An energy management method for an intelligent hybrid vehicle

Abstract

The present invention discloses an energy management method for an intelligent hybrid vehicle, comprising: Step S01, obtaining vehicle driving traffic information, vehicle driving environment information and vehicle future driving environment information; Step S02, planning the desired driving speed of the vehicle; Step S03, obtaining the required power and required torque at the wheel end of the vehicle; Step S04, determining whether the vehicle is in a driving mode or a braking mode. If it is in the braking mode, execute Step S05; if it is in the driving mode, execute Step S06; Step S05, when the absolute value of the required power is greater than the maximum power generation of the second motor, the second motor and the brake jointly provide the required power. Otherwise, the second motor alone provides the required power; Step S06, dividing the vehicle working mode according to the required power and the state of charge of the battery. The present invention can obtain vehicle driving environment information through intelligent networking technology, can further optimize the vehicle driving state, and better play the energy-saving advantage of the hybrid vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid electric vehicles, and particularly to an intelligent hybrid electric vehicle energy management method. Background Art

[0002] Intelligentization and electrification are important development directions of automobiles and the key to the development of automotive technology.

[0003] Currently, the development of hybrid electric vehicles in China is rapid. With the continuous development of intelligent networking technology, automobiles can obtain more information about the driving environment, enabling hybrid electric vehicles to better exert their energy-saving advantages and make more contributions to energy conservation and emission reduction.

[0004] However, existing hybrid electric vehicle energy management methods usually start from the vehicle's own conditions and do not consider how to fully and effectively apply intelligent networking technology, resulting in limited energy-saving effects of hybrid electric vehicles. Summary of the Invention

[0005] The purpose of the present invention is to provide an intelligent hybrid electric vehicle energy management method for the technical defects existing in the prior art.

[0006] To this end, the present invention provides an intelligent hybrid electric vehicle energy management method, including the following steps:

[0007] Step S01, obtaining vehicle driving traffic information through the vehicle networking module on the intelligent hybrid electric vehicle, obtaining vehicle driving environment information through the sensing module, and providing vehicle future driving environment information through the high-precision map module;

[0008] Step S02, the vehicle control unit on the intelligent hybrid electric vehicle plans the desired vehicle driving speed according to the vehicle driving traffic information, vehicle driving environment information, and vehicle future driving environment information obtained from the vehicle networking module, sensing module, and high-precision map module;

[0009] Step S03, the vehicle control unit obtains the required power Preq at the wheel end of the vehicle and the required torque Treq at the wheel end of the vehicle according to the desired vehicle driving speed and vehicle mass;

[0010] Step S04, judging whether the vehicle is in a driving mode or a braking mode according to the required power Preq at the wheel end of the vehicle. If it is in the braking mode, continue to execute Step S05; if it is in the driving mode, continue to execute Step S06;

[0011] Step S05: When the absolute value of the wheel-end required power Preq of the vehicle is greater than the maximum power generation of the second motor on the intelligent hybrid vehicle, the vehicle control unit controls the second motor and the brake, so that the second motor and the brake respectively meet the preset first condition and the preset second condition, so that the second motor and the brake jointly provide the wheel-end required power Preq of the vehicle. Otherwise, the vehicle control unit controls the second motor to meet the preset third condition, so that the second motor alone provides the wheel-end required power Preq of the vehicle;

[0012] Step S06: The vehicle control unit divides the vehicle working mode according to the wheel-end required power Preq and the state of charge SOC of the battery, and then controls the working state of the preset equipment on the vehicle according to the divided vehicle working mode;

[0013] Among them, the vehicle working modes include pure electric mode, hybrid mode, engine direct drive mode and four-wheel drive mode;

[0014] The driving system of the intelligent hybrid vehicle includes a vehicle control unit, an engine, a second motor, a third motor, a brake, a planetary gear set and a power battery pack;

[0015] The engine is connected to the planet carrier of the planetary gear set through the first shaft;

[0016] The first motor is connected to the sun gear of the planetary gear set through the second shaft;

[0017] The second motor is connected to the ring gear of the planetary gear set through the third shaft;

[0018] The power output end of the third motor is connected to the drive input end of the existing rear-wheel drive system on the intelligent hybrid vehicle;

[0019] The power battery pack is respectively connected to the vehicle control unit, the first motor, the second motor and the third motor;

[0020] The vehicle control unit is respectively connected to the signal control ends of the engine, the brake, the first motor, the second motor and the third motor.

[0021] As can be seen from the technical solutions provided by the present invention above, compared with the prior art, the present invention provides an intelligent hybrid vehicle energy management method, which is scientifically designed. For an intelligent hybrid vehicle, it can obtain the vehicle driving environment information through intelligent networking technology, can further optimize the vehicle driving state, and thus better exert the energy-saving advantages and energy-saving effects of the hybrid vehicle, which has great practical significance. Description of the Drawings

[0022] Figure 1An energy management method for an intelligent hybrid vehicle provided by the present invention, and a schematic structural diagram of an intelligent hybrid vehicle to which it is applied;

[0023] Figure 2 A basic flowchart of an energy management method for an intelligent hybrid vehicle provided by the present invention;

[0024] Figure 3 An overall working flowchart of an energy management method for an intelligent hybrid vehicle provided by the present invention;

[0025] In the figure: 1 - vehicle control unit, 2 - engine, 3 - first shaft, 4 - first motor, 5 - power battery;

[0026] 6 - second motor (i.e., No. 2 motor), 7 - planetary gear set, 71 - sun gear, 72 - ring gear, 73 - planet carrier, 74 - planet gear;

[0027] 8 - second shaft, 9 - third shaft; 10 - brake, 11 - fourth shaft, 12 - third motor. Detailed implementation manners

[0028] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0029] See Figures 1 to 3 , the present invention provides an energy management method for an intelligent hybrid vehicle, and the intelligent hybrid vehicle includes an intelligent system and a driving system;

[0030] The intelligent system includes a vehicle networking module, a perception module, and a high-precision map module;

[0031] The driving system includes a vehicle control unit 1, an engine 2, a first motor 4, a second motor 6, a third motor 12, a brake 10, a planetary gear set 7, and a power battery pack 5;

[0032] The engine 2 is connected to the planet carrier 73 of the planetary gear set 7 through the first shaft 3 (specifically, the output end of the engine 2 is connected to the planet carrier 73 of the planetary gear set 7 through the first shaft 3);

[0033] The first motor 4 is connected to the sun gear 71 of the planetary gear set 7 through the second shaft 8;

[0034] The second motor 6 (i.e., No. 2 motor) is connected to the ring gear 72 of the planetary gear set through the third shaft 9 (specifically, the gear thereon);

[0035] The power output end of the third motor 12 is connected to the drive input end of the existing rear-wheel drive system on the intelligent hybrid vehicle;

[0036] The power battery pack 5 is respectively connected to the vehicle control unit 1, the first motor 4, the second motor 6, and the third motor 12;

[0037] The vehicle control unit 1 is respectively connected to the engine 1, the brake 10, and the signal control ends of the first motor 4, the second motor 6, and the third motor 12.

[0038] For the present invention, the planetary gear set 7 includes a sun gear 71, a ring gear 72, a planet carrier 73, a plurality of (such as three or four or any other number) planet gears 74, and a plurality of planet gear shafts;

[0039] A plurality of planet gear shafts are evenly distributed around the planet carrier 73 at equal intervals;

[0040] A planet gear 74 is sleeved on each planet gear shaft respectively;

[0041] The plurality of planet gears 74 are located inside the ring gear 72, and the outer sides of the plurality of planet gears 74 are meshed with the inner side of the ring gear 72;

[0042] The sun gear 71 is arranged in the inner direction of the plurality of planet gears 74;

[0043] The inner teeth of the plurality of planet gears 74 are meshed with the sun gear 71;

[0044] A horizontally distributed and hollow second shaft 8 is arranged at the left central position of the sun gear 71;

[0045] Wherein, the output end (such as the output shaft) of the engine 2 is connected to the left end of the horizontally distributed first shaft 3 (such as through a coupling);

[0046] After the other end of the first shaft 3 passes through the hollow second shaft 8, it is connected to the left central position of the planet carrier 73;

[0047] It should be noted that the first shaft 3 serves as the central input shaft of the planet carrier 73. The second shaft 8 serves as the central rotating shaft of the sun gear 72.

[0048] The power output end (such as the rotor part) of the first motor 4 is connected to the left end of the second shaft 8;

[0049] A brake 10 is arranged on the second shaft 8 (specifically sleeved on the outside of the second shaft 8);

[0050] It should be noted that the first motor 4 is connected to the sun gear 72 of the planetary gear set 7 through the second shaft 8. The brake 10 is arranged on the second shaft 8. When it is in the locked state, it can lock the rotation of the first motor 4 and the sun gear 71 of the planetary gear set.

[0051] It should be noted that the above planetary gear train structure of the present invention is a conventional planetary gear train structure in the prior art, which is the existing planetary gear train structure in intelligent hybrid vehicles and is a well-known and mature technology in the prior art, so it will not be elaborated here.

[0052] It should be noted that the brake 10 is a common brake in existing hybrid vehicles, for example, an existing electric brake, so it will not be elaborated here.

[0053] The input end of the second motor 6 is connected to one end of a third shaft 9.

[0054] A gear (such as sleeved) on the third shaft 9 meshes with the inner teeth of the ring gear 72.

[0055] It should be noted that the second motor 6 is connected through the inner teeth around the circumference of the ring gear 72 of the gear planetary gear train 7 on the third shaft 9.

[0056] Among them, the power battery pack 5 is respectively connected to the vehicle control unit (VCU) 1, the first motor 4, the second motor 6 and the third motor 12 to provide working power.

[0057] It should be noted that each of the three motors, namely the first motor 4, the second motor 6 and the third motor 12, can act as a generator and a motor and play corresponding roles when needed. When the first motor 4, the second motor 6 and the third motor 12 act as generators, their power output ends are connected to the power battery pack 5 for charging the power battery pack 5.

[0058] It should be noted that the vehicle control unit (VCU) 1 is respectively connected to the signal control ends of the engine 1, the brake 10, the first motor 4, the second motor 6 and the third motor 12, and is used to control the working states (such as switching and adjusting the working power, etc.) of the engine 1, the brake 10, the first motor 4, the second motor 6 and the third motor 12 by sending adjustment control signals.

[0059] It should be noted that the vehicle control unit VCU is the core control device of a pure electric vehicle, and its main functions include collecting vehicle information, executing the driver's intention, controlling vehicle operation and diagnosing vehicle faults, etc. It is a conventional module in existing electric vehicles, so it will not be elaborated here.

[0060] It should be noted that referring to Figure 1 , for the driving system, the power output end of the third motor 12 is connected (linked) to the driving input end of the existing rear-wheel drive system on the intelligent hybrid vehicle.

[0061] It should be noted that referring to Figure 1, the ring gear 72 of the planetary gear set 7 is linked to the drive input end of the existing front-wheel drive system on the intelligent hybrid vehicle through the fourth shaft 11 (i.e., the ring gear shaft supporting the existing ring gear, and the teeth on one end of the gear shaft mesh with the inner teeth of the ring gear 72).

[0062] It should be noted that in the present invention, the first motor 4, the second motor 6, and the third motor 12 are common motors on existing hybrid vehicles and are mature devices in the prior art, so they will not be elaborated here.

[0063] It should be noted that the first motor, the second motor, and the third motor all have two functions of power generation and electrification, and are dual-purpose motors. Their rotation directions during power generation are opposite to those during electrification.

[0064] The present invention provides an intelligent hybrid vehicle energy management method. Refer to Figure 2 , which specifically includes the following steps:

[0065] Step S01, obtaining vehicle driving traffic information through the vehicle networking module on the intelligent hybrid vehicle, obtaining vehicle driving environment information through the sensing module, and providing future vehicle driving environment information through the high-precision map module;

[0066] It should be noted that the vehicle networking module, the sensing module, and the high-precision map module are common modules on existing hybrid vehicles and are mature and well-known technologies in the prior art, so they will not be elaborated here. The sensing module, for example, includes devices such as lidar and cameras installed on the vehicle; the high-precision map module, for example, can be a GPS positioning and navigation module or a Beidou navigation module installed on the vehicle.

[0067] In the present invention, the vehicle driving traffic information, the vehicle driving environment information, and the future vehicle driving environment information are used to assist the vehicle control unit in making decisions. The vehicle control unit makes decisions based on this information and in combination with internal algorithms.

[0068] Specifically, the vehicle driving traffic information may include traffic signal information, traffic congestion information, etc.; the vehicle driving environment information may include information such as the number of other vehicles around the vehicle, speed, and distance from the vehicle in front on the same lane; the future vehicle driving information may include information such as intersections and buildings on the future route determined by navigation.

[0069] It should be noted that the acquisition methods of the vehicle driving traffic information, the vehicle driving environment information, and the future vehicle driving environment information are well-known technologies in the prior art, so they will not be elaborated here.

[0070] Step S02: The vehicle control unit 1 plans the desired driving speed of the vehicle (i.e., the intelligent hybrid vehicle) based on the vehicle driving traffic information, vehicle driving environment information, and vehicle future driving environment information obtained from the vehicle networking module, the perception module, and the high-precision map module.

[0071] It should be noted that the vehicle control unit 1 plans the desired driving speed of the vehicle based on the vehicle driving traffic information, vehicle driving environment information, and vehicle future driving environment information obtained from the vehicle networking module, the perception module, and the high-precision map module, which is a conventional technology that has been maturely applied in existing vehicles and is common knowledge, so it will not be elaborated here.

[0072] Step S03: The vehicle control unit 1 obtains the required power Preq at the wheel end of the vehicle and the required torque Treq at the wheel end of the vehicle according to the desired driving speed of the vehicle and the vehicle mass.

[0073] It should be noted that the vehicle control unit 1, as the original equipment installed on the intelligent hybrid vehicle, can calculate and obtain the required power Preq at the wheel end of the vehicle and the required torque Treq at the wheel end of the vehicle according to the desired driving speed of the vehicle and the vehicle mass. Since calculating and obtaining the required power Preq at the wheel end of the vehicle and the required torque Treq at the wheel end of the vehicle are functions that the vehicle control unit installed on the existing intelligent hybrid vehicle already has and are realized through existing well-known methods, it will not be elaborated here.

[0074] Step S04: According to the required power Preq at the wheel end of the vehicle, it is judged whether the vehicle is in the driving mode or the braking mode. If it is in the braking mode, step S05 is continued; if it is in the driving mode, step S06 is continued.

[0075] In step S04, specifically, if the required power Preq at the wheel end of the vehicle is greater than zero, the vehicle is in the driving mode; on the contrary, if the required power Preq at the wheel end of the vehicle is less than zero, the vehicle is in the braking mode (i.e., the braking mode).

[0076] In step S05, when the absolute value of the wheel-end required power Preq of the vehicle is greater than the maximum power generation of the second motor 6 (i.e., the second motor), the vehicle control unit (VCU) 1 controls the second motor 6 and the brake 10 (which can be a mechanical brake), so that the second motor 6 and the brake 10 respectively meet (i.e., conform to) a preset first condition and a preset second condition, so that the second motor 6 and the brake 10 jointly provide (i.e., jointly meet) the wheel-end required power Preq of the vehicle. Conversely, if the absolute value of the wheel-end required power Preq of the vehicle is less than or equal to the maximum power generation of the second motor 6, the vehicle control unit (VCU) 1 controls the second motor 6 to make the second motor 6 meet (i.e., conform to) a preset third condition, so that the second motor 6 alone provides the wheel-end required power Preq of the vehicle (i.e., alone meets the power requirement of the wheel-end of the vehicle);

[0077] In step S05, specifically, when the absolute value of the wheel-end required power Preq of the vehicle is greater than the maximum power generation of the second motor 6, the vehicle control unit (VCU) 1 controls the second motor 6 to make the second motor 6 meet a preset first condition, which specifically includes the following operations:

[0078] The vehicle control unit (VCU) 1 sends a torque control signal Tm2_ctrl to the second motor 6;

[0079] The torque control signal Tm2_ctrl of the second motor 6 satisfies the following formula (1):

[0080] Tm2_ctrl = Tm2_regmax, formula (1);

[0081] In formula (1), Tm2_regmax is the maximum power generation torque of the second motor 6, which is a self-performance parameter of the second motor.

[0082] It should be noted that in the present invention, the wheel-end required power Preq of the vehicle is a concept value, which refers to the power that the vehicle should provide to reach the desired driving speed of the vehicle. When this value is positive (i.e., greater than zero), it means that the vehicle is in a driving state. When this value is negative (i.e., less than zero), it means that the vehicle is in a braking and decelerating state. In step S05, the vehicle is in a braking state, so the value of Preq is negative. In step S05, the meaning of the maximum power generation of the second motor 6 is defined as a positive value. For the comparison of the magnitude relationship between the two, the absolute value is used here. In step S06 below, since the vehicle is in a driving state and the wheel-end required power Preq of the vehicle is positive, they can be directly compared with each other.

[0083] In step S05, specifically, when the absolute value of the required power Preq at the wheel end of the vehicle is greater than the maximum power generation of the second motor 6, the vehicle control unit (VCU) 1 controls the brake 10 to meet the preset second condition, which specifically includes the following operations:

[0084] The vehicle control unit (VCU) 1 sends a control signal to the brake 10 to control the brake 10 to be in a disengaged state.

[0085] It should be noted that in step S05, the brake 10 is not in a locked state, and the preset second condition is that the vehicle control unit 1 controls the brake 10 to be in a disengaged state.

[0086] In step S05, specifically, if the absolute value of the required power Preq at the wheel end of the vehicle is less than or equal to the maximum power generation of the second motor 6, the vehicle control unit (VCU) 1 controls the second motor 6 to make the second motor 6 meet the preset third condition, which specifically includes the following operations:

[0087] The vehicle control unit (VCU) 1 sends a torque control signal Tm2_ctrl to the second motor 6;

[0088] The torque control signal Tm2_ctrl of the second motor 6 satisfies the following formula (2):

[0089] Tm2_ctrl = Treq / im1, formula (2);

[0090] In formula (2), im1 is the transmission ratio between the second motor 6 and the front wheels of the vehicle;

[0091] It should be noted that im1 is the transmission ratio between the output end of the ring gear and the front wheels, which is related to the transmission setting between the ring gear and the front wheels. A speed reducer can be set or not set between the output end and the front wheels. If not set, this value is 1. If set, this value is the transmission ratio of the set speed reducer.

[0092] In formula (2), Treq is the required torque at the wheel end of the vehicle.

[0093] Step S06, the vehicle control unit (VCU) 1 divides the vehicle working mode according to the required power Preq at the wheel end of the vehicle and the state of charge SOC of the battery, and then correspondingly controls the working state of the preset equipment on the vehicle according to the divided vehicle working mode;

[0094] Among them, the vehicle working modes include pure electric mode, hybrid mode, engine direct drive mode, and four-wheel drive mode.

[0095] It should be noted that under each driving mode (i.e., the above four vehicle operating modes), the vehicle control unit (VCU) 1 performs corresponding selection control on the engine 2, the first motor 4, the second motor 6, the third motor 12, and the brake 10.

[0096] In step S06, specifically, when the required power Preq at the wheel end of the vehicle is less than the preset threshold P1, and the state of charge SOC of the power battery pack 5 is higher than the preset threshold SOC_L, the vehicle control unit (VCU) 1 classifies the operating mode of the vehicle as the pure electric mode.

[0097] It should be noted that for the present invention, the preset threshold P1 should be less than the maximum electric power of the second motor 6 when it operates as a motor; among them, the maximum electric power is equal to the maximum generating power, that is, if the power of the motor is defined as a value with positive and negative signs, then the maximum value of the positive value is the maximum electric power, and the minimum value of the negative value (in the mathematical sense) is the maximum electric power.

[0098] For the present invention, specifically, the preset threshold P1 is obtained by vehicle manufacturers according to the vehicle's own parameters and in combination with development experience, and different vehicles have different values.

[0099] For the present invention, specifically, the preset threshold SOC_L is also set by vehicle manufacturers according to the vehicle's own parameters and in combination with development experience, and different vehicles have different values.

[0100] In this pure electric mode, all the required torque Treq of the vehicle is provided by the second motor 6, and the vehicle control unit (VCU) 1 controls the state of the brake 10 to be in the disengaged state. At the same time, the torque control signal Tm2_ctrl of the second motor 6 satisfies the following formula (3):

[0101] Tm2_ctrl = Treq / im1, formula (3);

[0102] In formula (3), im1 is the transmission ratio between the second motor 6 and the front wheels of the vehicle;

[0103] Treq is the required torque at the wheel end of the vehicle.

[0104] In step S06, specifically, when the required power Preq at the wheel end of the vehicle is between the preset threshold P1 and the preset threshold P2 (preset threshold P2 > preset threshold P1), or the state of charge SOC of the power battery pack 5 is less than the preset threshold SOC_L, the vehicle control unit (VCU) 1 classifies the operating mode of the vehicle as the hybrid mode.

[0105] For the present invention, in terms of specific implementation, the acquisition of the preset threshold P2 is set by the vehicle manufacturer according to the vehicle's own parameters in combination with development experience, and different vehicles have different values.

[0106] For the present invention, in terms of specific implementation, the preset threshold SOC_L is also set by the vehicle manufacturer according to the vehicle's own parameters in combination with development experience, and different vehicles have different values.

[0107] In this hybrid mode, the vehicle control unit (VCU) 1 controls the brake 10 to be in a disengaged state, and the engine 2 and the second motor 6 jointly provide the required torque of the vehicle. The torque control signal Te_ctrl of the engine 2 and the torque control signal Tm2_ctrl of the second motor 6 satisfy the following formula (4):

[0108]

[0109] In formula (4), im1 is the transmission ratio between the second motor 6 and the vehicle's front wheels; Treq is the required torque at the vehicle's wheel ends;

[0110] In formula (4), K is the characteristic parameter of the planetary gear set 7. The characteristic parameter of the planetary gear set is the ratio of the number of teeth of the ring gear to the number of teeth of the sun gear of the planetary gear set, which is common general knowledge in the art.

[0111] Te_opt is the optimal operating torque of the engine corresponding to the required power Preq at the vehicle's wheel ends. Specifically, it can be: the optimal operating torque of the engine obtained by looking up the table on the optimal operating curve of the engine according to the required power Preq at the vehicle's wheel ends.

[0112] It should be noted that the optimal operating curve of the engine 2 can be the connection line of the intersection points of the equal fuel consumption curve and the equal power curve in the engine's universal characteristic curve.

[0113] In step S06, in terms of specific implementation, when the required power Preq at the vehicle's wheel ends is between the preset threshold P2 and the preset threshold P3 (the preset threshold P3 > the preset threshold P2), the vehicle control unit (VCU) 1 classifies the vehicle's operating mode as the direct drive mode of the engine 2;

[0114] For the present invention, in terms of specific implementation, the acquisition of the preset threshold P3 is set by the vehicle manufacturer according to the vehicle's own parameters in combination with development experience, and different vehicles have different values.

[0115] In the direct drive mode of the engine 2, the vehicle control unit (VCU) 1 controls the brake 10 to be in the locked state, and the engine 2 and the second motor 6 jointly provide the required torque of the vehicle. The torque control signal Te_ctrl of the engine 2 and the torque control signal Tm2_ctrl of the second motor 6 satisfy the following formula (5):

[0116]

[0117] In formula (5), K is the characteristic parameter of the planetary gear set 7. The characteristic parameter of the planetary gear set is the ratio of the number of teeth of the ring gear to the number of teeth of the sun gear of the planetary gear set, which is common general knowledge in the art;

[0118] In formula (5), im1 is the transmission ratio between the second motor 6 and the front wheels of the vehicle;

[0119] Treq is the required torque at the wheel end of the vehicle.

[0120] In step S06, specifically, when the required power Preq at the wheel end of the vehicle is greater than the preset threshold P3, the vehicle control unit (VCU) 1 classifies the working mode of the vehicle as the four-wheel drive mode;

[0121] In this four-wheel drive mode, the vehicle control unit (VCU) 1 controls the brake 10 to be in the disengaged state, and the engine 2, the second motor 6 and the third motor 12 jointly provide the required torque. The torque control signal Te_ctrl of the engine 2, the torque control signal Tm2_ctrl of the second motor 6 and the torque control signal Tm3_ctrl of the third motor 12 satisfy the following formula (6):

[0122]

[0123] In formula (6), K is the characteristic parameter of the planetary gear set 7. The characteristic parameter of the planetary gear set is the ratio of the number of teeth of the ring gear to the number of teeth of the sun gear of the planetary gear set, which is common general knowledge in the art;

[0124] In formula (6), im1 is the transmission ratio between the second motor 6 and the front wheels of the vehicle;

[0125] Treq is the required torque at the wheel end of the vehicle;

[0126] im2 is the transmission ratio between the third motor 12 and the rear wheels of the vehicle.

[0127] It should be noted that in the present invention, im2 is the transmission ratio between the output end of the third motor and the rear wheels, which is related to the transmission arrangement between the two. A speed reducer may or may not be provided between the output end of the third motor and the rear wheels. If not, this value is 1. If provided, this value is the transmission ratio of the provided speed reducer.

[0128] In summary, compared with the prior art, the intelligent hybrid vehicle energy management method provided by the present invention is scientifically designed. For intelligent hybrid vehicles, it can obtain vehicle driving environment information through intelligent networking technology, further optimize the vehicle driving state, and thus better exert the energy-saving advantages and energy-saving effects of hybrid vehicles, which has great practical significance.

[0129] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. An energy management method for an intelligent hybrid vehicle, characterized in that, It includes the following steps: Step S01: Obtain the vehicle driving traffic information through the vehicle networking module on the intelligent hybrid vehicle, obtain the vehicle driving environment information through the sensing module, and obtain the vehicle future driving environment information through the high-precision map module; Step S02: The vehicle control unit (1) on the intelligent hybrid vehicle plans the desired driving speed of the vehicle according to the vehicle driving traffic information, vehicle driving environment information, and vehicle future driving environment information obtained from the vehicle networking module, sensing module, and high-precision map module; Step S03: The vehicle control unit (1) obtains the required power Preq at the wheel end of the vehicle and the required torque Treq at the wheel end of the vehicle according to the desired driving speed of the vehicle and the vehicle mass; Step S04: Judge whether the vehicle is in the driving mode or the braking mode according to the required power Preq at the wheel end of the vehicle. If it is in the braking mode, continue to execute Step S05. If it is in the driving mode, continue to execute Step S06; Step S05: When the absolute value of the required power Preq at the wheel end of the vehicle is greater than the maximum power generation power of the second motor (6) on the intelligent hybrid vehicle, the vehicle control unit (1) controls the second motor (6) and the brake (10) to make the second motor (6) and the brake (10) meet the preset first condition and the preset second condition respectively, so that the second motor (6) and the brake (10) jointly provide the required power Preq at the wheel end of the vehicle. Otherwise, the vehicle control unit (1) controls the second motor (6) to make the second motor (6) meet the preset third condition, so that the second motor (6) alone provides the required power Preq at the wheel end of the vehicle; Step S06: The vehicle control unit (1) divides the vehicle working mode according to the required power Preq at the wheel end of the vehicle and the state of charge SOC of the battery, and then controls the working state of the preset equipment on the vehicle according to the divided vehicle working mode; Among them, the vehicle working modes include pure electric mode, hybrid mode, engine direct drive mode, and four-wheel drive mode; The driving system of the intelligent hybrid vehicle includes a vehicle control unit (1), an engine (2), a second motor (6), a third motor (12), a brake (10), a planetary gear set (7), and a power battery pack (5); The engine (2) is connected to the planet carrier (73) of the planetary gear set (7) through the first shaft (3); The first motor (4) is connected to the sun gear (71) of the planetary gear set (7) through the second shaft (8); The second motor (6) is connected to the ring gear (72) of the planetary gear set (7) through the third shaft (9); The power output end of the third motor (12) is connected to the drive input end of the existing rear-wheel drive system on the intelligent hybrid vehicle; The power battery pack (5) is respectively connected to the vehicle control unit (1), the first motor (4), the second motor (6), and the third motor (12); The vehicle control unit (1) is respectively connected to the signal control ends of the engine (1), the brake (10), the first motor (4), the second motor (6), and the third motor (12).

2. The intelligent hybrid vehicle energy management method according to claim 1, characterized in that, The engine (2) is linked and connected to the drive input end of the existing front-wheel drive system on the intelligent hybrid vehicle through the planetary gear set (7), and the planetary gear set (7) is linked and connected to the second motor (6). The specific structure is as follows; The planetary gear set (7) includes a sun gear (71), a ring gear (72), a planet carrier (73), a plurality of planet gears (74) and a plurality of planet gear shafts; A plurality of planet gear shafts are circumferentially and equidistantly distributed around the planet carrier (73); A planet gear (74) is sleeved on each planet gear shaft respectively; The plurality of planet gears (74) are located inside the ring gear (72), and the outer sides of the plurality of planet gears (74) are meshed with the inner side of the ring gear (72); A sun gear (71) is arranged in the inner side direction of the plurality of planet gears (74); The inner teeth of the plurality of planet gears (74) are meshed with the sun gear (71); A laterally distributed and hollow second shaft (8) is arranged at the left central position of the sun gear (71); Among them, the output end of the engine (2) is connected to the left end of the laterally distributed first shaft (3); After the other end of the first shaft (3) passes through the hollow second shaft (8), it is connected to the left central position of the planet carrier (73); The power output end of the first motor (4) is connected to the left end of the second shaft (8); A brake (10) is arranged on the second shaft (8); The input end of the second motor (6) is connected to one end of the third shaft (9); The gear on the third shaft (9) is meshed and connected with the inner teeth of the ring gear (72); The second motor (6) is connected to the inner teeth around the circumference of the ring gear (72) of the planetary gear set (7) through the gear on the third shaft (9); The ring gear (72) of the planetary gear set (7) is linked and connected to the drive input end of the existing front-wheel drive system on the intelligent hybrid vehicle through the fourth shaft (11).

3. The intelligent hybrid vehicle energy management method according to claim 1, wherein, In step S04, if the required power Preq at the wheel end of the vehicle is greater than zero, the vehicle is in the driving mode. On the contrary, that is, if the required power Preq at the wheel end of the vehicle is less than zero, the vehicle is in the braking mode.

4. The intelligent hybrid vehicle energy management method according to claim 1, characterized in that, In step S05, when the absolute value of the required power Preq at the wheel end of the vehicle is greater than the maximum power generation power of the second motor (6), the vehicle control unit (1) controls the second motor (6) to make the second motor (6) meet the preset first condition, which specifically includes the following operations: The vehicle control unit (1) sends a torque control signal Tm2_ctrl to the second motor 6; The torque control signal Tm2_ctrl of the second motor (6) satisfies the following formula (1): Tm2_ctrl = Tm2_regmax, formula (1); In formula (1), Tm2_regmax is the maximum power generation torque of the second motor (6); In step S05, when the absolute value of the required power Preq at the wheel end of the vehicle is greater than the maximum power generation power of the second motor (6), the vehicle control unit (1) controls the brake (10) to meet the preset second condition, which specifically includes the following operations: The vehicle control unit (1) sends a control signal to the brake (10) to control the brake (10) to be in the disengaged state.

5. The intelligent hybrid vehicle energy management method according to claim 1, characterized in that, In step S05, if the absolute value of the wheel-end required power Preq of the vehicle is less than or equal to the maximum power generation of the second motor (6), the vehicle control unit (1) controls the second motor (6) to satisfy a preset third condition, which specifically includes the following operations: The vehicle control unit (1) sends a torque control signal Tm2_ctrl to the second motor (6); The torque control signal Tm2_ctrl of the second motor (6) satisfies the following formula (2): Tm2_ctrl = Treq / im1, formula (2); In formula (2), im1 is the transmission ratio between the second motor (6) and the vehicle's front wheels; Treq is the wheel-end required torque of the vehicle.

6. The intelligent hybrid vehicle energy management method according to any one of claims 1 to 5, characterized in that In step S06, when the wheel-end required power Preq of the vehicle is less than the preset threshold P1 and the state of charge SOC of the power battery pack (5) is higher than the preset threshold SOC_L, the vehicle control unit (1) classifies the vehicle's operating mode as a pure electric mode; In this pure electric mode, all the required torque Treq of the vehicle is provided by the second motor (6), the vehicle control unit (1) controls the brake (10) to be in a disengaged state, and at the same time, the torque control signal Tm2_ctrl of the second motor (6) satisfies the following formula (3): Tm2_ctrl = Treq / im1, formula (3); In formula (3), im1 is the transmission ratio between the second motor (6) and the vehicle's front wheels; Treq is the wheel-end required torque of the vehicle.

7. The intelligent hybrid vehicle energy management method according to any one of claims 1 to 5, characterized in that In step S06, when the wheel-end required power Preq of the vehicle is between the preset threshold P1 and the preset threshold P2, or the state of charge SOC of the power battery pack (5) is less than the preset threshold SOC_L, the vehicle control unit (1) classifies the vehicle's operating mode as a hybrid mode; The preset threshold P2 > the preset threshold P1; In this hybrid mode, the vehicle control unit (1) controls the brake (10) to be in a disengaged state, the engine (2) and the second motor (6) jointly provide the required torque of the vehicle, and the torque control signal Te_ctrl of the engine (2) and the torque control signal Tm2_ctrl of the second motor (6) satisfy the following formula (4): In formula (4), im1 is the transmission ratio between the second motor (6) and the vehicle's front wheels; Treq is the wheel-end required torque of the vehicle; In formula (4), K is the characteristic parameter of the planetary gear set (7), and Te_opt is the optimal operating torque of the engine corresponding to the wheel-end required power Preq of the vehicle.

8. The intelligent hybrid vehicle energy management method according to any one of claims 1 to 5, characterized in that In step S06, when the wheel-end required power Preq of the vehicle is between the preset threshold P2 and the preset threshold P3, the vehicle control unit (1) classifies the vehicle's operating mode as an engine (2) direct drive mode; The preset threshold P3 > the preset threshold P2; In the direct drive mode of the engine (2), the vehicle control unit (1) controls the brake (10) to be in a locked state. The engine (2) and the second motor (6) jointly provide the required torque of the vehicle. The torque control signal Te_ctrl of the engine (2) and the torque control signal Tm2_ctrl of the second motor (6) satisfy the following formula (5): In formula (5), im1 is the transmission ratio between the second motor (6) and the front wheels of the vehicle; Treq is the required torque at the wheel end of the vehicle.

9. The intelligent hybrid vehicle energy management method according to any one of claims 1 to 5, characterized in that, In step S06, when the required power Preq at the wheel end of the vehicle is greater than the preset threshold P3, the vehicle control unit (1) classifies the working mode of the vehicle as a four-wheel drive mode; In this four-wheel drive mode, the vehicle control unit (1) controls the brake (10) to be in a disengaged state. The engine (2), the second motor (6) and the third motor (12) jointly provide the required torque. The torque control signal Te_ctrl of the engine (2), the torque control signal Tm2_ctrl of the second motor (6) and the torque control signal Tm3_ctrl of the third motor (12) satisfy the following formula (6): In formula (6), K is the characteristic parameter of the planetary gear set (7), im1 is the transmission ratio between the second motor (6) and the front wheels of the vehicle; Treq is the required torque at the wheel end of the vehicle; im2 is the transmission ratio between the third motor (12) and the rear wheels of the vehicle.

Images