Hydrogen-electricity plug-in hybrid power system vehicle and control method of hydrogen-electricity plug-in hybrid power system vehicle

Abstract

The invention discloses a hydrogen-electricity plug-in hybrid power system vehicle and a hydrogen-electricity plug-in hybrid power system vehicle control method, and relates to the field of hydrogen-electricity vehicles, and the hydrogen-electricity plug-in hybrid power system vehicle comprises a power system, an energy storage system, a transmission system, a conduction system, a conversion system and an output system; the power system comprises a hydrogen power system and an electric power system; the energy storage system comprises a hydrogen energy storage system and an electric energy storage system; the transmission system comprises a gearbox system; the conduction system comprises a hydrogen energy pipeline system and an electric energy circuit system; the conversion system comprises an energy conversion system; the output system comprises a kinetic energy output system. According to the scheme, the switching point of the power source is controlled to be in the optimal state through threshold limitation of the optimal economic working interval. The rotating speed of the hydrogen internal combustion engine is calculated and controlled through the expected torque, so that the rotating speed control of the hydrogen internal combustion engine has a clear target and curve. And by tracking the electric quantity state of the battery, the timeliness of switching the working mode and the high cost performance of energy utilization are ensured.

Description

Technical Field

[0001] The present application relates to the field of hydrogen-electric vehicles, and particularly to a hydrogen-electric plug-in hybrid power system vehicle, a control method for a hydrogen-electric plug-in hybrid power system vehicle, a control method for a working mode of a hydrogen-electric plug-in hybrid power system vehicle, an electronic device, a storage medium, and a simulation platform. Background Art

[0002] Due to the significant advantages of zero carbon emissions, low cost, relatively strong manufacturing foundation, and low-purity hydrogen fuel requirements of hydrogen internal combustion engines, hydrogen internal combustion engines and hydrogen internal combustion engine vehicles have been included in the development plan of the new energy vehicle industry and have become one of the important directions for hydrogen energy applications. However, compared with fuel engines, hydrogen internal combustion engines still have the following two pain points and difficult problems that hinder their development and mass production:

[0003] 1. Endurance mileage problem. The volumetric hydrogen storage density of hydrogen cylinders is generally 40 g / L, and the space of general passenger cars can only be equipped with hydrogen cylinders of about 100 - 150 L, which is equivalent to storing about 4 Kg - 6 Kg of hydrogen. When the hydrogen consumption is calculated at 1.3 Kg / 100 Km, the vehicle's endurance mileage is between 300 - 460 Km. Moreover, after the pressure of the hydrogen cylinder gradually decreases due to use and cannot meet the hydrogen supply pressure requirements of the hydrogen internal combustion engine, the residual hydrogen in the hydrogen cylinder cannot be used, resulting in a lower actual endurance mileage and unable to bring a good vehicle use experience to users.

[0004] 2. Slow power increase problem. In order to reduce nitrogen oxide emissions, hydrogen internal combustion engines generally need to operate under a high lean burn ratio condition with an excess air coefficient of more than 2, which means that higher intake air volume is required to meet the changes in transient conditions. This will inevitably lead to a much slower torque increase speed of the hydrogen internal combustion engine, and the driver will feel that the engine is weak and the vehicle speed increases slowly after stepping on the accelerator.

[0005] Therefore, a related solution for a hydrogen-electric plug-in hybrid power system vehicle is needed to reasonably allocate the power output share and adapt to the vehicle state and external environmental conditions. Summary of the Invention

[0006] The purpose of the present invention is to provide a hydrogen-electric plug-in hybrid power system vehicle, a control method for a hydrogen-electric plug-in hybrid power system vehicle, a control method for a working mode of a hydrogen-electric plug-in hybrid power system vehicle, an electronic device, a storage medium, and a simulation platform, which can at least solve one of the technical problems of reasonably allocating the power output share and adapting to the vehicle state and external environmental conditions.

[0007] The present invention provides the following solutions:

[0008] According to one aspect of the present invention, there is provided a hydrogen-electric plug-in hybrid power system vehicle, which includes: a power system, an energy storage system, a transmission system, a conduction system, a conversion system, and an output system;

[0009] The power system includes a hydrogen power system and an electric power system;

[0010] The energy storage system includes a hydrogen energy storage system and an electric energy storage system;

[0011] The transmission system includes a gearbox system;

[0012] The conduction system includes a hydrogen energy pipeline system and an electric power line system;

[0013] The conversion system includes an energy conversion system;

[0014] The output system includes a kinetic energy output system.

[0015] Furthermore, it includes:

[0016] The hydrogen energy storage system is connected to the hydrogen power system through the hydrogen energy pipeline system, and then connected to the kinetic energy output system through the gearbox system;

[0017] The electric energy storage system is connected to the electric power system through the electric power line system, and then connected to the kinetic energy output system through the gearbox system;

[0018] The gearbox system is connected to the electric energy storage system through the energy conversion system and the electric power line system;

[0019] Among them, the energy conversion system includes a generator and an inverter.

[0020] According to a second aspect of the present invention, a vehicle control method for a hydrogen-electric plug-in hybrid power system is provided. The vehicle control method for the hydrogen-electric plug-in hybrid power system includes:

[0021] Obtain the status information of the throttle pedal opening, battery charge, and vehicle speed;

[0022] The status information of the throttle pedal opening includes the throttle pedal opening status corresponding to the idle throttle and the effective throttle;

[0023] The status information of the battery charge includes the battery charge status compared with the preset charge lower limit threshold;

[0024] The status information of the vehicle speed includes the vehicle speed status of parking or driving;

[0025] Set the power output control mode according to the status information of the throttle pedal opening, battery charge, and vehicle speed;

[0026] The control modes of the power output include power output control modes of idle charging, energy recovery, pure electric drive, series power generation, series boost, individual direct drive, and parallel drive.

[0027] According to three aspects of the present invention, a control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle is provided. The control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle includes:

[0028] Obtain the characteristic curve database of the hydrogen internal combustion engine;

[0029] Combined with emission requirements and the limitation of the knocking risk working condition points, according to the characteristic curve database of the hydrogen internal combustion engine, obtain the data of the economic working range of the hydrogen internal combustion engine;

[0030] Among them, the data of the economic working range of the hydrogen internal combustion engine includes the minimum speed N ENG ;

[0031] Obtain the data of N ENG and the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius;

[0032] According to the data of N ENG and the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius, obtain the vehicle speed V N ;

[0033] Set the vehicle speed V N as the switching point of the preferred power source of the vehicle power system;

[0034] Obtain the current vehicle speed V and compare it with the vehicle speed V N ;

[0035] When the vehicle speed V ≤ V N , use the drive motor as one of the power sources to provide the driving torque of the vehicle;

[0036] When the vehicle speed V > V N , determine that it enters the economic working range of the hydrogen internal combustion engine, and use the hydrogen internal combustion engine as the main power source to provide the driving torque of the vehicle.

[0037] Furthermore, the control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle includes:

[0038] Obtain the PEDAL MAP corresponding to the throttle pedal opening and the vehicle speed;

[0039] The PEDAL MAP includes information on the throttle pedal opening corresponding to the current vehicle acceleration demand;

[0040] According to the information on the throttle pedal opening corresponding to the current vehicle acceleration demand, obtain the information on the wheel-side required torque corresponding to the power output control mode;

[0041] According to the current power output control mode, control the wheel-side required torque corresponding to the throttle pedal opening;

[0042] Based on the fact that the acceleration a is related to the wheel-side driving force F, obtain the formula F轮边 = δma;

[0043] Wherein, m is the vehicle mass and δ is the vehicle mass conversion coefficient;

[0044] Obtaining formula

[0045] Wherein, T 轮边 is the wheel side required torque and r is the wheel radius.

[0046] Furthermore, when the vehicle speed V ≤ V N , using the drive motor as one of the power sources to provide the drive torque of the vehicle includes:

[0047] Obtaining the preset charge lower limit threshold SOC 保电 of the power battery and the state of charge SOC of the power battery;

[0048] When the vehicle speed V ≤ V N and when the state of charge SOC of the power battery < SOC 保电 , entering the series power generation mode to start the hydrogen internal combustion engine and controlling the clutch to be in the disengaged state;

[0049] When the vehicle speed V ≤ V N and when the state of charge SOC of the power battery ≥ SOC 保电 , confirming the output power range P ENG of the hydrogen internal combustion engine, the mechanical transmission efficiency η ENG of the hydrogen internal combustion engine and the power generation efficiency η GM of the generator, and obtaining the power generation power range P GM = P ENG × η ENG × η GM .

[0050] Furthermore, when the vehicle speed V > V N , it is determined to enter the economic operating range of the hydrogen internal combustion engine, and using the hydrogen internal combustion engine as the main power source to provide the drive torque of the vehicle includes:

[0051] When the vehicle speed V > V N , using the hydrogen internal combustion engine as the main power source to provide the driving force of the vehicle and controlling the clutch to engage;

[0052] Wherein, obtaining the desired torque T ENGD of the hydrogen internal combustion engine;

[0053] When T ENGD is within the economic operating range of the hydrogen internal combustion engine, entering the single direct drive mode and controlling the drive motor to rotate with it;

[0054] When T ENGDGreater than the maximum torque in the economic operating range of the hydrogen internal combustion engine and the power battery SOC > SOC 保电 , enter the parallel drive mode, and the driving force is jointly provided by the hydrogen internal combustion engine and the drive motor;

[0055] When T ENGD Greater than the maximum torque in the economic operating range of the hydrogen internal combustion engine and the power battery SOC ≤ SOC 保电 , enter the single direct drive mode.

[0056] According to four aspects of the present invention, a vehicle control device for a hydrogen-electric plug-in hybrid power system is provided. The vehicle control device for the hydrogen-electric plug-in hybrid power system includes:

[0057] An information acquisition module for acquiring the status information of the accelerator pedal opening, battery charge, and vehicle speed;

[0058] The status information of the accelerator pedal opening includes the accelerator pedal opening status corresponding to the idle throttle and the effective throttle;

[0059] The status information of the battery charge includes the battery charge status compared with the preset charge lower limit threshold;

[0060] The status information of the vehicle speed includes the vehicle speed status of parking or driving;

[0061] A mode control module for setting a power output control mode according to the status information of the accelerator pedal opening, battery charge, and vehicle speed;

[0062] The control modes of the power output include power output control modes of idle charging, energy recovery, pure electric drive, series power generation, series boost, single direct drive, and parallel drive.

[0063] According to five aspects of the present invention, an electronic device is provided, including: a processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory complete mutual communication through the communication bus;

[0064] A computer program is stored in the memory. When the computer program is executed by the processor, the processor executes the steps of the control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle.

[0065] According to six aspects of the present invention, a computer-readable storage medium is provided, which stores a computer program executable by an electronic device. When the computer program runs on the electronic device, the electronic device executes the steps of the control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle.

[0066] According to seven aspects of the present invention, a simulation platform is provided, including:

[0067] An electronic device for implementing the steps of controlling a hydrogen-electric plug-in hybrid power system vehicle;

[0068] A processor that runs a program, and when the program runs, it executes the steps of controlling the hydrogen-electric plug-in hybrid power system vehicle based on the data output from the electronic device;

[0069] A storage medium for storing a program that, when running, executes the steps of controlling a hydrogen-electric plug-in hybrid power system vehicle for the data output from the electronic device.

[0070] Through the above solutions, the following beneficial technical effects are obtained:

[0071] In this application, by combining operating condition point limitations such as emissions and knocking risks, the optimal economic operating range of the available hydrogen internal combustion engine can be obtained. Through the threshold limitation of the optimal economic operating range, the switching point of the power source is controlled in the optimal state.

[0072] In this application, the rotational speed of the hydrogen internal combustion engine is calculated and controlled through the desired torque, so that the rotational speed control of the hydrogen internal combustion engine has a clear target and curve.

[0073] In this application, by tracking the state of charge of the battery, the timeliness of switching the working mode and the high cost performance of energy utilization are ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 is a structural diagram of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0075] Figure 2 is a flowchart of a method for controlling a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0076] Figure 3 is a flowchart of a method for controlling the working mode of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0077] Figure 4 is a structural diagram of a control device for a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0078] Figure 5 is a schematic diagram of the composition of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0079] Figure 6 is a schematic diagram of the control strategy of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0080] Figure 7 is a schematic diagram of the working mode of the control strategy of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0081] Figure 8 It is a block diagram of an electronic device for a control method of the working mode of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0082] Reference numerals: 10, hydrogen storage system; 20, power battery; 30, storage battery; 40, exhaust aftertreatment system; 50, hydrogen internal combustion engine assembly; 60, DCDC integrated OBC all-in-one machine; 70, drive motor assembly; 80, drive shaft; 90, differential; 100, wheel; 110, energy replenishment port; 501, internal combustion engine flywheel; 601, DCDC module; 602, OBC module; 701, generator; 702, inverter; 703, input shaft; 704, drive motor; 705, pinion gear for power generation; 706, ring gear for power generation; 707, clutch; 708, coupling gear (large); 709, coupling gear (medium); 710, coupling gear (small); 711, reduction gear (large); 712, reduction gear (small). Detailed implementation manners

[0083] Next, the technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0084] Figure 1 It is a structural diagram of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0085] As Figure 1 shown, the hydrogen-electric plug-in hybrid power system vehicle includes: a power system, an energy storage system, a transmission system, a conduction system, a conversion system, and an output system;

[0086] The power system includes a hydrogen power system and an electric power system;

[0087] The energy storage system includes a hydrogen energy storage system and an electric energy storage system;

[0088] The transmission system includes a gearbox system;

[0089] The conduction system includes a hydrogen energy pipeline system and an electric energy line system;

[0090] The conversion system includes an energy conversion system;

[0091] The output system includes a kinetic energy output system.

[0092] Specifically, the hydrogen power system includes a hydrogen internal combustion engine; the electric power system includes a drive motor; the hydrogen energy storage system includes a hydrogen storage tank, etc.; the electric energy storage system includes a power battery, a storage battery, etc.; the transmission system includes a transmission shaft connected to the hydrogen internal combustion engine, the drive motor, the generator, the differential, etc., and also includes reduction gears, coupling gears, clutches, etc.; the hydrogen energy pipeline system includes a hydrogen fuel pipeline, pipeline valves, pressure valves, a hydrogen injection port system, etc.; the electric energy line system includes hard wires, switches, boost / buck modules, AC / DC modules, charging ports, etc.; the energy conversion system includes a generator, an inverter, etc.; the kinetic energy output system includes a differential, wheels, etc.

[0093] In this embodiment, it includes:

[0094] The hydrogen energy storage system is connected to the hydrogen power system via the hydrogen energy pipeline system, and then connected to the kinetic energy output system via the transmission system;

[0095] The electric energy storage system is connected to the electric power system via the electric energy line system, and then connected to the kinetic energy output system via the transmission system;

[0096] The transmission system is connected to the electric energy storage system via the energy conversion system and the electric energy line system;

[0097] Among them, the energy conversion system includes a generator and an inverter.

[0098] Specifically, the energy circuit for the two-way drive differential to rotate the vehicle and output kinetic energy includes starting from the hydrogen storage tank, burning in the hydrogen internal combustion engine, driving the transmission shaft to drive the gear system in the transmission, and finally driving the vehicle to rotate through the differential; it also includes starting from the battery pack, performing electromagnetic work by the motor, driving the transmission shaft to drive the gear system in the transmission, and finally driving the vehicle to rotate through the differential;

[0099] During deceleration, the generator absorbs the kinetic energy from the transmission, converts it into a DC signal through the inverter, and injects it into the power battery for storage.

[0100] In one embodiment, a hydrogen-electric plug-in hybrid power system vehicle includes: a hydrogen internal combustion engine, a hydrogen supply system, an exhaust aftertreatment system, a drive motor assembly, a power battery, a storage battery, a DCDC in-vehicle charger, a differential, wheels, an energy replenishment interface, etc.

[0101] The fuel of the hydrogen internal combustion engine is connected to the cylinder of the internal combustion engine by the hydrogen supply system through a hydrogen supply pipeline. The hydrogen supply system includes a hydrogen storage bottle, a pressure reducing valve, a hydrogen bottle switch valve, a safety relief device, a temperature sensor, a pressure sensor, etc. The hydrogen supply system needs to provide the required hydrogen according to the hydrogen supply pressure demand of the hydrogen internal combustion engine (not elaborated in detail in this embodiment, only described as a system that must be included in the vehicle configuration).

[0102] The exhaust port of the hydrogen internal combustion engine is connected to the exhaust aftertreatment system through an exhaust pipe. The exhaust aftertreatment system is used to adsorb and oxidize nitrogen oxides and excess oxygen generated during the combustion of the hydrogen internal combustion engine. (Since there are no current emission regulations for hydrogen internal combustion engines, the specific composition of the exhaust aftertreatment system will not be elaborated in detail in this example and will only be described as a necessary system in the vehicle configuration.)

[0103] The flywheel end of the hydrogen internal combustion engine is connected to the input shaft of the drive motor assembly. The input shaft is equipped with a large gear, which meshes with a small gear, and the small gear is connected to the shaft of the generator. There is also an electronically controlled clutch inside the drive motor. The driving disk of the clutch is connected to the large gear at the input shaft end, and the driven disk is connected to another large gear. When the clutch is engaged, it can transmit the torque of the engine. The large gear of the driven disk meshes with the middle gear of the coupling structure. The middle gear also meshes with a small gear, and the small gear is connected to the shaft of the drive motor. The middle gear is connected to the small gear of the reduction gear through a shaft, and the small gear meshes with the large gear of the reduction mechanism. The generator and the drive motor are connected to the inverter through a wire harness, and the inverter is responsible for the mutual conversion of AC / DC. Specifically, the generator, drive motor, clutch, inverter, etc. can also be separate independent devices. Considering the layout space, integration level, and current market product application situation, the integrated drive motor assembly has more advantages in application.

[0104] The output end of the drive motor assembly is connected to the drive shaft, and the other end of the drive shaft is connected to the differential, finally transmitting the torque to the wheels.

[0105] The power battery is connected to the drive motor assembly and the DCDC on-vehicle charger through a wire harness. The power battery can provide energy for the drive motor to work, and at the same time, it can also be used as a charging and energy storage device, charging through the DC charging connector of the charging pile or through the braking energy recovery function. Further, it can also be charged through the AC charging connector of the charging pile after being converted into direct current by the OBC charging module in the DCDC on-vehicle charger.

[0106] The DCDC on-vehicle charger serves as the voltage conversion and energy transfer mechanism of the vehicle. The DCDC module can convert and transfer the energy of the power battery to the vehicle's low-voltage power supply system and the battery, and the OBC module can convert alternating current into direct current. Further, the OBC module is not a special requirement. Without this module, the vehicle can be charged through an external DC charging connector.

[0107] The energy replenishment interface includes a hydrogen replenishment interface, a DC charging interface, and an AC charging interface, which can both replenish hydrogen to the hydrogen storage cylinder and replenish energy to the power battery.

[0108] Figure 2It is a flowchart of a vehicle control method for a hydrogen-electric plug-in hybrid power system provided by one or more embodiments of the present invention.

[0109] As Figure 2 shown, the vehicle control method for the hydrogen-electric plug-in hybrid power system includes:

[0110] Step S1, obtaining the status information of the accelerator pedal opening, battery charge, and vehicle speed;

[0111] The status information of the accelerator pedal opening includes the accelerator pedal opening status corresponding to the idle throttle and the effective throttle;

[0112] The status information of the battery charge includes the battery charge status compared with the preset lower charge threshold;

[0113] The status information of the vehicle speed includes the vehicle speed status of parking or driving;

[0114] Step S2, setting the power output control mode according to the status information of the accelerator pedal opening, battery charge, and vehicle speed;

[0115] The control modes of power output include power output control modes of idle charging, energy recovery, pure electric drive, series power generation, series assist, individual direct drive, and parallel drive.

[0116] Specifically, this embodiment confirms the working mode of the power system under different working conditions, mainly referring to the status of three variables: the accelerator pedal opening, the state of charge of the power battery, and the vehicle speed.

[0117] According to the depression depth of the accelerator pedal, it can be divided into two intervals: idle throttle and effective throttle. The idle throttle interval represents that the driver has no demand for speed increase.

[0118] Considering the safety of battery use, the state of charge of the power battery generally has a lower limit of over-discharge. In the vehicle control strategy, considering transient working conditions or special scenarios such as climbing, an additional part of the use interval needs to be reserved respectively for restriction. When it is lower than the final lower limit interval, it is defined as the power conservation state, and when it is greater than or equal to the lower limit interval, it is defined as the non-power conservation state.

[0119] According to the vehicle speed, it can be divided into parking and driving states. Based on the system configuration and the state of the vehicle, the power system control method is formulated. It includes the following working modes:

[0120] Idle charging. When the vehicle is in the parking state and the power battery is in the power conservation state, control the generator to drive the hydrogen internal combustion engine to reach a certain speed and then the hydrogen internal combustion engine ignites and starts. Then the hydrogen internal combustion engine drives the generator to charge the power battery. At this time, control the clutch to be in the disengaged state and control the drive motor to stop. The energy flow is from the generator through the inverter into the power battery. If the vehicle is in the parking state but the power battery is in the non-power conservation state, the entire power system does not work;

[0121] Energy recovery: When the vehicle is in a driving state and the accelerator pedal is in the idle throttle range, control the drive motor to output negative torque, that is, the drive motor does not output driving force, provides braking force, and rotates following the inertia of the wheels. Due to the magnetoelectric effect, the drive motor becomes a generator at this time and charges the power battery through the inverter. When the brake pedal is depressed, it is called braking energy recovery, and when the brake pedal is not depressed, it is called coasting energy recovery.

[0122] Pure electric drive: When the vehicle is in a driving state, the accelerator pedal is depressed, and the power battery is in a non-power-preserving state, control the drive motor to provide driving force, control the clutch to be in a disengaged state, and control the hydrogen internal combustion engine to be in a shutdown state. At this time, the power battery discharges and provides driving energy for the drive motor through the inverter.

[0123] Series power generation: When the vehicle is in a driving state, the accelerator pedal is depressed, and the power battery is in a non-power-preserving state, control the drive motor to provide driving force, control the clutch to be in a disengaged state, control the hydrogen internal combustion engine to be in a working state to drive the generator to generate electricity, and provide driving energy for the drive motor through the inverter. At this time, the power battery neither charges nor discharges.

[0124] Series assist: When the vehicle is in a driving state, the accelerator pedal is depressed, and the power battery is in a non-power-preserving state, control the drive motor to provide driving force, control the clutch to be in a disengaged state, control the hydrogen internal combustion engine to be in a working state to drive the generator to generate electricity, and provide driving energy for the drive motor through the inverter. At the same time, the power battery discharges at this time and jointly provides driving energy for the drive motor.

[0125] Single direct drive: When the vehicle is in a driving state, the accelerator pedal is depressed, control the drive motor to be in a freewheeling state, control the clutch to be in an engaged state, control the hydrogen internal combustion engine to be in a working state, and control the generator to be in a freewheeling state. The hydrogen internal combustion engine alone provides driving force for the vehicle. At this time, the power battery neither charges nor discharges.

[0126] Parallel drive: When the vehicle is in a driving state, the accelerator pedal is depressed, and the power battery is in a non-power-preserving state, control the drive motor to provide driving force, control the clutch to be in an engaged state, control the hydrogen internal combustion engine to be in a working state, and control the generator to be in a freewheeling state. The hydrogen internal combustion engine and the drive motor jointly provide driving force for the vehicle. At this time, the power battery discharges.

[0127] Figure 3 It is a flowchart of a control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0128] As Figure 3 shown, the control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle includes:

[0129] Obtain the characteristic curve database of a hydrogen internal combustion engine;

[0130] Combined with emission requirements and knock risk operating point limitations, obtain the economic operating range data of the hydrogen internal combustion engine according to the characteristic curve database of the hydrogen internal combustion engine;

[0131] Among them, the economic operating range data of the hydrogen internal combustion engine includes the minimum speed N ENG ;

[0132] Obtain the data of N ENG and the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius;

[0133] According to the data of N ENG and the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius, obtain the vehicle speed V N ;

[0134] Set the vehicle speed V N as the switching point of the preferred power source of the vehicle power system;

[0135] Obtain the current vehicle speed V and compare it with the vehicle speed V N ;

[0136] When the vehicle speed V ≤ V N , use the drive motor as one of the power sources to provide the driving torque of the vehicle;

[0137] When the vehicle speed V > V N , it is determined that the hydrogen internal combustion engine enters the economic operating range, and the hydrogen internal combustion engine is used as the main power source to provide the driving torque of the vehicle.

[0138] Specifically, first, establish a hydrogen internal combustion engine bench test to obtain the external characteristic curve of the hydrogen internal combustion engine. Further, combined with operating point limitations such as emissions and knock risk, obtain the available best economic operating range of the hydrogen internal combustion engine. The minimum speed in the range is N ENG , and according to N ENG and the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius, the corresponding vehicle speed V N can be calculated. Set V N as the switching point of the preferred power source of the vehicle power system. When the vehicle speed V ≤ V N , the drive motor is used as the power source to provide the driving torque of the vehicle. When the vehicle speed V > V N , enter the economic operating range of the hydrogen internal combustion engine, and use the hydrogen internal combustion engine as the main power source to provide the driving torque of the vehicle.

[0139] In this embodiment, the control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle includes:

[0140] Step S3, obtain the PEDAL MAP corresponding to the throttle pedal opening and the vehicle speed;

[0141] The PEDAL MAP includes information on the correspondence between the accelerator pedal opening and the current vehicle acceleration demand;

[0142] Step S4, based on the information on the correspondence between the accelerator pedal opening and the current vehicle acceleration demand, obtain the information on the required torque at the wheel ends corresponding to the power output control mode;

[0143] Step S5, according to the current power output control mode, control the required torque at the wheel ends corresponding to the accelerator pedal opening;

[0144] Based on the fact that the acceleration a is related to the driving force F at the wheel ends, obtain the formula F 轮边 = δma;

[0145] where m is the vehicle mass and δ is the vehicle mass conversion coefficient;

[0146] Obtain the formula

[0147] where T 轮边 is the required torque at the wheel ends and r is the wheel radius.

[0148] Specifically, there is a table corresponding to the accelerator pedal of the vehicle and the vehicle speed, which can be called the driver's PEDAL MAP, indicating that the size of the accelerator pedal opening stepped on by the driver corresponds to the current vehicle acceleration demand. By simplifying the formula F 轮边 = δma, it can be known that the acceleration a is related to the driving force F at the wheel ends 轮边 , where δ is the vehicle mass conversion coefficient, which is related to the inertia force obtained from the moment of inertia of components and the transmission ratio. Through the required torque T at the wheel ends can be obtained 轮边 , where r is the wheel radius. Thus, a table of the required torque of the whole vehicle can be obtained, with the vehicle speed as the abscissa, the accelerator pedal opening as the ordinate, and the output being the required torque T at the wheel ends 轮边 , and this table needs to be adjusted through on-vehicle calibration. If the vehicle has different driving modes such as sports mode, economy mode, snow mode, etc., different tables can be designed, and the required torque at the wheel ends is different at the same coordinate points.

[0149] Furthermore, through the driving force T at the wheel ends 轮边 , the transmission efficiency η of the differential 90 差速 , the transmission efficiency η of the drive shaft 80 传动 , and the transmission ratio i of the large reduction gear 711 and the small reduction gear 712, the required driving torque of the intermediate coupling gear 709 can be obtained denoted as the desired torque T D .

[0150] In this embodiment, when the vehicle speed V ≤ V NWhen using the drive motor as one of the power sources to provide the driving torque of the vehicle, it includes:

[0151] Obtain the preset charge lower limit threshold SOC of the power battery 保电 and the state of charge SOC of the power battery;

[0152] When the vehicle speed V ≤ V N and when the power battery SOC < SOC 保电 enter the series power generation mode to start the hydrogen internal combustion engine and control the clutch to be in the disengaged state;

[0153] When the vehicle speed V ≤ V N and when the power battery SOC ≥ SOC 保电 confirm the output power range P ENG of the hydrogen internal combustion engine according to the best economic range of the hydrogen internal combustion engine, the mechanical transmission efficiency η ENG of the hydrogen internal combustion engine, and the power generation efficiency η GM of the generator, and obtain the power generation power range P GM of the generator = P ENG × η ENG × η GM .

[0154] Specifically, when the vehicle speed V ≤ V N the drive motor is used as a power source to provide the driving torque of the vehicle.

[0155] When the vehicle speed V ≤ V N and when the power battery SOC < SOC 保电 enter the series power generation mode to start the hydrogen internal combustion engine and control the clutch to be in the disengaged state. According to the desired torque T D and the radius ratio of the coupling gear (medium) 709 to the coupling gear (small) 710, the required torque of the drive motor can be calculated According to the rotational speed N TM of the drive motor, the desired output power of the drive motor can be calculated Furthermore, according to the efficiency η TM of the drive motor, the input power requirement of the drive motor can be obtained Divided by the mechanical transmission efficiency η ENG of the hydrogen internal combustion engine and the power generation efficiency η GM of the generator, the output power of the hydrogen internal combustion engine can be obtained Through the universal characteristics and calibration, confirm the working point torque T ENGD of the hydrogen internal combustion engine and the corresponding output rotational speed N ENGD , and confirm the negative torque of the generator through the radius ratio of the power generation pinion 705 and the power generation gear 706 i.e., the load of the hydrogen internal combustion engine, to control the rotational speed of the hydrogen internal combustion engine.

[0156] When the vehicle speed V ≤ V N and when the state of charge (SOC) of the power battery ≥ SOC 保电 at this time, according to the optimal economic range of the hydrogen internal combustion engine, the output power range P of the hydrogen internal combustion engine can be determined ENG , multiplied by the mechanical transmission efficiency η of the hydrogen internal combustion engine ENG and the power generation efficiency η of the generator GM the power generation power range P of the generator can be obtained GM = P ENG ×

[0157] η ENG × η GM .

[0158] In this embodiment, when the vehicle speed V > V N it is determined that the hydrogen internal combustion engine enters the economic operating range, and using the hydrogen internal combustion engine as the main power source to provide the driving torque of the vehicle includes:

[0159] When the vehicle speed V > V N the hydrogen internal combustion engine is used as the main power source to provide the driving force of the vehicle, and the clutch is controlled to engage;

[0160] Among them, the desired torque T of the hydrogen internal combustion engine is obtained ENGD ;

[0161] When T ENGD is within the economic operating range of the hydrogen internal combustion engine, enter the single direct drive mode, and control the drive motor to rotate with it;

[0162] When T ENGD is greater than the maximum torque of the economic operating range of the hydrogen internal combustion engine and the state of charge (SOC) of the power battery > SOC 保电 , enter the parallel drive mode, and the driving force is jointly provided by the hydrogen internal combustion engine and the drive motor;

[0163] When T ENGD is greater than the maximum torque of the economic operating range of the hydrogen internal combustion engine and the state of charge (SOC) of the power battery ≤ SOC 保电 at this time, enter the single direct drive mode.

[0164] Specifically, when P TMIN is confirmed to be within the P GM range, control the clutch to disengage, start the hydrogen internal combustion engine to enter the series power generation mode, and confirm the working point torque T ENG and the corresponding output speed N ENG of the hydrogen internal combustion engine through the universal characteristic and calibration, and confirm the negative torque T GM of the generator through the radius ratio of the power generation pinion 705 and the power generation gear 706, that is, the load of the hydrogen internal combustion engine, to control the speed of the hydrogen internal combustion engine.

[0165] When P TMIN Confirmed in the P GM interval, enter the pure electric drive mode, control the clutch to disengage, control the hydrogen internal combustion engine to shut down, and the discharge power P of the power battery PB = P TMIN .

[0166] When P TMIN Confirmed in the P GM interval, enter the series boost mode, control the clutch to disengage, control the hydrogen internal combustion engine to start, confirm the operating point and output power of the hydrogen internal combustion engine in the economic zone through the universal characteristics and calibration, and the discharge power P of the power battery PB = P TMIN - P GM .

[0167] When the vehicle speed V > V N , the hydrogen internal combustion engine serves as the main power source to provide the driving force of the vehicle, and control the clutch to engage. According to the desired torque T D and the radius ratio of the coupling gear (large) 708 and the coupling gear (medium) 709, calculate the desired torque of the hydrogen internal combustion engine When T ENGD is within the economic zone, enter the single direct drive mode and control the drive motor to rotate with it. When T ENGD is greater than the maximum torque in the economic zone and the power battery SOC > SOC 保电 , enter the parallel drive mode, and the driving force needs to be provided jointly by the hydrogen internal combustion engine and the drive motor. Calibrate the driving torque T of the hydrogen internal combustion engine ENG to be within the economic zone, and the driving torque of the drive motor is calculated according to the formula to obtain T TM , and the power battery discharges. When T ENGD is greater than the maximum torque in the economic zone and the power battery SOC ≤ SOC 保电 , enter the single direct drive mode, but at this time the engine cannot operate within the economic zone.

[0168] Figure 4 is the structural diagram of the vehicle control device of the hydrogen-electric plug-in hybrid power system provided by one or more embodiments of the present invention.

[0169] As Figure 4 shown, the vehicle control device of the hydrogen-electric plug-in hybrid power system includes: an information acquisition module and a mode control module;

[0170] The information acquisition module is used to acquire the status information of the accelerator pedal opening, battery charge, and vehicle speed;

[0171] The status information of the accelerator pedal opening includes the accelerator pedal opening status corresponding to the idle throttle and the effective throttle;

[0172] The state information of the battery charge includes the battery charge state compared with a preset lower charge threshold value;

[0173] The state information of the vehicle speed includes the vehicle speed state of parking or driving;

[0174] The mode control module is used to set the power output control mode according to the state information of the throttle pedal opening, battery charge, and vehicle speed;

[0175] The control modes of the power output include the power output control modes of idle charging, energy recovery, pure electric drive, series power generation, series boost, individual direct drive, and parallel drive.

[0176] It should be noted that although only the information acquisition module and the mode control module are disclosed in this system, it does not mean that this device is only limited to the above basic functional modules. On the contrary, what the present invention intends to express is that on the basis of the above basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with the existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed, and it cannot be considered that the protection scope of the claims of the present invention is limited to the above disclosed basic functional modules just because only individual basic functional modules are disclosed in this embodiment.

[0177] Figure 5 It is a schematic diagram of the composition of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0178] Figure 6 It is a schematic diagram of the control strategy of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0179] Figure 7 It is a schematic diagram of the working mode of the control strategy of a hydrogen-electric plug-in hybrid power system according to a specific embodiment of the present invention.

[0180] In a specific embodiment, as Figure 5 shown, the composition of the hydrogen-electric plug-in hybrid power system includes: 10. Hydrogen storage system; 20. Power battery; 30. Battery; 40. Exhaust after-treatment system; 50. Hydrogen internal combustion engine assembly; 60. DCDC integrated OBC one-body machine; 70. Drive motor assembly; 80. Drive shaft; 90. Differential; 100. Wheel; 110. Energy replenishment port; 501. Internal combustion engine flywheel; 601. DCDC module; 602. OBC module; 701. Generator; 702. Inverter; 703. Input shaft; 704. Drive motor; 705. Power generation pinion; 706. Power generation gear; 707. Clutch; 708. Coupling gear (large); 709. Coupling gear (medium); 710. Coupling gear (small); 711. Reduction gear (large); 712. Reduction gear (small).

[0181] In another specific embodiment, as Figure 6 shown in the control strategy of the hydrogen-electric plug-in hybrid power system, it includes: obtaining the current vehicle speed V, obtaining the accelerator pedal value A (representing the depression depth of the accelerator pedal), and determining whether the SOC is in the power retention state (determining whether the power battery is in a low power state). According to the depression depth of the accelerator pedal, it is divided into two intervals: idle throttle and effective throttle. The idle throttle interval represents that the driver has no need to increase speed. The vehicle speed can be divided into parking and driving states.

[0182] Considering the safety of battery use, the state of charge of the power battery generally has a lower limit value for over-discharge. In the vehicle control strategy, considering transient working conditions or special scenarios such as climbing, an additional part of the usage interval needs to be reserved respectively for restriction. When it is lower than the final lower limit interval, it is defined as the power retention state, and when it is greater than or equal to the lower limit interval, it is defined as the non-power retention state.

[0183] In another specific embodiment, as Figure 7 shown, the working mode of the control strategy of the hydrogen-electric plug-in hybrid power system includes:

[0184] In the two-dimensional coordinate of the accelerator pedal opening and the vehicle speed, according to the external characteristics of the vehicle power system (hydrogen internal combustion engine), the working mode is switched in different coordinate regions.

[0185] Figure 8 is a structural block diagram of an electronic device for a control method of the working mode of a hydrogen-electric plug-in hybrid power system vehicle provided by one or more embodiments of the present invention.

[0186] As Figure 8 shown, the present application provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory complete mutual communication through the communication bus;

[0187] The memory stores a computer program. When the computer program is executed by the processor, the processor executes the steps of the control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle.

[0188] The present application also provides a computer-readable storage medium, which stores the steps of the control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle that can be executed by an electronic device.

[0189] The present application also provides a simulation platform, including:

[0190] An electronic device for implementing the steps of the control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle;

[0191] A processor, the processor runs a program, and when the program runs, it executes the steps of the control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle from the data output by the electronic device;

[0192] A storage medium for storing a program which, when running, executes the steps of a control method for the operating mode of a hydrogen-electric plug-in hybrid vehicle for data output from an electronic device.

[0193] From the description of the above embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0194] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hydrogen-electric plug-in hybrid vehicle, characterized in that The hydrogen-electric plug-in hybrid power system vehicle includes: a power system, an energy storage system, a transmission system, a conduction system, a conversion system, and an output system; The power system includes a hydrogen power system and an electric power system; The energy storage system includes a hydrogen energy storage system and an electric energy storage system; The transmission system includes a gearbox system; The conduction system includes a hydrogen energy pipeline system and an electric energy line system; The conversion system includes an energy conversion system; The output system includes a kinetic energy output system.

2. The hydrogen-electric plug-in hybrid power system vehicle according to claim 1, wherein, It includes: The hydrogen energy storage system is connected to the hydrogen power system through the hydrogen energy pipeline system, and then connected to the kinetic energy output system through the gearbox system; The electric energy storage system is connected to the electric power system through the electric energy line system, and then connected to the kinetic energy output system through the gearbox system; The gearbox system is connected to the electric energy storage system through the energy conversion system and the electric energy line system; Among them, the energy conversion system includes a generator and an inverter.

3. A vehicle control method for a hydrogen-electric plug-in hybrid power system, characterized in that, The control method of the hydrogen-electric plug-in hybrid power system vehicle includes: Obtaining the status information of the accelerator pedal opening, battery charge, and vehicle speed; The status information of the accelerator pedal opening includes the accelerator pedal opening status corresponding to the idle throttle and the effective throttle; The status information of the battery charge includes the battery charge status compared with the preset charge lower limit threshold; The status information of the vehicle speed includes the vehicle speed status of parking or driving; Setting the power output control mode according to the status information of the accelerator pedal opening, battery charge, and vehicle speed; The control modes of the power output include power output control modes such as idle charging, energy recovery, pure electric drive, series power generation, series boost, single direct drive, and parallel drive.

4. A control method for the operating mode of a hydrogen-electric plug-in hybrid power system vehicle, characterized in that, The control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle includes: Obtaining the characteristic curve database of the hydrogen internal combustion engine; Combining the emission requirements and the knock risk operating point limits, and obtaining the economic operating range data of the hydrogen internal combustion engine according to the characteristic curve database of the hydrogen internal combustion engine; Among them, the economic operating range data of the hydrogen internal combustion engine includes the minimum speed N ENG ; Obtain N ENG and the data of the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius; According to N ENG and the data of the speed ratio from the hydrogen internal combustion engine to the differential and the wheel radius, obtain the vehicle speed V N ; Set the vehicle speed V N as the switching point of the preferred power source of the vehicle powertrain; Obtain the current vehicle speed V and compare the vehicle speed V N ; When the vehicle speed V ≤ V N , the drive motor is used as one of the power sources to provide the drive torque of the vehicle; When the vehicle speed V > V N , it is determined that the hydrogen internal combustion engine enters the economic operating range, and the hydrogen internal combustion engine is used as the main power source to provide the driving torque of the vehicle.

5. The control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle according to claim 4, wherein The control method of the working mode of the hydrogen-electric plug-in hybrid power system vehicle includes: Obtaining the PEDAL MAP corresponding to the accelerator pedal opening and the vehicle speed; The PEDAL MAP includes information on the accelerator pedal opening corresponding to the current vehicle acceleration demand; Obtaining the information on the wheel side demand torque corresponding to the power output control mode according to the information on the accelerator pedal opening corresponding to the current vehicle acceleration demand; Controlling the wheel side demand torque according to the current power output control mode and the corresponding accelerator pedal opening; Based on the fact that the acceleration a is related to the wheel-end driving force F, the formula F 轮边 = δma; Among them, m is the vehicle mass, and δ is the vehicle mass conversion coefficient; Among them, T 轮边 is the torque requirement at the wheel hub, and r is the wheel radius.

6. The control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle according to claim 5, characterized in that, When the vehicle speed V ≤ V N , using the drive motor as one of the power sources to provide the driving torque of the vehicle includes: Obtain the preset charge lower limit threshold SOC of the power battery 保电 and the state of charge SOC of the power battery; When the vehicle speed V ≤ V N and when the state of charge (SOC) of the power battery < SOC 保电 enter the series power generation mode, start the hydrogen internal combustion engine and control the clutch to be in the disengaged state; When the vehicle speed V ≤ V N and when the state of charge (SOC) of the power battery ≥ SOC 保电 , the output power range P of the hydrogen internal combustion engine is determined according to the optimal economic range of the hydrogen internal combustion engine ENG , the mechanical transmission efficiency η of the hydrogen internal combustion engine ENG and the power generation efficiency η of the generator GM , and the power generation power range P of the generator is obtained GM = P ENG × η ENG × η GM .

7. The control method for the working mode of a hydrogen-electric plug-in hybrid power system vehicle according to claim 6, characterized in that When the vehicle speed V > V N , it is determined that the hydrogen internal combustion engine enters the economic operating range, and using the hydrogen internal combustion engine as the main power source to provide the driving torque of the vehicle includes: When the vehicle speed V > V N , the hydrogen internal combustion engine serves as the main power source to provide the driving force of the vehicle and control the engagement of the clutch; Among them, obtain the expected torque T of the hydrogen internal combustion engine ENGD ; When T ENGD When it is within the economic operating range of the hydrogen internal combustion engine, enter the single direct drive mode and control the drive motor to rotate accordingly; When T ENGD is greater than the maximum torque of the economic operating range of the hydrogen internal combustion engine and the power battery SOC > SOC 保电 , it enters the parallel drive mode, and the driving force is jointly provided by the hydrogen internal combustion engine and the drive motor; When T ENGD is greater than the maximum torque of the hydrogen internal combustion engine's economic operating range and the power battery SOC ≤ SOC 保电 , it enters the single direct drive mode.

8. A vehicle control device for a hydrogen-electric plug-in hybrid power system, characterized in that, The control device of the hydrogen-electric plug-in hybrid power system vehicle includes: An information acquisition module for acquiring the status information of the accelerator pedal opening, battery charge, and vehicle speed; The status information of the accelerator pedal opening includes the accelerator pedal opening status corresponding to the idle throttle and the effective throttle; The status information of the battery charge includes the battery charge status compared with the preset charge lower limit threshold; The status information of the vehicle speed includes the vehicle speed status of parking or driving; A mode control module for setting the power output control mode according to the status information of the accelerator pedal opening, battery charge, and vehicle speed; The control modes of the power output include power output control modes such as idle charging, energy recovery, pure electric drive, series power generation, series boost, single direct drive, and parallel drive.

9. An electronic device, characterized in that, Comprising: A processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory complete mutual communication through the communication bus; The memory stores a computer program. When the computer program is executed by the processor, the processor is caused to execute the steps of the control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle according to any one of claims 4 to 7.

10. A computer-readable storage medium, characterized in that, It stores a computer program executable by an electronic device. When the computer program runs on the electronic device, the electronic device is caused to execute the steps of the control method for the working mode of the hydrogen-electric plug-in hybrid power system vehicle according to any one of claims 4 to 7.

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