Hybrid power control system based on motorcycle power

Abstract

The invention discloses a hybrid power control system based on motorcycle power, which comprises a lithium battery serving as a main power supply for the operation of a whole vehicle, an ISG (Integrated Starter Generator) motor for providing auxiliary driving of the whole vehicle, and an ISG controller for controlling, driving and energy feedback of the whole vehicle, the engine and the ISG motor operate at the same rotating speed without a speed change mechanism therebetween; the ISG controller is used for achieving any positive and negative torque output capacity within the full-operation rotating speed range of the engine, and the ISG motor is controlled by the ISG controller to form driving force to drag the engine to be started in a silent mode. Friction noise and electromagnetic noise caused by the carbon brush in the starting process can be effectively reduced, dynamic response and noise control in the starting process can be effectively improved, meanwhile, the control system further has the intelligent driving functions of power auxiliary driving, automatic starting and stopping, energy management, vehicle safety management and the like, and the control system is suitable for popularization and application. And the driving experience of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to a power control system, and more particularly to a hybrid power control system based on motorcycle power. Background Art

[0002] With the continuous development of the motorcycle industry, consumer motorcycles have gradually been chosen by the public, and the market demand is rapidly climbing. At the same time, consumers have higher and higher requirements for the driving experience, acceleration performance, smoothness and safety of vehicles. Due to the performance characteristics of the engine, small-displacement engines have gradually been criticized in terms of acceleration performance and driving experience. In the starting stage of traditional fuel vehicles, due to the low engine speed, the efficiency is low and the fuel consumption is relatively high.

[0003] Chinese Patent Document CN105007008B discloses a control method for a motorcycle magneto, which includes the following steps: S1: Use a key switch to ignite the motorcycle; S2: Real-time detect the forward rotation speed of the magneto; S3: Determine whether the forward rotation speed of the magneto is gradually decreasing; if the forward rotation speed is not gradually decreasing, the motor drive module continuously drives the magneto to drive the engine crankshaft to rotate forward until the engine starts; otherwise, stop driving the magneto to drive the engine crankshaft to rotate forward, and drive the magneto to drive the engine crankshaft to rotate reversely less than one circle, and then drive the magneto to drive the engine crankshaft to rotate forward again, and repeat steps S2-S3 until the engine starts. This prior art has the advantages of enabling a magneto with fewer winding turns to meet the starting torque requirements of the engine, being able to simplify the system structure, reduce the system failure rate, improve the system safety, and being able to improve the stability and service life of the entire system. However, in the prior art, when using the control method of starting with a magneto with a magneto, friction noise and electromagnetic noise will be generated when the carbon brush rotates, reducing the driving experience. Summary of the Invention

[0004] In order to solve the technical problem that the existing magneto starting control method is prone to generate friction noise and electromagnetic noise, the present invention provides a hybrid power control system based on motorcycle power, including a lithium battery as the main power source for the vehicle's whole vehicle operation, an ISG motor for providing auxiliary drive for the whole vehicle, and an ISG controller for controlling and driving the whole vehicle and energy feedback. Among them: the ISG motor is coaxially connected to the engine crankshaft of the motorcycle, the engine and the ISG motor operate at the same speed and there is no speed change mechanism in the middle; the ISG controller is used to realize the ability to output any positive and negative torque within the full operating speed range of the engine, and the ISG motor is controlled by the ISG controller to form a driving force to drive the engine to start silently.

[0005] Compared with the prior art, in this solution, the engine is started by the ISG motor which forms a driving force through the ISG controller to drag the engine to start, abandoning the starting method of the brushed DC motor in the prior art. It can effectively reduce the frictional noise and electromagnetic noise caused by the carbon brush during the starting process, effectively increase the dynamic response during starting and the noise control during starting, and enhance the driving experience of the vehicle.

[0006] Furthermore, when the ISG motor performs a silent start, the ISG controller outputs the calibrated torque N1 to the ISG motor and determines whether the rotational speed of the ISG motor reaches the calibrated rotational speed S1. After the engine speed reaches the calibrated rotational speed S1, the ISG controller continues to drag the engine to rotate and continuously detects whether the engine speed reaches or exceeds the starting rotational speed S2. If so, it is determined that the start is successful. In this solution, the silent start of the ISG motor is achieved through the cooperation of the ISG controller and the ISG motor, and the operation is simple.

[0007] Furthermore, when it is determined that the rotational speed of the ISG motor does not reach the calibrated rotational speed S1, the ISG controller will output the reverse torque N3 of the calibrated value to make the motor rotate in the reverse direction to avoid the motor jamming point. At the same time, by collecting the change of the motor output torque in real time, it is determined whether the motor position reaches the optimal starting position, and then the calibrated positive torque N1 is output again to make the engine rotate forward until the engine speed reaches the calibrated rotational speed S1. In this solution, it is possible to avoid the ISG motor jamming point and achieve the ISG silent start.

[0008] Furthermore, during the engine shutdown process, when the engine speed drops to the calibrated output value, the ISG controller actively takes over the shutdown process to complete the engine crankshaft positioning. Due to the uneven resistance in each stroke of the engine, the resistance to the motor during the starting process is also different. In this solution, it is convenient for the timeliness of the next start and reduces the starting current to increase the starting success rate.

[0009] Furthermore, after the engine stops, the ISG motor drives the ISG motor to rotate in the reverse direction with a small torque less than the engine top dead center torque and stops the piston position at the top dead center. After stopping the piston position at the top dead center in this solution, it is convenient for the next start.

[0010] Furthermore, during the starting process, when the ISG motor cannot cross the resistance point, it runs in the opposite direction for the calibrated electrical angle and then rotates forward to start the engine. This solution can achieve the smooth start of the ISG motor.

[0011] Furthermore, the control system provides different motor torque outputs according to the handgrip opening and the opening change rate, combined with the engine operating conditions, and superimposes them on the engine crankshaft. This solution can effectively improve the engine torque output.

[0012] Furthermore, the control system has a power assist function, including an ECU. The control system calculates the throttle change speed based on the current throttle opening feedback from the ECU, calculates the throttle change rate based on time, and selects points on the power output MAP graph corresponding to different throttle openings, different throttle change rates, and the current engine speed to output the motor output power, which is superimposed on the engine crankshaft to generate a torque output greater than that of the engine at that moment. The power assist function set in this solution can provide different motor torque outputs superimposed on the engine crankshaft according to the driver's handle opening and opening change rate, combined with the engine operating conditions, effectively improving the engine torque output and providing an acceleration experience superior to that of pure fuel power.

[0013] Furthermore, the magnitude of the output power is determined jointly by the initial speed of the engine before acceleration, the opening change rate of the throttle during acceleration, and the stop position of the throttle, and the power output by the motor is determined by superimposing the engine efficiency MAP graph and the motor efficiency MAP graph.

[0014] Furthermore, the power assist function has a maximum intervention speed. When the ISG motor speed exceeds the maximum intervention speed, the control system does not execute power assist.

[0015] Furthermore, the intervention conditions of the power assist function include the minimum throttle opening change rate and the maximum throttle opening change rate. When the throttle change rate is less than the minimum throttle change rate, power assist is not executed. When the throttle change rate is greater than the maximum throttle change rate, the maximum torque output at that moment is output at the current speed and throttle opening.

[0016] Furthermore, the duration of the power assist function is determined by the engine speed rise rate and the current engine speed. When the engine rise rate is too fast and exceeds the output calibration value, the engine output power will gradually decrease to a minimum of 0.

[0017] Furthermore, the power assist function has a maximum time limit. After the power assist function is executed and the engine speed has not reached the target exit speed for the continuous calibration time, the auxiliary drive decreases to 0 according to the calibration curve.

[0018] Furthermore, the control system presets the calibration minimum parameter of the lithium battery power state and the auxiliary drive activation threshold. When the lithium battery power is lower than the calibration minimum parameter, the power assist function is not executed. When the lithium battery power state is higher than the auxiliary drive activation threshold, the power assist function is activated, and there is a hysteresis interval in the middle.

[0019] Furthermore, the output peak value of the output power of the power assist function is limited by the output capacity of the lithium battery. When the lithium battery temperature is too high or too low and the allowable output current is less than the output calibration value, the power assist function will not be executed.

[0020] Furthermore, the control system also includes an auto start-stop function. When the vehicle stops temporarily during driving, it automatically completes the engine shutdown control, and when the driver intends to start, it automatically starts the engine and performs the power assist function according to the driver's intention. The auto start-stop function set in this solution can achieve the automatic shutdown and start of the engine, thus achieving the purpose of fuel savings.

[0021] Furthermore, the control system presets a temperature threshold. After the engine is started, the control system judges the engine coolant temperature. When the engine coolant temperature exceeds the temperature threshold, the auto start-stop function is activated.

[0022] Furthermore, the control system presets a continuous calibration time and a calibration speed. After the engine is started, when the vehicle speed exceeds the calibration speed within the continuous calibration time, the auto start-stop function is activated.

[0023] Furthermore, the control system presets a stop calibration time. When the auto start-stop function is activated, after the vehicle decelerates and stops for more than the stop calibration time, the ISG controller sends a shutdown instruction to the ECU, and the ECU completes the shutdown operation. In the shutdown state, when the control system detects a change in the throttle opening, the ISG controller sends a running instruction to the ECU and controls the ISG motor to drive the engine to complete the automatic start of the engine.

[0024] Furthermore, the control system presets a power calibration threshold. After the auto start-stop function is activated, when the power of the lithium battery is lower than the power calibration threshold, manual shutdown is performed or when a fault occurs in the control system, the auto start-stop function automatically fails.

[0025] Furthermore, the control system also provides different charging currents for the lithium battery according to the engine operating conditions, combining the real-time state of the lithium battery at different engine speeds, vehicle deceleration, and stable operation stages to charge the lithium battery.

[0026] Furthermore, the control system presets a calibration peak value. The ISG controller adopts the FOC vector control algorithm to charge the lithium battery in a constant current manner. When the power of the lithium battery is greater than the calibration peak value, it automatically enters the zero current control. In this solution, the ISG controller charges the lithium battery by controlled rectification into direct current, and performs closed-loop regulation on the power generation, driving, and protection of the lithium battery.

[0027] Furthermore, the control system presets a charging calibration curve. When the power of the lithium battery is relatively sufficient, the control system gradually reduces or stops the power generation, and when the power of the lithium battery is low, the control system increases the power generation according to the charging calibration curve.

[0028] Furthermore, the wake-up and power-on / off of the lithium battery are controlled by the ISG controller, and in the case of fault handling and key-off, the ISG controller sends a power-off instruction to the BMS.

[0029] Furthermore, the lithium battery is set with a calibrated SOC value. When the battery power is higher than the calibrated SOC value and the vehicle is in the standby state, the standby time is automatically recorded and the battery automatically enters the sleep state. When the battery power is lower than the calibrated SOC value, the waiting time is shortened.

[0030] Furthermore, the ISG controller is set with a calibrated slip ratio. The ISG controller can calculate the wheel speed difference according to the front and rear wheel speeds in real time, judge the vehicle running state. When the wheel speed difference between the front and rear wheels exceeds the calibrated slip ratio during the power assist process, the anti-skid traction control function is triggered and the power assist will be actively exited. This solution can ensure the driving safety of the whole vehicle.

[0031] Furthermore, the control system has multiple fault levels, and different processing schemes are set for different fault levels. The control system detects the communication status of each component in real time, judges the fault level according to the communication status of each component, and controls the whole vehicle according to the corresponding processing scheme. This solution can ensure the normal operation of the whole vehicle first under the premise of ensuring safety.

[0032] The present invention has the following beneficial effects: 1. The control system of the present invention can effectively improve the engine performance, and at the same time, specifically tune the vehicle controllability, enhance the driver's operation experience of the vehicle, and ensure the driving experience of the vehicle and the driving safety of the vehicle.

[0033] 2. The silent start in the control system of the present invention abandons the traditional starting method of the brushed DC motor, and directly uses the ISG motor to drive the engine to complete the start, effectively reducing the friction noise and electromagnetic noise caused by the carbon brush during the start process, and can effectively increase the dynamic response during the start and the noise control during the start, enhancing the driving experience of the vehicle; 3. The control system of the present invention has the motor power assist function, which can provide the motor assist driving torque according to the vehicle running state and the driver's driving demand, increase the engine power output, provide an acceleration experience superior to that of pure fuel power, and enhance the driving experience; 4. The automatic start-stop function of the present invention can realize the automatic shutdown and start of the engine, achieving the purpose of saving fuel; 5. The control system of the present invention charges the lithium battery by controlled rectification into direct current, and conducts closed-loop regulation on the power generation, driving and protection of the lithium battery; 6. The control system of the present invention has active vehicle safety protection. The controller can calculate the wheel speed difference according to the front and rear wheel speeds in real time, judge the vehicle running state. When the wheel speed difference between the front and rear wheels exceeds the calibrated slip ratio during the auxiliary drive process, the anti-skid traction control function is triggered and the auxiliary drive will be actively exited to ensure the driving safety of the whole vehicle; 7. The control system of the present invention has a perfect fault handling mechanism, which can ensure the normal operation of the whole vehicle first under the condition of ensuring safety. Description of the Drawings

[0034] Figure 1 It is the control flow chart of the silent start function in the embodiment of the hybrid control system based on motorcycle power of the present invention; Figure 2 It is the control flow chart of the power assist function in the present invention; Figure 3 It is the control flow chart of the automatic start-stop function in the present invention; Figure 4 It is the control flow chart of the energy management in the present invention; Figure 5 It is the measured chart of the TCS early trigger in the present invention. Detailed Embodiment

[0035] The following is a further detailed description through specific embodiments: 1. Definition: ISG motor: The ISG motor is a permanent magnet synchronous motor, which is an integrated starter generator for automobiles and is directly integrated on the main shaft of the engine.

[0036] ISG controller: In the embodiment of the present invention, the ISG controller has functions such as vehicle control and drive, energy feedback, etc.

[0037] ECU: The comprehensive control device of the engine.

[0038] MAP diagram: The motor ignition control curve diagram.

[0039] 2. The embodiment is basically as follows: The hybrid control system based on motorcycle power includes a lithium battery as the main power source for the whole vehicle operation, an ISG motor for providing auxiliary drive for the whole vehicle, and an ISG controller for vehicle control and drive, energy feedback. Among them: The ISG motor is coaxially connected with the engine crankshaft of the motorcycle, and the engine runs at the same speed as the ISG motor and there is no speed change mechanism in the middle; The ISG controller is used to realize the ability of arbitrary positive and negative torque output within the full operating speed range of the engine, and the ISG motor is controlled by the ISG controller to form a driving force to drag the engine to start silently.

[0040] Specifically, the speed change mechanism between the engine power output shaft and the vehicle drive wheel can be a continuously variable transmission (CVT transmission) or a mechanical and electronic speed change mechanism; At the same time, the power superposition structure also includes the way of superposing the motor auxiliary power to the vehicle drive wheel after passing through the speed change mechanism, including the way of superposing the motor driving force to the drive wheel power output after speed change and torque conversion through speed change mechanisms such as the clutch mechanism and the reduction mechanism.

[0041] Such asFigure 1 As shown, when the system startup requirements are met, the torque N1 of the calibrated value output by the ISG controller is set to the ISG motor, and it is judged whether the rotational speed of the ISG motor reaches the calibrated rotational speed S1; if the startup rotational speed is not reached, the ISG controller will output the reverse torque of the calibrated value to make the N3 motor rotate in the reverse direction to avoid the motor jamming point. At the same time, by collecting the change of the motor output torque in real time, it is judged whether the motor position reaches the optimal startup position, and the calibrated positive torque N1 is re-output to make the engine rotate forward; After the engine rotates forward and the engine speed reaches S1, the ISG controller will continue to drag the engine to rotate, and will detect in real time whether the engine speed reaches or exceeds the calibrated startup success speed S2, or it will be judged as startup success; The silent startup function also relies on the position control at engine shutdown to meet the next fast startup response. During the engine shutdown process, when the engine speed drops to the calibrated value, the controller will actively take over the shutdown process to complete the engine crankshaft positioning, facilitating the timeliness of the next startup and reducing the startup current to increase the startup success rate. Or after stopping, the motor drives the motor to rotate in the reverse direction with a small torque less than the engine top dead center torque, and stops the piston position at the top dead center to facilitate the next startup; When the vehicle is in the startup state, it will give priority to sending the vehicle operation instruction to the ECU to let the ECU make startup preparations. Then the ISG controller will drag the engine to perform the startup operation. When the ISG motor drags the engine to reach the ignition speed of the electronic fuel injection system, the electronic fuel injection system will start to perform the fuel injection and ignition operations. As the speed increases, it will quickly take over the operation of the engine, and the torque of the ISG motor will automatically withdraw to complete the startup operation; Through the above silent startup operation, it can effectively increase the dynamic response during startup and the noise control during startup, and enhance the driving experience of the vehicle.

[0042] As Figure 2 shown, after the vehicle is in the driving state, the ECU will send the engine throttle opening to the CAN network in real time. Since the engine throttle is controlled by the driver, through the change of the throttle opening, the driving intention of the driver is analyzed, including different working conditions such as acceleration, deceleration, and constant speed; This control system will calculate the change state of the throttle in real time according to the current throttle opening feedback by the ECU, and analyze whether the driver's intention is to accelerate or decelerate and other power requirements. At the same time, the recursive calculation method is used to calculate the trend of several adjacent groups of throttle opening data, and the throttle change rate based on time is calculated, and the motor output power is selected and controlled according to the calibrated MAP diagram corresponding to different throttle openings, different throttle change rates, and the current engine speed; Among them, for the calculation of throttle changes, the current throttle position in the adjacent 5 messages is calculated by shifting one by one in each cycle, and the change trend and change rate of the throttle opening are analyzed in real time. Except for the calculation method used in this embodiment, other similar methods using this continuous shifting calculation can be regarded as citing the throttle position change calculation method in this design scheme; The throttle opening and the current engine speed are used to limit the maximum output power of the engine. Since the higher the engine speed, the motor efficiency corresponding to the electric power will decrease, and the resulting torque increase will decay. Therefore, according to the changes in the engine speed and throttle opening, the electric power intervened by the ISG motor decays according to the calibrated MAP diagram, and can be reduced to zero power at the lowest, so as to comprehensively improve the system efficiency when the motor intervenes; In this embodiment, the influence of the engine speed on the motor power and efficiency is greatly affected by the comprehensive efficiency of the engine and the motor. Therefore, in other embodiments where the motor plays an auxiliary driving role, the scheme of adjusting the motor electric power according to the system efficiency is regarded as citing this embodiment; Since there is an overlap region between the engine efficiency and the motor efficiency, the influence of the same throttle change rate and opening corresponding to each speed in the overlap region on the motor electric power is small, and this part of the region will also be used as the high-efficiency region in the whole machine system; Moreover, there are differences in the range and width of different engine and motor performance regions in this region; Therefore, in other embodiments, the scheme with almost constant electric power in the overlap region of the motor and engine efficiency can be regarded as citing this embodiment; Due to the limited battery capacity in the control system and the limitation of the overall operating efficiency of the machine, the duration of the auxiliary drive is determined by the engine speed rise rate and the current engine speed. When the engine rise rate rises too fast and exceeds the calibrated value, the engine output power will gradually decrease to a minimum of 0; At the same time, the engine auxiliary drive has a maximum time limit, that is, if the engine speed does not reach the target exit speed after the auxiliary drive intervenes for the continuous calibration time, the auxiliary drive will drop to 0 according to the calibrated curve; Therefore, in other embodiments, in the embodiments where the power output is carried out according to the engine speed and time, it can be regarded as citing this embodiment; Since the power lithium battery serves as the power source for the system operation and motor auxiliary drive, and considering the safety and lifespan of the battery pack, in addition to meeting the throttle and speed-related conditions for entering the auxiliary drive, certain necessary conditions also include that the state of charge of the lithium battery needs to meet the marked minimum parameter. When it is lower than this calibrated parameter, the motor will not enter the auxiliary drive state and only retain the power generation function, giving priority to charging the battery. When the battery charge is higher than the auxiliary drive activation threshold, the auxiliary drive function is activated, and a hysteresis interval is reserved in the middle; at the same time, the peak power output of the auxiliary drive is limited by the output capacity of the power lithium battery. When the temperature of the lithium battery is too high or too low and the allowable output current is less than the calibrated value, it will not enter the auxiliary drive state. According to the present embodiment, in other similar embodiments in the industry that adjust the motor auxiliary power according to the state of charge of the battery pack and the charge and discharge capacity of the battery pack, they are all regarded as citing this embodiment. In this control system, due to the addition of the motor auxiliary drive capability, on the basis of the original vehicle safety measures, the control system will also, in accordance with relevant safety design requirements, give priority to triggering the exit of the auxiliary drive under the premise that the active safety protection intervenes, the brake signal is valid, and other factors affecting the vehicle driving experience and safety, effectively ensuring the driving safety of the vehicle and the service life of the vehicle. This embodiment mainly considers the safety risks brought by the auxiliary drive, which can effectively reduce the driving risks of the vehicle and improve the driving controllability.

[0043] As Figure 3 shown, the purpose of the automatic start-stop function is to reduce the fuel consumption of the engine during long-term idling and achieve energy conservation and emission reduction. That is, the automatic start-stop function can automatically complete the vehicle shutdown control when the automatic start-stop switch is turned on and the vehicle is temporarily parked during driving, and automatically start the engine when the driver intends to start, and control the intervention of the auxiliary drive according to the driver's intention.

[0044] The automatic start-stop embodiment in this system includes the automatic shutdown execution and automatic start execution of the vehicle: The primary condition for automatic shutdown is that the driver needs to turn on the automatic start-stop function button. After it is turned on, to prevent the engine from entering automatic shutdown when it is cold and unable to operate efficiently, the system will actively judge the engine coolant temperature after the engine starts. Only when the engine water temperature exceeds the threshold of 65°C does it meet the activation condition for automatic start-stop. Secondly, to avoid unnecessary shutdown actions of the vehicle, if the vehicle does not move after the engine starts successfully, the control system will not meet the condition for activating automatic shutdown. The vehicle speed should be continuously detected after the engine starts successfully. When the vehicle speed continuously exceeds the calibrated speed for the calibrated time, in this embodiment, when the vehicle speed exceeds 15 Km / h continuously for 5 s after the vehicle starts, it is regarded as the condition being met, and then it meets the activation condition for automatic start-stop. After all the above conditions are met, when the vehicle decelerates and stops, and maintains idling operation or the vehicle speed is less than the calibrated value for the calibrated time, which is 3 s in this embodiment, the ISG controller will send a shutdown command to the ECU, and the ECU will complete the shutdown operation. The primary condition for automatic start is that the function can only be triggered after the above automatic shutdown state is completed. When starting is triggered, to quickly respond to the driver's starting demand, the control system continuously detects the change in the throttle opening. After the change in the throttle opening is greater than the calibrated value, in this embodiment, when the throttle opening is greater than 5°, the engine is immediately started by the ISG motor, and the change rate of the throttle opening and the opening distribution are calculated to assist in driving the power, and the vehicle speed is quickly increased. After the automatic start-stop function is activated, when the power lithium battery power is lower than the calibrated threshold, in this embodiment, when the battery power is lower than 25% of the rated value, the automatic start-stop function will be temporarily shut down by software and the automatic shutdown function will no longer be triggered. Or after the automatic start-stop function is activated, if the engine is manually shut down or a system failure occurs, the automatic start-stop function will automatically fail to ensure the normal operation of the whole vehicle first.

[0045] In summary, the functions and corresponding parameter performances described in the automatic start-stop embodiment are only for the function description of this embodiment. Other embodiments in the same industry that use the automatic start-stop function are regarded as citing this embodiment before any substantial improvement is made.

[0046] As Figure 4 shown, this control system has energy management control. This control system provides different charging currents for the battery according to the engine operating conditions, combining the real-time state of the power lithium battery at different engine speeds, during vehicle deceleration and stable operation stages, to achieve constant power. In this embodiment, the ISG controller in the control system adopts the FOC vector control algorithm to charge the power lithium battery in a constant current manner. When the power of the power lithium battery is greater than the calibrated peak value, it automatically enters zero-current control, and the controller generates electricity only to maintain the normal operation of the vehicle. The control system adopts the negative torque control method to convert the engine kinetic energy into electrical energy during the engine operation to provide the operation of the vehicle system. At the same time, it can also charge the electrical energy provided by the negative torque into the lithium battery according to the maximum charging current that the power lithium battery can receive and considering the power generation power at the current speed without affecting the driving experience of the vehicle to maintain the constancy of the battery power. According to the engine system efficiency and the influence of the constant power generation power on the engine efficiency, the control system will provide different power generation powers at different speeds according to the engine power characteristics and the driver's driving intention. In addition to providing the vehicle operation and the consumption of electrical components, the power generation power also provides the charging power for the calibration parameters of the power lithium battery. At the same time, it exits the power generation during acceleration so that the engine output power can provide the vehicle acceleration required to a greater extent. The amount of power generation of the control system is related to the allowable charging current at the current battery power and the power consumption of the vehicle system. Beyond the power required for the basic operation of the vehicle, according to whether the power generation power at the current speed meets the vehicle operation requirements and the charging power that the lithium battery can accept, the target power generation amount is the minimum value of the power generation power and the system demand power to provide power generation for the system. The power lithium battery in the control system has real-time status feedback and command sending. The lithium battery sends the real-time bus current, battery pack voltage, system status, etc. to the CAN network through the vehicle communication network and regulates the power generation and driving conditions with the ISG controller. At the same time, the wake-up and power-on / off of the power lithium battery are controlled by the ISG controller. In the case of fault handling and key-off, the ISG controller sends a power-off command to the BMS to effectively achieve the linkage of the system. The power lithium battery has an intelligent sleep mode. When the battery power is higher than the calibrated SOC, it automatically determines whether the vehicle operation condition is in the standby state. When in the standby state, it will automatically record the standby time and automatically complete the sleep. When it is lower than the calibrated SOC, the waiting time will be shortened, effectively avoiding the power loss of the lithium battery when the vehicle is in the standby state for a long time. In view of the performance defects of the power lithium battery in the low-temperature environment, the control system will automatically turn on the cell heating function according to the current cell temperature of the battery pack after the engine starts successfully. At the same time, the control system will increase the power generation power during the heating process to meet the required cell heating power. The power lithium battery has a forced wake-up function. When the power lithium battery is out of power, it can forcibly turn on the power supply output in a short time through the reserved forced wake-up switch and support the vehicle start-up requirement so that the engine can be started as much as possible after the battery out-of-power protection.

[0047] In summary, the above is the technical solution of the energy management part in the implementation example of this design. For other implementation examples of hybrid control systems based on motorcycle power in the same industry that use similar power lithium batteries, they are regarded as citing this implementation example before any substantial improvement is made.

[0048] As Figure 5 shown, in order to real-time control the instability brought by the auxiliary drive output to the vehicle system stability, this control system has real-time traction control (TCS) energy, which can real-time monitor the wheel speed ratio of the front and rear wheels of the vehicle, and automatically exit the motor torque output according to different wheel speed differences and slip ratios, effectively avoiding the risk of vehicle side slip caused by motor torque. In addition to the ABS component having the TCS active protection function, the controller of the control system also has the real-time TCS active protection function, which can actively reduce the vehicle side slip when there is a side slip risk during the vehicle auxiliary drive process. The specific implementation method is that the control system real-time receives the vehicle speeds of the front and rear wheels measured by the ABS, and automatically calculates the wheel speed difference between the front and rear wheels in real-time, and compares it with the calibrated slip ratio of the front and rear wheels. When the slip ratio of the rear wheel to the front wheel exceeds the slip ratio corresponding to the vehicle speed, the auxiliary drive is immediately exited, and the TCS protection is entered to prevent the vehicle from side slipping. In order to avoid the real-time nature of the auxiliary drive motor power torque reduction and the influence of the motor inertia on the vehicle TCS control, there is a certain lead rate between the TCS slip ratio parameter of the control system and the slip ratio calculated by the ABS for TCS. It can exit the auxiliary drive before the ABS triggers the TCS, so that the vehicle can increase the torque reduction speed before the side slip risk appears and reduce the side slip risk. At the same time, the slip ratio of the control system is determined according to the actual calibration effect, and there is calibration redundancy on the premise of ensuring the vehicle side slip risk. According to the driver's driving needs, both the TCS function and the ABS function of this control system can be manually turned on or off to meet the driver's driving needs. In summary, the TCS safety defense function in this implementation example can effectively prevent the side slip risk caused by the motor auxiliary driving torque to the whole vehicle. For other implementation examples of hybrid control systems based on motorcycle power in the same industry that use similar TCS-related technologies, they are regarded as citing this implementation example before any substantial improvement is made.

[0049] The control system in this implementation example has a perfect fault diagnosis strategy. The fault diagnosis and fault centralized processing are mainly completed by the ISG controller, including but not limited to GCU faults, ECU faults, ABS faults, BMS faults, and communication faults, etc. The fault states are processed hierarchically under the premise of ensuring vehicle safety, effectively guaranteeing the safety of vehicle riding. The fault diagnosis of the vehicle control system is mainly completed by the ISG controller. Each node in the system aggregates the operating status and fault status to the ISG controller through the CAN network, and the ISG controller performs hierarchical processing according to the fault status. The fault levels of the control system are divided into three levels in total, and each level of fault has a different processing scheme, which are divided into three levels: monitoring-level fault, power limit-level fault, and shutdown fault; the monitoring-level fault can be considered as a warning in the system, but it does not affect the normal operation of the system. The control system will track the change of the fault status in real time to prevent the occurrence of high-level faults in the system; the power limit-level fault mainly involves the power module. When this fault level occurs, in order to prevent the fault from further deepening, the control system will limit a part of the performance output according to the fault status to ensure that the fault will not become more serious, and at the same time, it can also maintain the normal operation of the vehicle; the shutdown fault means that the control system has a relatively serious fault, which has affected the normal operation of the vehicle and the safety of the vehicle. The control system will trigger the shutdown fault. The ISG controller will send a shutdown instruction and a control ECU wake-up signal to quickly let the engine perform an engine-off operation. At the same time, the ISG controller will send a fault message to the vehicle OBD to facilitate the instrument to display the fault status and vehicle diagnosis.

[0050] In summary, the fault protection function in this embodiment can effectively prevent the vehicle from having serious faults, and at the same time, it can prevent the deterioration of the faults when the faults occur, realizing the control of the vehicle state by the control system. Before making substantial improvements, the application of similar fault protection embodiments based on the motorcycle power hybrid control system in other industries of the same kind shall be regarded as citing this embodiment.

[0051] The above are only the embodiments of the present invention. Common knowledge such as the specific structure and characteristics in the solution are not described in detail here. Those of ordinary skill in the art know all the common technical knowledge in the technical field to which the invention belongs before the application date or the priority date, can know all the existing technologies in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, combine their own abilities to improve and implement this solution. Some typical well-known structures or well-known methods should not become an obstacle for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope required by this application shall be subject to the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to explain the content of the claims.

Claims

1. A hybrid control system based on motorcycle power, comprising a lithium battery as the main power source for the vehicle's overall operation, an ISG motor for providing auxiliary drive for the vehicle, and an ISG controller for vehicle control, drive, and energy feedback, characterized in that: The ISG motor is coaxially connected to the engine crankshaft of the motorcycle. The engine runs at the same speed as the ISG motor and there is no speed-changing mechanism in between. The ISG controller is used to achieve the ability to output any positive or negative torque within the full operating speed range of the engine. The ISG motor is controlled by the ISG controller to form a driving force to drive the engine to start silently.

2. The hybrid control system based on motorcycle power according to claim 1, wherein: When the ISG motor starts silently, the ISG controller outputs the torque N1 of the calibration value to the ISG motor and judges whether the speed of the ISG motor reaches the calibration speed S1. After the engine speed reaches the calibration speed S1, the ISG controller continues to drive the engine to rotate and real-time detects whether the engine speed reaches or exceeds the starting speed S2. If so, it is determined that the start is successful.

3. The hybrid control system based on motorcycle power according to claim 2, wherein: When it is judged that the speed of the ISG motor does not reach the calibration speed S1, the ISG controller will output the reverse torque N3 of the calibration value to make the motor rotate in the reverse direction to avoid the motor jamming point. At the same time, by real-time collecting the change of the motor output torque, it is judged whether the motor position reaches the best starting position, and the calibrated positive torque N1 is output again to make the engine rotate forward until the engine speed reaches the calibration speed S1.

4. The hybrid control system based on motorcycle power according to any one of claims 1-3, characterized in that: During the process of shutting down the engine, when the engine speed drops to the output calibration value, the ISG controller actively takes over the shutdown process to complete the engine crankshaft position finding.

5. The hybrid control system based on motorcycle power according to any one of claims 1-3, characterized in that: After the engine stops, the ISG motor drives the ISG motor to rotate in the reverse direction with a small torque less than the top dead center torque of the engine and stops the piston position at the top dead center.

6. The hybrid control system based on motorcycle power according to any one of claims 1-3, characterized in that: During the starting process, when the ISG motor cannot cross the resistance point, it runs in the opposite direction for a calibrated electrical angle and then starts the engine in the forward direction.

7. The hybrid control system based on motorcycle power according to any one of claims 1-6, characterized in that: The control system provides different motor torque outputs to be superimposed on the engine crankshaft according to the hand grip opening and the opening change rate, combined with the engine operating conditions.

8. The hybrid control system based on motorcycle power according to claim 7, characterized in that: The control system has a power assist function, including an ECU. The control system calculates the throttle change speed according to the current throttle opening feedback from the ECU, calculates the throttle change rate based on time, and selects points on the MAP diagram of the power output corresponding to different throttle openings, different throttle change rates, and the current engine speed to output the motor output power, which is superimposed on the engine crankshaft to generate a torque output greater than that of the engine at that moment.

9. The hybrid control system based on motorcycle power according to claim 8, wherein: The magnitude of the output power depends on the initial speed of the engine before acceleration, the opening change rate of the throttle during the acceleration process, and the stop position of the throttle, and is determined by superimposing the engine efficiency MAP diagram and the motor efficiency MAP diagram to determine the magnitude of the power output by the motor.

10. The hybrid control system based on motorcycle power according to claim 9, wherein: The power assist function is provided with a maximum intervention speed. When the speed of the ISG motor exceeds the maximum intervention speed, the control system does not perform power assist.

11. The hybrid control system based on motorcycle power according to claim 10, wherein: The intervention conditions of the power assist function include the minimum throttle opening change rate and the maximum throttle opening change rate. When the throttle change rate is less than the minimum throttle change rate, the power assist is not performed. When the throttle change rate is greater than the maximum throttle change rate, the maximum torque output at that moment is output based on the current speed and throttle opening.

12. The hybrid control system based on motorcycle power according to claim 11, wherein: The duration of the power assist function is determined by the engine speed rise rate and the current engine speed. When the engine speed rise rate is too fast and exceeds the output calibration value, the engine output power will gradually decrease, and the minimum will decrease to 0.

13. The hybrid control system based on motorcycle power according to claim 12, characterized in that: The power assist function has a maximum time limit. After the power assist function is executed and the engine speed has not reached the target exit speed for the continuous calibration time, the auxiliary drive drops to 0 according to the calibration curve.

14. The hybrid control system based on motorcycle power according to claim 13, characterized in that: The control system presets the calibration minimum parameter of the lithium battery power state and the auxiliary drive activation threshold. When the lithium battery power is lower than the calibration minimum parameter, the power assist function is not executed. When the lithium battery power state is higher than the auxiliary drive activation threshold, the power assist function is activated, and a hysteresis interval is reserved in the middle.

15. The hybrid control system based on motorcycle power according to claim 14, wherein: The output peak value of the output power of the power assist function is limited by the output capacity of the lithium battery. When the lithium battery temperature is too high or too low and the allowable output current is less than the output calibration value, the power assist function will not be executed.

16. The hybrid control system based on motorcycle power according to claim 15, characterized in that: The control system also includes an auto start-stop function. During temporary parking in the vehicle driving process, it automatically completes the vehicle flameout control, and automatically starts the engine when the driver wants to start, and executes the power assist function according to the driver's intention.

17. The hybrid control system based on motorcycle power according to claim 16, characterized in that: The control system presets a temperature threshold. After the engine is started, the control system judges the engine coolant temperature. When the engine coolant temperature exceeds the temperature threshold, the auto start-stop function is activated.

18. The hybrid control system based on motorcycle power according to claim 17, wherein: The control system presets a continuous calibration time and a calibration vehicle speed. After the engine is started, when the vehicle speed exceeds the calibration vehicle speed within the continuous calibration time, the auto start-stop function is activated.

19. The hybrid control system based on motorcycle power according to claim 18, wherein: The control system presets a parking calibration time. When the auto start-stop function is activated, when the vehicle decelerates and stops for more than the parking calibration time, the ISG controller sends a flameout command to the ECU to complete the flameout operation by the ECU. In the shutdown state, when the control system detects a change in the throttle opening, the ISG controller sends a running command to the ECU and controls the ISG motor to drive the engine to complete the automatic start of the engine.

20. The hybrid control system based on motorcycle power according to claim 19, wherein: The control system presets a power calibration threshold. After the auto start-stop function is activated, when the power of the lithium battery is lower than the power calibration threshold, manually execute the flameout or when a fault occurs in the control system, the auto start-stop function automatically fails.

21. The hybrid control system based on motorcycle power according to claim 20, wherein: The control system also provides different charging currents for the lithium battery according to the engine operating conditions, in different engine speeds, vehicle deceleration and stable operation stages, and combines the real-time state of the lithium battery.

22. The hybrid control system based on motorcycle power according to claim 21, wherein: The control system presets a calibration peak value. The ISG controller uses the FOC vector control algorithm to charge the lithium battery in a constant current manner. When the lithium battery power is greater than the calibration peak value, it automatically enters the zero current control.

23. The hybrid control system based on motorcycle power according to claim 22, characterized in that: The control system presets a charging calibration curve. When the lithium battery power is relatively sufficient, the control system gradually reduces or stops the power generation power. When the lithium battery power is relatively low, the control system increases the power generation power according to the charging calibration curve.

24. The hybrid control system based on motorcycle power according to claim 23, wherein: The wake-up, power-on and power-off of the lithium battery are controlled by the ISG controller. In the case of fault handling and key-off, the ISG controller sends a power-off command to the BMS.

25. The hybrid control system based on motorcycle power according to claim 24, characterized in that: The lithium battery is set with a calibrated SOC value. When the battery power is higher than the calibrated SOC value and the whole vehicle is in the standby state, the standby time is automatically recorded and the battery automatically enters the sleep state. When the battery power is lower than the calibrated SOC value, the waiting time is shortened.

26. The hybrid control system based on motorcycle power according to claim 25, wherein: The ISG controller is set with a calibrated slip ratio. The ISG controller can automatically calculate the wheel speed difference according to the front and rear wheel speeds in real time, judge the vehicle running state. When the wheel speed difference between the front and rear wheels exceeds the calibrated slip ratio during the power assist process, the anti-skid traction control function is triggered and the power assist will be actively exited.

27. The hybrid control system based on motorcycle power according to claim 26, wherein: The control system has multiple fault levels, and different handling schemes are set for different fault levels. The control system detects the communication status of each component in real time, judges the fault level according to the communication status of each component, and controls the whole vehicle according to the corresponding handling scheme.

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