not covered by the reserve energy management area of the Assist mode is used as the energy management area of the Assist mode.
  • obtaining the preliminary energy management area of the Boost mode includes:
  • the preliminary energy management area of Boost mode is divided.
  • Motor Boost mode is to use the motor to support and provide driving torque beyond the external characteristics of the engine when the vehicle has a greater demand or needs to exert the maximum power performance.
  • the HCU calls the control module to switch to the energy management control of this mode (wherein, exemplary, the vehicle condition includes: the driver presses the accelerator pedal sharply, the motor and the engine work normally, and the battery energy and fuel amount is greater than the preset value).
  • Boost mode when the battery SOC is close to the forced charging SOC, the Boost mode function is stopped. In order to prevent the battery from over-discharging, the minimum SOC value in Boost mode is obtained by using the forced charging SOC to rise slightly.
  • Boost_SOC_LowLmt the minimum value of battery SOC is Boost_SOC_LowLmt; the maximum value of battery SOC is Boost_SOC_HighLmt; the target balance value of battery SOC is SOC_Mid; the maximum value of battery power is Boost_P_HighLmt; the minimum value of battery power is Boost_P_LowLmt.
  • the allowed lower limit, the forced charging SOC is preset) is SOC_LowLmt
  • the forced discharging SOC that is, the upper limit allowed by the battery SOC, the forced discharging SOC is also preset
  • SOC_HighLmt the forced discharging SOC
  • the calculation method is as follows:
  • SOC_Mid 1/2(SOC_HighLmt-SOC_LowLmt)+x, where x can be calibrated. In the embodiment of this application, x is set to 10%.
  • the maximum power of Boost will be continuously reduced until it drops to 0, which is the minimum battery power in Boost mode (set to Boost_P_LowLmt) is 0.
  • the maximum battery power Boost_P_HighLmt is equal to the maximum electric output power of the motor (set to Pmax_Motor).
  • the calculation method is as follows:
  • Boost_P_HighLmt Pmax_Motor.
  • Boost_SOC_HighLmt Boost_SOC_LowLmt
  • Boost_P_HighLmt Boost_P_LowLmt
  • Get Assist mode's preparatory energy management areas including:
  • the driving mode includes economical driving mode, sports driving mode and normal driving mode;
  • the preliminary energy management area of the Assist mode is divided.
  • the Assist mode is a motor-assisted assist mode, which is used to improve and enhance the dynamic torque response of the vehicle to meet the power requirements; at the same time, the Motor Assist mode can ensure that the engine load is reduced and the engine works when the vehicle has a high power output demand. In the economic area, meet the needs of economy.
  • the minimum battery SOC value is Assist_SOC_LowLmt
  • the maximum battery SOC value is Assist_SOC_HighLmt
  • the battery SOC target balance value is SOC_Mid
  • the maximum battery power value is Assist_P_HighLmt
  • the minimum battery power value is Assist_P_LowLmt. Since the area where the Assist mode appears is much larger than that of the Boost mode, in order to maintain the balance of the battery SOC, the battery SOC threshold in the Assist mode needs to be adjusted according to the battery SOC target balance value.
  • the calculation method is as follows:
  • Assist_SOC_LowLmt SOC_Mid-y; y is calibratable, and in the embodiment of this application, y is set to 8%.
  • Assist_SOC_HighLmt SOC_HighLmt.
  • the power limit in Assist mode also takes into account the driving mode.
  • ECO driving mode the maximum power limit of Assist is 0.
  • Normal driving mode the maximum power of Assist is limited to 10kW (the value can be calibrated).
  • Sport driving mode the maximum power of Assist is the maximum electric output power of the motor (set to Pmax_Motor).
  • the calculation method is as follows:
  • Assist_P_HighLmt Pmax_Motor.
  • Preparatory energy management areas for access to pure electric mode including:
  • the energy management in pure electric mode can prevent the continuous reduction of battery SOC caused by continuous power consumption. If the battery is over-discharged in pure electric mode, and the driver parks it for a period of time (such as half a month), then the next time the key is operated to trigger the high-voltage power-on of the vehicle or start the engine, there may be battery feed. Because the battery is over-discharged, the vehicle cannot be powered on high voltage and cannot be charged by starting the engine with the electric motor.
  • the battery SOC minimum value is EV_SOC_LowLmt
  • the battery SOC maximum value is EV_SOC_HighLmt
  • the battery SOC target balance value is SOC_Mid
  • the battery power maximum value is EV_P_HighLmt
  • the battery power minimum value is EV_P_LowLmt
  • the SOC boundary value is SOC2.
  • the calculation method is as follows:
  • EV_SOC_LowLmt SOC_Mid-z; z is calibratable, and z is 6% in the embodiment of this application.
  • SOC2 SOC_Mid+a
  • a is calibratable
  • a is 2% in the embodiment of the present application.
  • the S200 also includes:
  • the reserve energy management area of the idle power generation mode, the reserve energy management area of the drive generation mode and the reserve energy management area of the braking energy recovery mode are superimposed in sequence, and the respective uncovered areas are reserved;
  • the energy management area of the idling power generation mode, the energy management area of the driving power generation mode and the energy management area of the braking energy recovery mode are obtained.
  • Get ready energy management areas for idle generator mode including:
  • the reserve energy management area of the idle power generation mode is divided.
  • the idle power generation energy management can prevent the battery SOC from continuously decreasing due to continuous power consumption during parking.
  • the battery power cannot be set too large, and should be limited to a certain value. In the embodiment of this application, it is limited to 5kW. This value can be calibration.
  • the minimum value of battery SOC is IdleCrg_SOC_LowLmt; the maximum value of battery SOC is IdleCrg_SOC_HighLmt; the target balance value of battery SOC is SOC_Mid; the maximum value of battery power is IdleCrg_P_HighLmt; the minimum value of battery power is IdleCrg_P_LowLmt.
  • the calculation method is as follows:
  • IdleCrg_SOC_LowLmt SOC_LowLmt
  • IdleCrg_SOC_HighLmt SOC_Mid-b; b is calibratable, and in the embodiment of this application, b is 3%.
  • IdleCrg_P_LowLmt 0;
  • IdleCrg_P_HighLmt 5kW, this value can be calibrated.
  • IdleCrg_SOC_HighLmt Use IdleCrg_SOC_HighLmt, IdleCrg_SOC_LowLmt, IdleCrg_P_HighLmt, and IdleCrg_P_LowLmt to construct the reserve energy management area in the idle power generation mode on the two-dimensional energy management diagram.
  • Get ready energy management areas for drive generation modes including:
  • the preparatory energy management area for driving power generation mode is divided.
  • the minimum value of battery SOC is DriveCrg_SOC_LowLmt; the maximum value of battery SOC is DriveCrg_SOC_HighLmt; the target balance value of battery SOC is SOC_Mid; the maximum value of battery power is DriveCrg_P_HighLmt; the minimum value of battery power is DriveCrg_P_LowLmt.
  • the calculation method is as follows:
  • DriveCrg_P_HighLmt is a maximum value related to the vehicle energy usage management mode.
  • Three vehicle energy usage management modes are designed on this vehicle, including charging mode (Charge) and other modes (energy saving mode (Save), electric vehicle mode (Electric Vehicle, EV)), which can be manually selected by the driver .
  • Charge Charge
  • Save electric vehicle mode
  • EV Electric Vehicle
  • Preparatory energy management areas for regenerative braking mode including:
  • the preliminary energy management area of the braking energy recovery mode is divided.
  • the energy management in braking energy recovery mode can enable the vehicle to recover energy during coasting and braking, store it in the power battery pack, and store energy for other subsequent working conditions.
  • the minimum battery SOC value is Regen_SOC_LowLmt
  • the maximum battery SOC value is Regen_SOC_HighLmt
  • the battery SOC target balance value is SOC_Mid
  • the maximum battery power value is Regen_P_HighLmt
  • the minimum battery power value is Regen_P_LowLmt.
  • Regen_SOC_HighLmt the highest SOC of braking energy recovery is the forced discharge SOC.
  • Regen_SOC_LowLmt the minimum SOC of braking energy recovery is the mandatory charging SOC.
  • Regen_P_HighLmt the maximum power of braking energy recovery is the peak power of the motor.
  • the calculation method is as follows:
  • Regen_SOC_HighLmt, Regen_SOC_LowLmt, Regen_P_HighLmt, Regen_P_LowLmt to construct the reserve energy management area in the braking energy recovery mode on the two-dimensional diagram of energy management.
  • step S200 The energy management area obtained after step S200 is shown in FIG. 2 .
  • Step S300 is executed after step S200, and the system working mode is determined according to the vehicle condition.
  • the system working mode is Boost mode.
  • Step S400 is executed after step S300, and the corresponding energy management area is determined according to the system working mode.
  • the energy management area of the Boost mode is determined.
  • step S400 execute S500, determine the battery SOC and battery power in the energy management area according to the target torque.
  • Step S500 includes:
  • the torque at the wheel end (that is, the target torque), and obtain the corresponding torque of the engine and the motor by checking the first Map about the torque at the wheel end-the corresponding torque of the engine and the motor, and then check the first Map about the torque corresponding to the engine and the motor-the battery SOC
  • the second map obtains the corresponding battery SOC, and then obtains the battery power according to the battery SOC and the energy management area.
  • both the first Map and the second Map are pre-stored in the HCU.
  • Step S600 is executed after step S500, and the energy output is controlled according to the battery SOC and the battery power.
  • the hybrid vehicle battery energy control method of this embodiment sets out energy management areas for different system working modes, completes the energy management of the hybrid vehicle battery system, effectively controls the energy used by the battery, ensures that the battery works within a reasonable range, and improves The energy usage rate and vehicle performance of the whole vehicle can be improved, and the service life of the battery can be effectively extended.
  • This embodiment provides a battery energy control device for a hybrid vehicle. As shown in FIG. SOC and battery power determination module 350 and energy output module 360 .
  • the two-dimensional diagram construction module 310 is configured to construct a battery SOC-battery power two-dimensional diagram for energy management
  • the energy management area division module 320 is configured to divide the corresponding energy management area for the system working mode in the battery SOC-battery power two-dimensional diagram
  • the system working mode includes Boost mode, Assist mode, pure electric mode, idling power generation mode, driving power generation mode and braking energy recovery mode
  • the working mode determination module 330 is set to determine the system working mode according to the vehicle condition
  • the energy management area determination module 340 It is set to determine the corresponding energy management area according to the system working mode
  • the battery SOC and battery power determination module 350 is set to determine the battery SOC and battery power according to the energy management area
  • the energy output module 360 is set to control energy output according to the battery SOC and battery power .
  • the hybrid vehicle battery energy control device in this embodiment sets energy management areas for different system working modes, completes the energy management of the hybrid vehicle battery system, effectively controls the energy used by the battery, ensures that the battery works within a reasonable range, and improves The energy usage rate and vehicle performance of the whole vehicle can be improved, and the service life of the battery can be effectively extended.

Abstract

Procédé et appareil de commande d'énergie de batterie de véhicule hybride, le procédé consistant : à construire un diagramme bidimensionnel de puissance d'état de charge de batterie pour la gestion d'énergie; dans le diagramme bidimensionnel de la puissance d'état de charge de batterie, à diviser des zones de gestion d'énergie correspondantes pour des modes de fonctionnement de système; sur la base des conditions du véhicule, à déterminer un mode de fonctionnement du système; sur la base du mode de fonctionnement du système, à déterminer une zone de gestion d'énergie correspondante; sur la base d'un couple cible, à déterminer un état de charge de batterie et une puissance de batterie dans la zone de gestion d'énergie; et, sur la base de l'état de charge de batterie et de la puissance de batterie, à commander la sortie d'énergie.
PCT/CN2022/104818 2021-07-15 2022-07-11 Procédé et appareil de commande d'énergie de batterie de véhicule hybride WO2023284662A1 (fr)

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CN113103925A (zh) * 2021-04-30 2021-07-13 金龙联合汽车工业（苏州）有限公司 跟随式氢燃料电池客车整车能量控制方法
CN113335264A (zh) * 2021-07-15 2021-09-03 中国第一汽车股份有限公司 混动车电池能量控制方法和装置

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