Energy supply control method, device and hybrid vehicle

Abstract

The present invention discloses an energy supply control method, device and hybrid vehicle, which relates to the field of rail vehicle control. When it is determined that there is a rapid start demand, the first power demand of the hybrid vehicle is determined based on the current running speed of the hybrid vehicle; based on the rapid discharge characteristics of the energy storage module, only the output speed of the internal combustion power pack is controlled to be the lowest idle speed to achieve the power output corresponding to the lowest idle speed, and the remaining part is provided by the energy storage module, that is, the output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the first power demand and the output power corresponding to the internal combustion power pack when the lowest idle speed is maintained. Compared with the prior art, the first power demand can be reached more quickly, and the rapid start of the hybrid vehicle can be achieved by truly relying on the internal combustion power pack and the energy storage module; the corresponding starting acceleration is also higher. For vehicle testing, a higher starting acceleration corresponds to a shorter test circuit, which ensures the normal progress of the test.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle control, and in particular to an energy supply control method, device and hybrid vehicle. Background Art

[0002] As one of the main models in the rail transit field, the main power supply used by hybrid vehicles usually includes an internal combustion power pack and an energy storage power supply. Correspondingly, the vehicle's energy supply modes in actual applications usually include pure internal combustion mode, pure energy storage power supply mode and hybrid power mode. Among them, the energy storage power supply contains lower energy and is usually only used for short-distance shunting, entering and exiting the warehouse, and entering and exiting the platform, or for energy supplement when the maximum output power of the internal combustion power pack still does not meet the requirements in the hybrid power mode; the internal combustion power pack is the only power in the pure internal combustion mode and the main power supply in the hybrid power mode, and usually serves as the main response module to the power demand of the whole vehicle.

[0003] When starting, current hybrid vehicles usually work in hybrid mode or pure internal combustion mode. No matter which mode they are in, they mainly rely on the increase in the output speed of the internal combustion power pack to achieve the increase in the traction power of the whole vehicle and meet the starting power requirements and the target operating speed. However, the response of the internal combustion power pack is very slow. That is, limited by the working principle of the diesel engine chemical energy converted into electrical energy in the internal combustion power pack, the whole vehicle needs to gradually send the speed demand to gradually and slowly accelerate the internal combustion power pack from the lowest idle speed to the required speed of the whole vehicle to avoid stalling. However, this also leads to the response time of the internal combustion power pack being usually long, and the corresponding starting acceleration is also small; in addition, for vehicle tests including vehicle high-speed stability tests, a smaller starting acceleration also corresponds to a longer test line to achieve the target operating speed. It can be seen that the starting method in the prior art has too long a response time for vehicles with rapid starting requirements such as subways and EMUs that carry passengers, and cannot meet their larger starting acceleration requirements. Moreover, for OEMs or test units with limited test lines, it is impossible to conduct normal tests.

[0004] Therefore, how to find an effective way to realize the on-demand starting of hybrid vehicles is a problem that needs to be solved urgently. Summary of the invention

[0005] The purpose of the present invention is to provide an energy supply control method, device and hybrid vehicle, which can reach the first power requirement more quickly, truly rely on the internal combustion power pack and the energy storage module to achieve the rapid start of the hybrid vehicle; and the corresponding starting acceleration is also higher. For vehicle testing, a higher starting acceleration corresponds to a shorter test circuit, ensuring the normal progress of the test.

[0006] In order to solve the above technical problems, the present invention provides an energy supply control method, which is applied to a hybrid vehicle. The hybrid vehicle includes a rectifier module, an internal combustion power pack and an energy storage module. The input end of the rectifier module is connected to the output end of the internal combustion power pack, and the output end of the rectifier module is connected to the output end of the energy storage module and then connected to a load. The energy supply control method includes:

[0007] When it is determined that there is a rapid start requirement, determining a first power requirement of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0008] Controlling the output speed of the internal combustion power pack to a minimum idle speed;

[0009] The output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the first power demand and the output power corresponding to when the internal combustion power pack maintains the minimum idle speed.

[0010] Preferably, before determining the first power requirement of the hybrid vehicle based on the current running speed of the hybrid vehicle, the method further includes:

[0011] Acquire speed limit information of the current driving route of the hybrid vehicle, power information of the auxiliary function module, and pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle;

[0012] Determining a first power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle includes:

[0013] A first power requirement of the hybrid vehicle is determined based on a current operating speed of the hybrid vehicle, the speed limit information, the power information, and the pole position identification information.

[0014] Preferably, it also includes:

[0015] When it is determined that there is a conventional start demand, determining a second power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0016] determining whether the second power requirement is not less than the maximum output power of the internal combustion power pack;

[0017] If not, based on a preset speed-power correspondence relationship, a first speed regulation instruction is sent to the internal combustion power package a first preset number of times until the output power of the internal combustion power package reaches the second power requirement.

[0018] Preferably, when it is determined that the second power demand is higher than the maximum output power of the internal combustion power pack, the method comprises:

[0019] Based on the preset speed-power correspondence, sending a second speed regulation instruction to the internal combustion power pack a second preset number of times so that the output power of the internal combustion power pack reaches the maximum output power;

[0020] The output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the second power requirement and the maximum output power.

[0021] Preferably, it also includes:

[0022] Determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition;

[0023] If the preset minimum power consumption determination threshold condition is reached, determining a fourth power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0024] Based on the fourth power demand, the optimal output power of the internal combustion power pack and the remaining power of the energy storage module, determining whether the hybrid vehicle is qualified to operate in a preset minimum fuel consumption mode, wherein the optimal output power corresponds to a preset optimal fuel consumption speed of the internal combustion power pack;

[0025] If it is determined that the qualification is met, the output power of the internal combustion power pack and the energy storage module is controlled based on a preset minimum fuel consumption control strategy.

[0026] Preferably, the determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition includes:

[0027] When it is determined that the hybrid vehicle is in a uniform speed driving stage, and / or the difference between the current operating speed of the hybrid vehicle and the maximum allowable operating speed of the line is less than a preset speed threshold, it is determined that the current operating speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition.

[0028] Preferably, based on a preset minimum fuel consumption control strategy, controlling the output power of the internal combustion power pack and the energy storage module includes:

[0029] Controlling the output speed of the internal combustion power pack to be adjusted to the preset optimal fuel consumption speed, so that the output power of the internal combustion power pack is the optimal output power;

[0030] Controlling the output voltage of the rectifier module to control the difference between the output voltage of the rectifier module and the output voltage of the energy storage module to be within a preset voltage tolerance range;

[0031] determining a third power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0032] Determining whether the optimal output power is greater than the third power requirement;

[0033] If so, the output voltage of the rectifier module is controlled to be higher than the output voltage of the energy storage module within a first preset adjustment range, so that the energy storage module stores energy.

[0034] Preferably, when it is determined that the optimal output power is less than the third power requirement, the method includes:

[0035] Determine whether the sum of the maximum output power corresponding to the remaining power of the energy storage module and the optimal output power is greater than the third power requirement;

[0036] If so, controlling the output power of the internal combustion power pack to be maintained at the optimal output power;

[0037] The output voltage of the rectifier module is controlled to be lower than the output voltage of the energy storage module within a second preset adjustment range, so as to control the output power of the energy storage module to be the difference between the third power requirement and the optimal output power.

[0038] In order to solve the above technical problems, the present invention further provides an energy supply control device, comprising:

[0039] Memory for storing computer programs;

[0040] A processor is used to implement the steps of the energy supply control method as described above when executing the computer program.

[0041] In order to solve the above technical problems, the present invention also provides a hybrid vehicle, comprising a rectifier module, an internal combustion power pack, an energy storage module, and also comprising the energy supply control device as described above;

[0042] The input end of the rectifier module is connected to the output end of the internal combustion power pack, and the output end of the rectifier module is connected to the output end of the energy storage module and then connected to the load; the energy supply control device is respectively connected to the rectifier module, the internal combustion power pack and the energy storage module.

[0043] The present application provides an energy supply control method, device and hybrid vehicle. When it is determined that there is a rapid start requirement, the first power requirement of the hybrid vehicle is determined based on the current running speed of the hybrid vehicle; then, based on the rapid discharge characteristics of the energy storage module, only the output speed of the internal combustion power pack is controlled to be the lowest idle speed to achieve the power output corresponding to the lowest idle speed, and the remaining part is provided by the energy storage module, that is, by controlling the output voltage of the rectifier module, the output power of the energy storage module is controlled to be the difference between the first power requirement and the output power corresponding to the internal combustion power pack when the lowest idle speed is maintained. Compared with the prior art, the first power requirement can be reached more quickly, and the rapid start of the hybrid vehicle is achieved by truly relying on the internal combustion power pack and the energy storage module; and the corresponding starting acceleration is also higher. For vehicle testing, a higher starting acceleration corresponds to a shorter test circuit, which ensures the normal progress of the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the prior art and the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0045] Figure 1 A flow chart of an energy supply control method provided by the present invention;

[0046] Figure 2 A schematic structural diagram of a hybrid vehicle provided by the present invention;

[0047] Figure 3 A schematic structural diagram of an energy supply control device provided by the present invention. DETAILED DESCRIPTION

[0048] The core of the present invention is to provide an energy supply control method, device and hybrid vehicle, which can meet the first power requirement more quickly, truly rely on the internal combustion power pack and the energy storage module to achieve the rapid start of the hybrid vehicle; and the corresponding starting acceleration is also higher. For vehicle testing, a higher starting acceleration corresponds to a shorter test circuit, ensuring the normal progress of the test.

[0049] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] Please refer to Figure 1 , Figure 1 A flow chart of an energy supply control method provided by the present invention.

[0051] In this embodiment, hybrid vehicles, compared with trains that use pantographs or third rail current collection as the main power source, can travel on electrified and non-electrified lines, and are more green, environmentally friendly and energy-saving than pure internal combustion vehicles. However, the current energy control methods of hybrid vehicles are relatively extensive and can only play basic functions. Specifically, whether hybrid vehicles are working in hybrid mode or pure internal combustion mode, they essentially rely on the increase in the output speed of the internal combustion power pack to achieve the increase in the traction power of the whole vehicle. However, the response of the internal combustion power pack is very slow, and its acceleration process is to gradually and slowly accelerate from the lowest idle speed to the required speed of the whole vehicle, resulting in the response time of the internal combustion power pack being usually long, and the corresponding starting acceleration is also small; in addition, for vehicle tests including vehicle high-speed stability tests, a smaller starting acceleration also corresponds to a longer test line. Therefore, the starting method in the prior art has too long a response time for vehicles with a rapid start requirement, and cannot meet its larger starting acceleration requirements, and cannot be tested normally for OEMs or test units with limited test lines. In order to solve the above technical problems, the present application provides an energy supply control method, which is applied to a hybrid vehicle and can achieve rapid starting of the vehicle with a larger starting acceleration.

[0052] The energy supply control method is applied to a hybrid vehicle, which includes a rectifier module, an internal combustion power pack and an energy storage module. The input end of the rectifier module is connected to the output end of the internal combustion power pack, and the output end of the rectifier module is connected to the output end of the energy storage module and then connected to a load. The energy supply control method includes:

[0053] S11: when it is determined that there is a rapid start requirement, determining a first power requirement of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0054] Specifically, the hybrid vehicle includes but is not limited to various hybrid trains, subways and EMUs, etc.; and the energy supply control method can be specifically applied to the TCMS (Train Control and Management System) in the hybrid vehicle.

[0055] Please note that, please refer to Figure 2 , Figure 2 The schematic diagram of the structure of a hybrid vehicle provided in this application can be understood as follows: Figure 2Due to the limited length of the picture display, the connection method between the energy storage module, the internal combustion power pack and the rectifier module is mainly explained, but specifically, the energy storage module, the internal combustion power pack and the rectifier module are all connected to the TCMS communication to realize the control logic in this application, which is not specifically explained here; the energy storage module is the energy storage power supply in the hybrid vehicle, the output positive terminal of the rectifier module is connected to the output positive terminal of the energy storage module, and the output negative terminal of the rectifier module is connected to the output negative terminal of the energy storage module. Figure 2 In the figure, K01 and K02 are main contactors corresponding to the energy storage module, and K03 and K04 are main contactors corresponding to the rectifier module; the loads here include but are not limited to various electrical loads such as traction converters and air conditioners, and are not specifically limited here.

[0056] More specifically, before step S11, it may also include: after the hybrid vehicle is activated, the energy storage module, the internal combustion power pack and other components on the hybrid vehicle start self-testing. Of course, it may also determine whether the current network communication is normal to ensure the reliable transmission of instructions and information, and send all test results to TCMS. After it is determined that all tests have passed (specifically, the words "normal start" can be further displayed on the HMI screen so that the driver can understand the situation and take the next step), the driver starts the internal combustion power pack, and at the same time, TCMS controls Figure 2 K01 and K02, K03 and K04 in the circuit are all closed, so that the rectifier module and the energy storage module can be put into use, preparing for the subsequent control logic (specifically, the driver can press the engine start button to start the internal combustion power pack. At this time, the output speed of the internal combustion power pack is the lowest idle speed. In addition, the output voltage of the rectifier module can be controlled to achieve a voltage value close to the output voltage of the energy storage module, so as to control the energy storage module to be in a non-charging and non-discharging state).

[0057] The specific method of determining the existence of a rapid start requirement includes but is not limited to: when the driver selects the start mode (the start mode may specifically include a power mode and a normal mode) on the HMI screen according to the actual situation, he selects a power mode that represents the realization of a rapid start, that is, it is determined that there is a rapid start requirement. Then, the current first power requirement of the hybrid vehicle is determined (specifically, a train power requirement module can be set in the TCMS to calculate the power requirement of the hybrid vehicle at different times). It can be understood that the power mode means a higher start acceleration, which can meet the rapid start requirements of subways, EMUs or other passenger vehicles.

[0058] S12: Control the output speed of the internal combustion power pack to the lowest idle speed;

[0059] Specifically, a power distribution module can be set in TCMS to send corresponding control instructions to the internal combustion power pack and the rectifier module according to the power demand of the hybrid vehicle at different times calculated by the train power demand module. The internal combustion power pack includes a CPU (Central Processing Unit) and a diesel engine. The speed of the diesel engine is the output speed of the internal combustion power pack. More specifically, the idle speed of the internal combustion power pack includes multiple gears, assuming 1 to 8 gears, then the lowest idle speed here is 1 gear; therefore, the power distribution module in TCMS sends a first control instruction to the internal combustion power pack (specifically, the control instruction is sent to the CPU, and the CPU further controls the speed of the diesel engine) so that the output speed of the internal combustion power pack is maintained at the lowest idle speed.

[0060] S13: Controlling the output voltage of the rectifier module to control the output power of the energy storage module to be the difference between the first power demand and the output power corresponding to the minimum idle speed of the internal combustion power pack.

[0061] Specifically, step S12 and step S13 can be performed simultaneously; the power distribution module in the TCMS sends a second control instruction to the internal combustion power pack to control the output voltage of the rectifier module, thereby controlling the output power of the energy storage module. For more details, please refer to Figure 2 Since the internal combustion power pack outputs three-phase electricity, the rectifier module may include an AC-DC converter (Alternating Current-Direct current) and a DC-DC converter (Direct current-Direct current). Therefore, step S13 is essentially to control the output voltage of the rectifier module to be lower than the output voltage of the energy storage module within a preset reasonable adjustment range, so that the energy storage module is in a discharge state, that is, to achieve power output. By adjusting the output voltage of the rectifier module, the output power of the energy storage module can be adjusted to achieve the difference between the first power demand and the output power corresponding to the internal combustion power pack maintaining the lowest idle speed.

[0062] It should be noted that in the power mode described in the above embodiment, since the current operating speed of the hybrid vehicle is constantly changing with the passage of time, the corresponding first power demand is essentially also constantly changing in real time. Therefore, the step of determining the first power demand in step S11 can be performed in real time or in a shorter cycle.

[0063] So far, according to the steps of the above embodiment, it can be known that in this power mode, the output speed of the internal combustion power pack is always at the lowest idle speed. Therefore, the change of the first power demand is mainly adjusted and supplemented by the output power of the energy storage module. Based on the characteristics of the energy storage module of fast discharge and release of large current, it can discharge quickly to adjust its own output power to provide sufficient traction current for the hybrid vehicle. At this time, the energy storage module is the main output source, ensuring timely response to changes in the first power demand.

[0064] It can be understood that the hybrid vehicle described in the present application can of course also rely on the corresponding control logic to achieve a pure internal combustion mode, a pure energy storage mode and a hybrid power mode in the prior art, and can be controlled accordingly by the methods in the prior art. The focus of the present application is to provide a quick-start circuit structure and corresponding control method for subways, EMUs, etc. that include internal combustion power packs and energy storage power supplies.

[0065] In summary, the present application provides an energy supply control method, which determines the first power demand of the hybrid vehicle when it is determined that there is a rapid start demand; then, based on the rapid discharge characteristics of the energy storage module, only the output speed of the internal combustion power pack is controlled to be the lowest idle speed to achieve the power output corresponding to the lowest idle speed, and the remaining part is provided by the energy storage module, that is, by controlling the output voltage of the rectifier module, the output power of the energy storage module is controlled to be the difference between the first power demand and the output power corresponding to the internal combustion power pack when the lowest idle speed is maintained. Compared with the prior art, the first power demand can be reached more quickly, and the rapid start of the hybrid vehicle is achieved by truly relying on the internal combustion power pack in conjunction with the energy storage module; and the corresponding starting acceleration is also higher. For vehicle testing, a higher starting acceleration corresponds to a shorter test circuit, which ensures the normal progress of the test.

[0066] Based on the above embodiments:

[0067] As a preferred embodiment, before determining the first power requirement of the hybrid vehicle based on the current running speed of the hybrid vehicle, the method further includes:

[0068] Obtaining speed limit information of the current driving route of the hybrid vehicle, power information of the auxiliary function module, and pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle;

[0069] Determining a first power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle includes:

[0070] A first power demand of the hybrid vehicle is determined based on a current operating speed of the hybrid vehicle, speed limit information, power information, and pole position identification information.

[0071] In this embodiment, the steps for determining the first power requirement are given, as described above, and will not be repeated here. It should also be noted that the speed limit information is essentially related to the speed limit of the current route of the hybrid vehicle (i.e., route conditions), for example, the speed limit of some routes is 80km / h, and the speed limit of some routes is 90km / h, so this situation needs to be taken into account when determining the first power requirement; the power information of the auxiliary function module represents the required power of electrical equipment including air conditioners.

[0072] It is understandable that the first power requirement may also be determined based on other condition information, which is not particularly limited here and can be set according to actual needs.

[0073] As a preferred embodiment, it also includes:

[0074] When it is determined that there is a conventional start demand, determining a second power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0075] determining whether the second power demand is not less than the maximum output power of the internal combustion power pack;

[0076] If not, based on a preset speed-power correspondence, a first speed regulation instruction is sent to the internal combustion power pack a first preset number of times until the output power of the internal combustion power pack reaches the second power requirement.

[0077] In this embodiment, the inventor further considers that the driver may also select the conventional mode representing normal start-up when selecting the start-up mode on the HMI screen according to the actual situation, that is, determine the existence of conventional start-up requirements in order to achieve smooth acceleration start-up. Therefore, the second power requirement of the hybrid vehicle is determined based on the current operating speed of the hybrid vehicle (specifically, the second power requirement can be calculated by the train power requirement module, and more specifically, the second power requirement of the hybrid vehicle can be determined based on the current operating speed of the hybrid vehicle, the speed limit information of the current driving route of the hybrid vehicle, the power information of the auxiliary function module, and the pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle), and determine whether the second power requirement is not less than the maximum output power of the internal combustion power pack, wherein the maximum output power is the maximum power that can be output when the output speed of the internal combustion power pack is the rated speed;

[0078] If not, considering that the acceleration process of the internal combustion power pack cannot directly provide the target speed corresponding to the second power demand, therefore, based on the preset speed-power correspondence relationship, a first speed regulation instruction is sent to the internal combustion power pack a first preset number of times (specifically, it can be sent by the power distribution module to the CPU in the internal combustion power pack, and then the CPU further controls the speed of the diesel engine to achieve the output speed of the internal combustion power pack, and then achieves the output power of the internal combustion power pack) until the output power of the internal combustion power pack reaches the second power demand. At this time, since the second power demand is lower than the maximum output power of the internal combustion power pack, the internal combustion power pack itself can supply energy.

[0079] It should also be noted that in this normal mode, the output speed of the internal combustion power pack is always changing. Taking into account the speed response lag characteristics of the internal combustion power pack, the purpose of setting the first preset number of times to send control instructions is to avoid directly sending the power demand instruction corresponding to the target speed, and the current output speed of the internal combustion power pack cannot meet the power demand corresponding to the power demand instruction, resulting in stalling. In addition, the first preset number can be set according to actual needs.

[0080] It can be seen that the above method can provide the driver with more starting methods to choose from, which is convenient for practical application.

[0081] As a preferred embodiment, when it is determined that the second power demand is higher than the maximum output power of the internal combustion power pack, the method includes:

[0082] Based on a preset speed-power correspondence relationship, sending a second speed regulation instruction to the internal combustion power pack a second preset number of times so that the output power of the internal combustion power pack reaches a maximum output power;

[0083] The output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the second power requirement and the maximum output power.

[0084] In this embodiment, the processing steps for determining that the second power demand is higher than the maximum output power of the internal combustion power pack are given, as described above. It should be noted that in this case, it means that the current internal combustion power pack is insufficient to provide the current traction power of the entire vehicle. Therefore, based on the preset speed-power correspondence, the second speed control instruction is sent to the internal combustion power pack at a second preset number of times (specifically, it can be sent by the power distribution module to the CPU in the internal combustion power pack, and then the CPU further controls the speed of the diesel engine to adjust the output speed of the internal combustion power pack, and then adjust the output power of the internal combustion power pack), so that the output power of the internal combustion power pack reaches the maximum output power; at the same time, the output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the second power demand and the maximum output power.

[0085] It should be noted that, more specifically, the output voltage of the rectifier module is controlled to be lower than the output voltage of the energy storage module within the third preset adjustment range to ensure that the energy storage module is in a discharge state, that is, a power output state, and its output power is the difference between the second power demand and the maximum output power, thereby achieving the provision of traction power for the entire vehicle by the energy storage module in cooperation with the internal combustion power pack.

[0086] It should also be noted that the second preset number of times can be set according to actual needs.

[0087] As a preferred embodiment, it also includes:

[0088] Determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition;

[0089] If the preset minimum power consumption determination threshold condition is reached, determining a fourth power demand of the hybrid vehicle based on the current operating speed of the hybrid vehicle;

[0090] Based on the fourth power demand, the optimal output power of the internal combustion power pack and the remaining power of the energy storage module, determining whether the hybrid vehicle is qualified to operate in a preset minimum fuel consumption mode, wherein the optimal output power corresponds to a preset optimal fuel consumption speed of the internal combustion power pack;

[0091] If determined to be eligible, the output power of the internal combustion power pack and the energy storage module is controlled based on a preset minimum fuel consumption control strategy.

[0092] In this embodiment, the inventor further considers that there is still a lot of room for optimization in the energy consumption of hybrid vehicles, and therefore provides a preset minimum fuel consumption control strategy and corresponding control logic to enable the vehicle to operate at the lowest energy consumption and reduce operating costs.

[0093] The preset optimal fuel consumption speed of the internal combustion power pack is preset, and the power corresponding to the preset optimal fuel consumption speed is the optimal output power. It can be understood that the preset optimal fuel consumption speed is included in the idle speed of each gear of the hybrid vehicle. The maximum output power corresponding to the current remaining power can be determined based on the remaining power of the energy storage module. Therefore, if the preset minimum power consumption judgment threshold condition is reached, the fourth power demand of the hybrid vehicle is determined based on the current operating speed of the hybrid vehicle (specifically, this step is based on the current operating speed of the hybrid vehicle, the pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle, and the speed limit information of the current driving route of the hybrid vehicle (such as the maximum allowed speed), to determine the fourth power demand of the hybrid vehicle).

[0094] Furthermore, if it is determined that the optimum output power of the internal combustion power pack and the maximum output power corresponding to the remaining power of the energy storage module can meet the fourth power requirement, it is determined that it is qualified to operate in the preset minimum fuel consumption mode.

[0095] If it is determined that the maximum output power corresponding to the optimal output power of the internal combustion power pack and the remaining power of the energy storage module cannot meet the fourth power requirement, it is determined that it does not have the qualification to operate in the preset minimum fuel consumption mode; it can be understood that at this time, the internal combustion power pack and the energy storage module are controlled to maintain the corresponding control strategy output at startup to achieve energy supply, that is, if the power mode described in the above embodiment is controlled at startup, the control is maintained, or if the normal mode is controlled at startup, the control is maintained, and the judgment on whether the current operating speed of the hybrid vehicle reaches the preset minimum power consumption determination threshold condition is continued.

[0096] It should also be noted that when it is determined that the current operating speed of the hybrid vehicle has not reached the preset minimum power consumption determination threshold condition, it is also possible to keep controlling the internal combustion power pack and the energy storage module to maintain the corresponding control strategy output when started to achieve energy supply, and continue to maintain the judgment of whether the current operating speed of the hybrid vehicle has reached the preset minimum power consumption determination threshold condition.

[0097] As a preferred embodiment, determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition includes:

[0098] When it is determined that the hybrid vehicle is in a uniform speed driving stage and / or the difference between the current operating speed of the hybrid vehicle and the maximum allowable operating speed of the line is less than a preset speed threshold, it is determined that the current operating speed of the hybrid vehicle reaches the preset minimum power consumption determination threshold condition.

[0099] In this embodiment, the implementation logic for determining whether the current running speed of the hybrid vehicle reaches the preset minimum power consumption determination threshold condition is given, as described above, and will not be repeated here. It should be noted that the preset speed threshold includes but is not limited to 40km / h.

[0100] As a preferred embodiment, based on a preset minimum fuel consumption control strategy, the output power of the internal combustion power pack and the energy storage module is controlled, including:

[0101] Controlling the output speed of the internal combustion power pack to be adjusted to a preset optimal fuel consumption speed so that the output power of the internal combustion power pack is the optimal output power;

[0102] Controlling the output voltage of the rectifier module to control the difference between the output voltage of the rectifier module and the output voltage of the energy storage module to be within a preset voltage tolerance range;

[0103] determining a third power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle;

[0104] determining whether the optimal output power is greater than the third power requirement;

[0105] If so, the output voltage of the rectifier module is controlled to be higher than the output voltage of the energy storage module within a first preset adjustment range, so that the energy storage module stores energy.

[0106] In this embodiment, a control logic for controlling the output power of the internal combustion power pack and the energy storage module based on a preset minimum fuel consumption control strategy is provided, as described above, and will not be repeated here. It should be noted that the process of controlling the output speed in the internal combustion power pack to adjust to the preset optimal fuel consumption speed can be: based on the preset speed-power correspondence, a third speed control instruction is sent to the internal combustion power pack at a third preset number of times, so that the output speed of the internal combustion power pack reaches the preset optimal fuel consumption speed, so as to avoid the internal combustion power pack from stalling during the control process.

[0107] The difference between the output voltage of the rectifier module and the output voltage of the energy storage module is controlled to be within a preset voltage tolerance range. This step is essentially to control the energy storage module to be kept in a non-charging and non-discharging state in advance. Therefore, it is necessary to control the output voltage of the rectifier module and the output voltage of the energy storage module to be in a similar state as described above, in preparation for the subsequent execution of the logic.

[0108] Since the current operating speed of the hybrid vehicle is always changing, the third power requirement of the current hybrid vehicle is determined (more specifically, the third power requirement of the hybrid vehicle is determined based on the current operating speed of the hybrid vehicle, the pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle, and the speed limit information of the current driving route of the hybrid vehicle).

[0109] If the optimal output power is greater than the third power requirement, it means that the internal combustion power pack can meet the traction requirements of the entire vehicle and there is still room for improvement. Therefore, the output voltage of the rectifier module is controlled to be higher than the output voltage of the energy storage module within the first preset adjustment range. At this time, the energy storage module is in a charging state and stores energy, ensuring that the energy storage module is maintained in a high energy storage state. It can be understood that at this time, the voltage difference between the output voltage of the rectifier module and the output voltage of the energy storage module is essentially proportional to the difference between the output power of the internal combustion power pack and the third power requirement; and the reason for setting the first preset adjustment range is that the output voltage of the rectifier module should be higher than the output voltage of the energy storage module within a certain range, otherwise it will affect the operation of the energy storage module. The first preset adjustment range includes but is not limited to 60V, which is not specifically limited here and can be determined according to actual needs.

[0110] It should be noted that, under the preset minimum fuel consumption control strategy, the output speed of the internal combustion power pack is always at the preset optimal fuel consumption speed.

[0111] As a preferred embodiment, when it is determined that the optimal output power is less than the third power requirement, the method includes:

[0112] Determine whether the sum of the maximum output power and the optimal output power corresponding to the remaining power of the energy storage module is greater than the third power requirement;

[0113] If so, controlling the output power of the internal combustion power pack to maintain the optimal output power;

[0114] The output voltage of the rectifier module is controlled to be lower than the output voltage of the energy storage module within a second preset adjustment range, so as to control the output power of the energy storage module to be the difference between the third power requirement and the optimal output power.

[0115] In this embodiment, it can be understood that the third power requirement changes in real time with the current operating speed of the hybrid vehicle. Therefore, when it is determined that the optimal output power is less than the third power requirement, it can be further determined whether the sum of the maximum output power corresponding to the remaining power of the energy storage module and the optimal output power is greater than the third power requirement;

[0116] If not, it means that the current hybrid vehicle is no longer qualified to operate in the preset minimum fuel consumption mode. Therefore, the internal combustion power pack and the energy storage module can be controlled to maintain the corresponding control strategy output at startup to achieve energy supply, that is, if the energy is supplied according to the power mode described in the above embodiment at startup, then the control is maintained, or if the energy is supplied according to the conventional mode at startup, then the control is maintained, and the judgment on whether the current operating speed of the hybrid vehicle reaches the preset minimum power consumption judgment threshold condition is continued.

[0117] If so, the output power of the internal combustion power pack is controlled to be maintained at the optimal output power, that is, the output speed of the internal combustion power pack is controlled to be maintained at the preset optimal fuel consumption speed, and the output voltage of the rectifier module is controlled to be lower than the output voltage of the energy storage module within the second preset adjustment range. At this time, the energy storage module is in a discharge state to achieve power output, so that the output power of the energy storage module is controlled to be the difference between the third power demand and the optimal output power, so that the internal combustion power pack and the energy storage module jointly supply energy for the traction demand of the whole vehicle; and the reason for setting the second preset adjustment range is that the output voltage of the rectifier module should be lower than the output voltage of the energy storage module within a certain range, otherwise it will affect the operation of the energy storage module. The specific value of the second preset adjustment range is not particularly limited here, and it can be determined according to actual needs.

[0118] It can be seen from the above embodiments that the present application enables the hybrid vehicle to adjust the working states of the internal combustion power pack and the energy storage module in real time according to specific power requirements.

[0119] The present invention also provides an energy supply control system for a hybrid vehicle, the hybrid vehicle comprising a rectifier module, an internal combustion power pack and an energy storage module, the input end of the rectifier module is connected to the output end of the internal combustion power pack, the output end of the rectifier module is connected to the output end of the energy storage module and then connected to a load, the energy supply control system comprising:

[0120] a first power requirement determination unit, configured to determine a first power requirement of the hybrid vehicle based on a current operating speed of the hybrid vehicle when it is determined that there is a rapid start requirement;

[0121] A first control unit, used to control the output speed of the internal combustion power pack to a minimum idle speed;

[0122] The second control unit is used to control the output voltage of the rectifier module to control the output power of the energy storage module to be the difference between the first power demand and the output power corresponding to the internal combustion power pack maintaining the minimum idle speed.

[0123] Please refer to Figure 3 , Figure 3 A schematic structural diagram of an energy supply control device provided by the present invention.

[0124] The energy supply control device comprises:

[0125] A memory 21, used for storing computer programs;

[0126] The processor 22 is used to implement the steps of the energy supply control method as described above when executing a computer program.

[0127] For an introduction to the energy supply control device provided in the present invention, please refer to the embodiment of the energy supply control method described above, which will not be described in detail here.

[0128] The present invention also provides a hybrid vehicle, comprising a rectifier module, an internal combustion power pack, an energy storage module, and also comprising the energy supply control device as described above;

[0129] The input end of the rectifier module is connected to the output end of the internal combustion power pack, and the output end of the rectifier module is connected to the output end of the energy storage module and then connected to the load; the energy supply control device is respectively connected to the rectifier module, the internal combustion power pack and the energy storage module.

[0130] For an introduction to the hybrid vehicle provided in the present invention, please refer to the above-mentioned embodiment of the energy supply control method, which will not be described in detail here.

[0131] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same and similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. Relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the term "include", "comprise" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements includes not only those elements, but also includes other elements that are not clearly listed, or also includes elements inherent to such process, method, article or equipment. In the absence of more restrictions, the elements defined by the sentence "including one..." do not exclude the existence of other identical elements in the process, method, article or equipment including the elements.

[0132] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, computer software or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention. Various modifications to these embodiments will be obvious to professional and technical personnel in the field, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features disclosed herein.

Claims

1. A power supply control method, characterized in that: Applied to a hybrid vehicle, the hybrid vehicle comprises a rectifier module, an internal combustion power pack and an energy storage module, the input end of the rectifier module is connected to the output end of the internal combustion power pack, the output end of the rectifier module is connected to the output end of the energy storage module and then connected to a load, the energy supply control method comprises: When it is determined that there is a rapid start requirement, determining a first power requirement of the hybrid vehicle based on the current running speed of the hybrid vehicle; the first power requirement is the power required for the hybrid vehicle to be rapidly started; Controlling the output speed of the internal combustion power pack to a minimum idle speed; The output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the first power demand and the output power corresponding to when the internal combustion power pack maintains the minimum idle speed.

2. The energy supply control method according to claim 1, characterized in that: Before determining the first power demand of the hybrid vehicle based on the current operating speed of the hybrid vehicle, the method further includes: Acquire speed limit information of the current driving route of the hybrid vehicle, power information of the auxiliary function module, and pole position identification information corresponding to the current traction pole position of the driver controller in the hybrid vehicle; Determining a first power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle includes: A first power requirement of the hybrid vehicle is determined based on a current operating speed of the hybrid vehicle, the speed limit information, the power information, and the pole position identification information.

3. The energy supply control method according to claim 1, characterized in that: Also includes: When it is determined that there is a conventional start demand, determining a second power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle; determining whether the second power requirement is not less than the maximum output power of the internal combustion power pack; If not, based on a preset speed-power correspondence relationship, a first speed regulation instruction is sent to the internal combustion power package a first preset number of times until the output power of the internal combustion power package reaches the second power requirement.

4. The energy supply control method according to claim 3, characterized in that: When it is determined that the second power demand is higher than the maximum output power of the internal combustion power pack, the method comprises: Based on the preset speed-power correspondence, sending a second speed regulation instruction to the internal combustion power pack a second preset number of times so that the output power of the internal combustion power pack reaches the maximum output power; The output voltage of the rectifier module is controlled to control the output power of the energy storage module to be the difference between the second power requirement and the maximum output power.

5. The energy supply control method according to any one of claims 1 to 4, characterized in that: Also includes: Determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition; If the preset minimum power consumption determination threshold condition is reached, determining a fourth power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle; Based on the fourth power demand, the optimal output power of the internal combustion power pack and the remaining power of the energy storage module, determining whether the hybrid vehicle is qualified to operate in a preset minimum fuel consumption mode, wherein the optimal output power corresponds to a preset optimal fuel consumption speed of the internal combustion power pack; If it is determined that the qualification is met, the output power of the internal combustion power pack and the energy storage module is controlled based on a preset minimum fuel consumption control strategy.

6. The energy supply control method according to claim 5, characterized in that: The determining whether the current running speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition includes: When it is determined that the hybrid vehicle is in a uniform speed driving stage, and / or the difference between the current operating speed of the hybrid vehicle and the maximum allowable operating speed of the line is less than a preset speed threshold, it is determined that the current operating speed of the hybrid vehicle reaches a preset minimum power consumption determination threshold condition.

7. The energy supply control method according to claim 5, characterized in that: Based on a preset minimum fuel consumption control strategy, the output power of the internal combustion power pack and the energy storage module is controlled, including: Controlling the output speed of the internal combustion power pack to be adjusted to the preset optimal fuel consumption speed, so that the output power of the internal combustion power pack is the optimal output power; Controlling the output voltage of the rectifier module to control the difference between the output voltage of the rectifier module and the output voltage of the energy storage module to be within a preset voltage tolerance range; determining a third power demand of the hybrid vehicle based on a current operating speed of the hybrid vehicle; Determining whether the optimal output power is greater than the third power requirement; If so, the output voltage of the rectifier module is controlled to be higher than the output voltage of the energy storage module within a first preset adjustment range, so that the energy storage module stores energy.

8. The energy supply control method according to claim 7, characterized in that: When it is determined that the optimal output power is less than the third power requirement, the method comprises: Determine whether the sum of the maximum output power corresponding to the remaining power of the energy storage module and the optimal output power is greater than the third power requirement; If so, controlling the output power of the internal combustion power pack to be maintained at the optimal output power; The output voltage of the rectifier module is controlled to be lower than the output voltage of the energy storage module within a second preset adjustment range, so as to control the output power of the energy storage module to be the difference between the third power requirement and the optimal output power.

9. An energy supply control device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the energy supply control method according to any one of claims 1 to 8 when executing the computer program.

10. A hybrid vehicle, characterized in that: It includes a rectifier module, an internal combustion power pack, an energy storage module, and also includes the energy supply control device as claimed in claim 9; The input end of the rectifier module is connected to the output end of the internal combustion power pack, and the output end of the rectifier module is connected to the output end of the energy storage module and then connected to the load; the energy supply control device is respectively connected to the rectifier module, the internal combustion power pack and the energy storage module.

Images