Photovoltaic-dual-motor hybrid power system and hybrid power vehicle

Abstract

The invention discloses a photovoltaic-dual-motor hybrid power system and a hybrid power vehicle, and the hybrid power system comprises an input side which comprises a photovoltaic power generation system and an internal combustion engine set and is connected to an energy storage side and an output side through an energy router; the output side comprises a front axle main driving motor and a rear axle auxiliary motor; the central controller is in signal connection with the energy router and is configured to control the energy router to output energy to the front axle main driving motor or the rear axle auxiliary motor according to signals collected by the sensors and determine a current driving mode; wherein the driving modes comprise a photovoltaic direct driving mode, a mixed mode and a range extending mode. The problems of low efficiency, low photovoltaic utilization rate, inflexible control strategy and the like in the prior art are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a photovoltaic-double motor hybrid power system and a hybrid vehicle. Background Art

[0002] Traditional hybrid vehicles adopt a combination of a single motor (drive motor) and an internal combustion engine. The motor is mainly used for low-speed driving and limited braking energy recovery, and the energy source depends on fuel or grid charging. The photovoltaic system only serves as an auxiliary power source (such as power supply for on-vehicle electrical appliances) and does not directly participate in vehicle driving.

[0003] In the energy management of a single motor, since it is necessary to balance the driving and power generation functions, it is easy to cause efficiency loss. For example, energy cannot be recovered during driving, and the power generation power is limited during braking. The energy distribution strategy is based on fixed thresholds (such as SOC thresholds) and cannot dynamically combine road conditions with photovoltaic power generation fluctuations. Moreover, the photovoltaic electric energy of the existing photovoltaic system needs to be first charged into the battery and then used by the motor, resulting in two energy conversion losses.

[0004] In summary, the energy management of existing hybrid vehicles has the following defects: Single energy source: It mainly depends on fuel or grid charging and fails to fully utilize renewable energy (such as on-vehicle photovoltaic), resulting in no substantial reduction in carbon emissions.

[0005] Low energy conversion efficiency: The single-motor system cannot achieve efficient driving and energy recovery simultaneously. The braking energy recovery efficiency is generally lower than 70%, and the photovoltaic electric energy needs to go through battery charging and discharging to drive the motor, resulting in an overall efficiency loss of 15%-20%. Summary of the Invention

[0006] The present invention aims to provide a method and device for deploying roadside units based on an intersection node hierarchical activation mechanism to solve the deficiencies of existing methods, improve the coverage range and traffic monitoring ability of roadside units, minimize the deployment quantity, and reduce costs.

[0007] To solve the above technical problems, the present invention is realized through the following technical solutions: A photovoltaic-double motor hybrid power system, comprising: An input side, including a photovoltaic power generation system and an internal combustion engine set, the input side is connected to a energy storage side and an output side through an energy router; the energy storage side includes a battery; The output side, including a front axle main drive motor and a rear axle auxiliary motor; A central controller, which is signal-connected to the energy router and is configured to be able to control the energy router to output energy to the front axle main drive motor or the rear axle auxiliary motor according to the signals collected by each sensor and determine the current driving mode; Among them, the driving modes include photovoltaic direct drive mode, hybrid mode and range extender mode; In the photovoltaic direct drive mode, the electric energy generated by the photovoltaic power generation system directly drives the output side to achieve power output; In the hybrid mode, the electric energy generated by the photovoltaic power generation system and the battery drives the output side to achieve power output; In the range extender mode, the output side is driven by the internal combustion engine unit to achieve power output.

[0008] Preferably, if the photovoltaic power generation is greater than the demand of the front axle main drive motor, it enters the photovoltaic direct drive mode, and while driving, the remaining energy is fed back to the energy storage side through the energy router for charging; If the photovoltaic power generation is less than or equal to the demand of the front axle main drive motor and the battery SOC is greater than the preset minimum threshold, it enters the hybrid mode, and the energy router controls the energy storage side to discharge and supplement energy synchronously to ensure driving continuity; If the photovoltaic power generation is less than or equal to the demand of the front axle main drive motor and the battery SOC is less than the preset minimum threshold, it enters the range extender mode, and the output side is driven by the internal combustion engine unit to achieve power output.

[0009] Preferably, when the photovoltaic irradiance ≥ 800 W / m 2 and the vehicle speed > 60 km / h, it is judged to enter the photovoltaic direct drive mode, and the photovoltaic electric energy is boosted to 600 V by a three-level Boost DC / DC and directly drives the front axle main drive motor; When 500 W / m 2 ≤ photovoltaic irradiance < 800 W / m 2 and the battery SOC is greater than the preset minimum threshold, it enters the hybrid mode.

[0010] Preferably, the photovoltaic array of the photovoltaic power generation system adopts flexible perovskite-silicon tandem, and is bonded to the roof and window curves through 3D printed conductive adhesive, with a coverage area of more than 65% of the vehicle body surface area.

[0011] Preferably, the real-time temperature of the photovoltaic panel of the photovoltaic array is collected by a temperature sensor and sent to the central controller. The central controller executes the following rules according to the preset temperature range: When the temperature T of the photovoltaic panel ≥ 45 °C, control the liquid cooling pump of the liquid cooling system to start and adjust its coolant flow rate to 2 L / min to achieve rapid cooling; When the temperature of the photovoltaic panel is 35 °C ≤ T < 45 °C and the current liquid cooling inlet and outlet temperature difference ΔT ≥ 15 °C, control the liquid cooling pump to run at a low speed of 1 L / min to maintain temperature stability; When the temperature T of the photovoltaic panel < 35 °C, control the liquid cooling system to close to reduce energy consumption; Among them, the heat absorbed by the liquid cooling system enters the integrated thermoelectric module, and energy conversion is started according to the refrigeration / heating requirements in the vehicle: under the condition of effective heat generation, the thermoelectric module preferentially supplies energy to the air conditioner compressor; if there is sufficient surplus power in the system, the excess output of the thermoelectric module is fed back to the DC bus to improve the overall vehicle energy utilization rate.

[0012] Preferably, the photovoltaic power generation system is connected to the energy router through a DC / DC boost module; The MPPT control algorithm built in the photovoltaic power generation system adopts a "look-up table preset + perturbation fine-tuning" strategy: First, the initial working point is set by looking up the table according to the temperature and light intensity, and then the output voltage direction and step size are fine-tuned in real time by the perturbation-observation method; among them, the direction of perturbation is automatically judged according to the power change, and the step size is adaptively adjusted according to the power gain.

[0013] Preferably, the energy router is based on a dual-active bridge topology structure, supports dynamic regulation in a wide voltage range of 200 - 800V, and is equipped with a SiC MOSFET module; the energy storage side also includes a super capacitor, the battery undertakes the main energy storage and supports fast charging at a rate of 10C; the super capacitor provides instantaneous power compensation, preferentially absorbs the pulsed current of regenerative braking energy recovery, and reduces the battery cycle loss.

[0014] Preferably, the central controller is specifically used for: Obtain the current vehicle speed and throttle opening in real time through the vehicle speed sensor and throttle opening sensor; Determine the current torque distribution strategy by looking up the table according to the current vehicle speed range; Control the hydraulic clutch pressure according to the current torque distribution strategy to determine whether the rear axle motor is connected and its working intensity: among them, when the hydraulic clutch pressure is: 0 Bar: The rear axle auxiliary motor is disconnected, and only the front axle main drive motor drives; 1 Bar: The rear axle auxiliary motor participates in cooperation at low speed; 1.5 Bar: High torque output, suitable for high-speed climbing and acceleration conditions.

[0015] Preferably, the central controller is also specifically used for: Obtain the remaining energy storage of the battery collected by the battery SOC sensor, and obtain the photovoltaic power generation potential collected by the photovoltaic irradiance sensor; Fuse the high-precision navigation map and the IMU inertial measurement unit to predict the average slope and slope section distribution of the road in the next N kilometers; Real-time identify the vehicle density in the lane through the camera and radar, calculate the congestion index, identify the high-frequency start-stop conditions, and obtain the predicted average vehicle speed; Based on the comprehensive average slope, slope section distribution, and congestion index, the minimum threshold of the current battery is dynamically calculated according to the following formula :

[0016] wherein, is the lower limit value of the reference SOC, is the average slope of the future path, is the cumulative length of the uphill section; is the cumulative length of the downhill section; is the predicted average vehicle speed; is the total mass of the current vehicle, is the weight coefficient, used to adjust the influence of each factor on the SOC; is the correction term for the high-load state; is the correction term for the congestion state, determined according to the congestion index.

[0017] An embodiment of the present invention also provides a hybrid vehicle, which includes the photovoltaic-dual motor hybrid system as described above.

[0018] In summary, this embodiment has at least the following advantages: Photovoltaic direct drive mode: The photovoltaic electric energy is directly delivered to the motor through the DC / DC converter, bypassing the battery charge and discharge link, and improving the energy utilization efficiency.

[0019] Dual motor time-sharing multiplexing: The front axle main drive motor (permanent magnet synchronous motor) and the rear axle auxiliary motor (switched reluctance motor) are adopted to realize the decoupling of the driving, power generation, and recovery functions, and improve the overall efficiency of the system.

[0020] Curved surface flexible photovoltaic module: The flexible perovskite-crystalline silicon laminated material is adopted, and the 3D printed conductive adhesive is used to bond with the curved surfaces of the roof and windows, and the coverage area reaches more than 65% of the vehicle body surface area, maximizing the photovoltaic power generation.

[0021] Dynamic control logic based on multi-dimensional threshold and look-up table: The mode switching module matches the preset threshold table in real time according to the SOC, irradiance, and slope, and forcibly switches to the photovoltaic direct drive, hybrid, or charging mode; the torque distribution module determines the output ratio of the dual motors through the vehicle speed-torque look-up table, and the hydraulic clutch controls the intervention of the rear axle. Description of the Drawings

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required in the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as a limitation of the scope. For those of ordinary skill in the art, other related drawings can also be obtained based on these drawings without creative efforts.

[0023] Figure 1 The following is a schematic structural diagram of a photovoltaic-double motor hybrid power system provided by an embodiment of the present invention; Figure 2 The following is a flowchart of the torque coordination control of the double motors provided by an embodiment of the present invention; Figure 3 The following is a flowchart of the energy flow in the photovoltaic direct drive mode provided by an embodiment of the present invention; Figure 4 The following is a flowchart of the linkage between the photovoltaic and the thermal management provided by an embodiment of the present invention. Specific Embodiments

[0024] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. 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.

[0025] Please refer to Figure 1 , a first embodiment of the present invention provides a photovoltaic-double motor hybrid power system, which includes: An input side, including a photovoltaic power generation system and an internal combustion engine-generator set, and the input side is connected to a storage side and an output side through an energy router.

[0026] In this embodiment, the photovoltaic power generation system includes a photovoltaic array and its control system. Among them, the photovoltaic panels of the photovoltaic array adopt flexible perovskite-silicon laminates (bendable ±30 0 ), and are bonded to the roof and window surfaces through 3D printed conductive adhesives, covering an area of more than 65% of the vehicle body surface area. In this way, the photovoltaic power generation power can be maximized without affecting the vehicle body design.

[0027] In this embodiment, referring to Table 1, the MPPT control algorithm built into the control system adopts a "look-up table preset + perturbation fine-tuning" strategy.

[0028] Table 1 Photovoltaic MPPT Control Voltage Look-up Table

[0029] Specifically, the control system first sets the initial working point by looking up the table according to the temperature and light intensity, and then adjusts the output voltage direction and step size in real time through the perturbation-observation method to achieve high-precision dynamic tracking.

[0030] Among them, in the lookup table preset stage: The system obtains the maximum power point voltage (MPP voltage) closest to the current environment from the built-in photovoltaic performance lookup table according to the real-time measured light intensity and temperature parameters, and uses it as the initial operating point to quickly approach the optimal output. In the perturbation fine-tuning stage: Based on the initial operating point, a small voltage adjustment is performed using the perturbation-observation method (P&O). If the output power increases, the current perturbation direction is maintained; otherwise, it is adjusted in the opposite direction to gradually approach the maximum power point.

[0031] In this embodiment, the perturbation direction is automatically determined according to the power change, and the step size can be adaptively adjusted according to the power gain to ensure the balance between tracking accuracy and convergence speed.

[0032] Specifically, the perturbation step size can be dynamically adjusted according to the power change amplitude: When the change is large, the tracking is accelerated; when the change is small, the step size is reduced to reduce the steady-state fluctuation. When the power change after perturbation is lower than the set threshold, it is considered that the maximum power point has been converged, and the current state is maintained; if the light environment suddenly changes, the lookup table initialization is re-executed to ensure the dynamic response ability.

[0033] In this embodiment, the design of the above photovoltaic power generation system has the advantages of fast start-up response and small steady-state fluctuation, and is suitable for the working conditions where the light changes frequently during vehicle operation.

[0034] In this embodiment, a hybrid power system is adopted in terms of power. The internal combustion engine is used as a backup energy source and is only started when the battery SOC is less than the preset threshold or in case of extreme power demand (range extender). During operation, the alternating current generated by the internal combustion engine driving the generator is converted into 600V direct current by a high-frequency rectifier and is merged into the energy router on the same bus as the photovoltaic power.

[0035] In this embodiment, the energy storage side includes lithium batteries and supercapacitors. Among them, the lithium battery can be, for example, a lithium titanate battery, which undertakes the main energy storage (capacity ≥ 30kWh) and supports fast charging at a 10C rate (only 8 minutes are required for SOC 0-80%). The supercapacitor plays a role in instantaneous power compensation (peak power 200kW / 5s), preferentially absorbs the pulsed current of regenerative braking energy recovery, and reduces the battery cycle loss.

[0036] In this embodiment, the energy router, as the intelligent power distribution core, is based on the dual active bridge (DAB) topology structure, supports dynamic regulation in the wide voltage range of 200 - 800V, and is equipped with an SiC MOSFET module. Its functions include: Voltage self-adaptation: Dynamically match the output voltages of the photovoltaic, battery, and supercapacitor through the IGBT module (adjustment in the range of 200 - 800V).

[0037] Priority control: According to the instructions of the central controller, preferentially drive the motor directly with the photovoltaic power (bypassing the battery charge and discharge links).

[0038] Bi-directional energy flow: It supports the distribution of electric energy from any input source (photovoltaic / internal combustion engine) to any load (motor / battery / power grid).

[0039] The output side includes a main drive motor for the front axle and an auxiliary motor for the rear axle.

[0040] In this embodiment, a dual-motor drive system is adopted on the output side. Among them, the main drive motor for the front axle is used as the main motor, and a permanent magnet synchronous motor (peak power 150kW, continuous power 80kW) can be adopted to drive the front wheels through a two-speed transmission.

[0041] The working modes include: driving mode (receiving the electric energy output of the energy router); generating mode (recovering kinetic energy during coasting / braking).

[0042] The auxiliary motor for the rear axle is used as an auxiliary motor, and a switched reluctance motor (peak power 50kW, continuous power 30kW) can be adopted to be directly connected to the rear wheels.

[0043] Its functions include: driving enhancement (forming a four-wheel drive mode with the front axle motor during rapid acceleration); power regulation (regulating the voltage fluctuation of the photovoltaic DC bus through field weakening control).

[0044] The central controller is signal-connected to the energy router and is configured to be able to control the energy router to output energy to the main drive motor for the front axle or the auxiliary motor for the rear axle according to the signals collected by each sensor and determine the current driving mode; Among them, the driving mode includes a photovoltaic direct drive mode, a hybrid mode, and an extended range mode; In the photovoltaic direct drive mode, the electric energy generated by the photovoltaic power generation system directly drives the output side to achieve power output; In the hybrid mode, the electric energy generated by the photovoltaic power generation system and the battery drives the output side to achieve power output; In the extended range mode, the output side is driven by the internal combustion engine set to achieve power output.

[0045] In this embodiment, the central controller can play a role in controlling energy output. In terms of energy output, on the one hand, it can control the energy output to the main drive motor for the front axle or the auxiliary motor for the rear axle, and on the other hand, it can also control whether the photovoltaic power generation system, the internal combustion engine or the generator is used as the energy source.

[0046] In terms of controlling energy output, the central controller obtains the vehicle speed and throttle opening in real time through the vehicle speed sensor and throttle opening sensor as key control inputs, calculates the current total torque demand in real time, and controls the energy output to the main drive motor for the front axle or the auxiliary motor for the rear axle.

[0047] Specifically, as shown in Table 2 and Figure 2As shown, the central controller first looks up the table to match the torque ratio and determines the current torque distribution strategy according to the current vehicle speed range (divided into 0–30, 30–60, >60) by looking up the table.

[0048] Table 2 Dual-motor Torque Distribution Lookup Table

[0049] The result of looking up the table is used to control the hydraulic clutch pressure (0–1.5 Bar), determining whether the rear-axle motor is connected and its working intensity: 0 Bar: The rear axle is disconnected, and only the front-axle main motor drives. 1 Bar: The rear axle participates in coordination at low speed. 1.5 Bar: The rear axle outputs high torque to adapt to high-speed climbing and acceleration conditions.

[0050] In terms of controlling the energy source, the central controller first determines the current working mode according to the signals collected by each sensor, and then drives according to the working mode.

[0051] Refer to Table 3: Table 3 Working Mode Switching Threshold Table

[0052] If the photovoltaic power generation is greater than the demand of the front-axle main drive motor, the photovoltaic direct drive mode is carried out, and while driving, the remaining energy is fed back to the energy storage side through the energy router for charging.

[0053] For example, refer to Figure 3 , when the photovoltaic irradiance is greater than or equal to 800 W / m 2 and the vehicle speed is greater than 60 km / h, it is judged that the photovoltaic direct drive mode is activated. The photovoltaic electric energy is boosted to 600 V through a three-level Boost DC / DC and directly drives the front-axle main drive motor. At the same time, the remaining energy will be fed back to the energy storage side through the energy router for charging.

[0054] If the photovoltaic power generation is less than or equal to the demand of the front-axle main drive motor and the battery SOC is greater than the preset threshold, the hybrid mode is entered, and the energy router controls the energy storage side to discharge and supplement energy synchronously to ensure driving continuity.

[0055] For example, when 500 W / m 2 ≤photovoltaic irradiance < 800 W / m 2 and the battery SOC is greater than 40%, the hybrid mode is entered. At this time, the energy router controls the energy storage side to discharge and supplement energy synchronously to ensure driving continuity.

[0056] If the photovoltaic power generation is less than or equal to the demand of the front axle main drive motor and the battery SOC is less than the preset minimum threshold, the vehicle enters the range extender mode, and the internal combustion engine group drives the output side to achieve power output.

[0057] In this embodiment, the minimum threshold is a dynamic threshold that adaptively changes according to various actual situations.

[0058] In a specific embodiment, to improve the energy safety margin under special working conditions such as mountainous areas and slopes, the minimum threshold can be determined in the following way: First, obtain the key input signals collected in real time through the following sensors: Battery SOC sensor: reflecting the remaining energy storage; Photovoltaic irradiance sensor: monitoring the potential of photovoltaic power generation; Gradient sensor + navigation module: judging the gradient change of the current or upcoming road section; Speed sensor: assisting in decision-making in combination with power demand.

[0059] Then, the central controller fuses the high-precision navigation map (gradient resolution 0.1%) with the IMU inertial measurement unit (model ADXL355) to predict the average gradient and gradient section distribution (including the total length of uphill / downhill) of the road in the next 5 kilometers. In addition, the camera (AR0234) and radar (ARS540) are used to identify the vehicle density in the lane in real time, calculate the congestion index, and identify high-frequency start-stop working conditions.

[0060] The central controller is also specifically used for: Obtain the remaining energy storage of the battery collected by the battery SOC sensor, and obtain the potential of photovoltaic power generation collected by the photovoltaic irradiance sensor; Fuse the high-precision navigation map with the IMU inertial measurement unit to predict the average gradient and gradient section distribution of the road in the next N kilometers; Identify the vehicle density in the lane in real time through the camera and radar, calculate the congestion index, and identify high-frequency start-stop working conditions to obtain the predicted average vehicle speed; Based on the average gradient, gradient section distribution, and congestion index, dynamically calculate the current minimum threshold of the battery according to the following formula :

[0061] Among them, is the reference SOC lower limit value, is the average gradient of the future path, is the cumulative length of the uphill section; is the cumulative length of the downhill section; is the predicted average vehicle speed; is the current total vehicle mass, is the weight coefficient, used to adjust the influence of each factor on SOC; is the correction term for high load state; is the correction term for congestion state, determined according to the congestion index.

[0062] The above embodiments comprehensively consider the future road slope characteristics, driving conditions and load conditions, and realize the dynamic optimization control of the SOC threshold. Its control logic is: when it is predicted that there is a large slope or a long uphill section, the system automatically increases the SOC threshold to increase energy reserve; if it is predicted that there is a long downhill or congestion condition, the threshold is appropriately lowered to release the battery space to receive the recovered energy and improve energy efficiency.

[0063] Through the above formula modeling strategy, the energy management system can realize the adaptive adjustment of the battery working threshold in multiple scenarios without relying on the AI model, significantly improving the intelligent level of energy distribution of the whole vehicle under complex road conditions.

[0064] The following further describes some preferred embodiments of the present invention.

[0065] On the basis of the above embodiments, in a preferred embodiment of the present invention, it further includes: A thermal management linkage system for realizing liquid cooling heat dissipation of the photovoltaic panel.

[0066] Among them, referring to Figure 4 , the real-time temperature of the photovoltaic panel of the photovoltaic array is collected by a temperature sensor and sent to the central controller. The central controller executes the following rules according to the preset temperature range: When the temperature T of the photovoltaic panel ≥ 45°C, control the liquid cooling system to turn on, and adjust the coolant flow rate to 2 L / min to achieve rapid cooling; When the temperature of the photovoltaic panel is in the range of 35°C ≤ T < 45°C and the current liquid cooling inlet and outlet temperature difference ΔT ≥ 15°C, the liquid cooling pump runs at a low speed of 1 L / min to maintain the temperature stability; When the temperature T of the photovoltaic panel < 35°C, control the liquid cooling system to turn off to reduce energy consumption; Among them, the heat absorbed by the liquid cooling system enters the integrated thermoelectric module, and energy conversion is started according to the in-vehicle cooling / heating demand: under the condition of effective heat generation, the thermoelectric module preferentially supplies energy to the air-conditioning compressor; if the system has sufficient remaining power, the excess output of the thermoelectric module is fed back to the DC bus to improve the energy utilization rate of the whole vehicle.

[0067] This mechanism couples the microchannel liquid cooling plate with the thermoelectric module, reducing the efficiency decay rate of the photovoltaic module from 25% at high temperature to about 7%, significantly improving the power generation performance of the system.

[0068] In summary, this embodiment has at least the following advantages: Photovoltaic direct drive mode: The photovoltaic electric energy is directly delivered to the motor through a DC / DC converter, bypassing the battery charging and discharging links, and improving the energy utilization efficiency.

[0069] Dual-motor time-sharing multiplexing: The front axle main drive motor (permanent magnet synchronous motor) and the rear axle auxiliary motor (switched reluctance motor) are adopted to decouple the driving, power generation and recovery functions, and improve the overall efficiency of the system.

[0070] Curved flexible photovoltaic module: A flexible perovskite-silicon laminated material is used, and it is bonded to the curved surfaces of the roof and windows through 3D printed conductive glue. The coverage area reaches more than 65% of the vehicle body surface area, maximizing the photovoltaic power generation.

[0071] Dynamic control logic based on multi-dimensional threshold and look-up table: The mode switching module matches the preset threshold table in real time according to SOC, irradiance and slope, and forcibly switches to the photovoltaic direct drive, hybrid or charging mode; the torque distribution module determines the output ratio of the dual motors by looking up the speed-torque table, and the rear axle is controlled to intervene by the hydraulic clutch.

[0072] The second embodiment of the present invention also provides a hybrid vehicle, which includes the photovoltaic-dual motor hybrid system as described above.

[0073] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A photovoltaic - dual - motor hybrid power system, characterized in that, Including: An input side, including a photovoltaic power generation system and an internal combustion engine set, and the input side is connected to an energy storage side and an output side through an energy router; The energy storage side includes a battery; The output side includes a front axle main drive motor and a rear axle auxiliary motor; A central controller, which is signal-connected to the energy router and is configured to control the energy router to output energy to the front axle main drive motor or the rear axle auxiliary motor according to the signals collected by each sensor and determine the current driving mode; Wherein, the driving mode includes a photovoltaic direct drive mode, a hybrid mode and an extended range mode; In the photovoltaic direct drive mode, the electric energy generated by the photovoltaic power generation system directly drives the output side to achieve power output; In the hybrid mode, the electric energy generated by the photovoltaic power generation system and the battery drives the output side to achieve power output; In the extended range mode, the internal combustion engine set drives the output side to achieve power output.

2. The photovoltaic-double motor hybrid power system according to claim 1, wherein If the photovoltaic power generation power is greater than the demand of the front axle main drive motor, it enters the photovoltaic direct drive mode, and while driving, the surplus energy is fed back to the energy storage side through the energy router for charging; If the photovoltaic power generation power is less than or equal to the demand of the front axle main drive motor and the battery SOC is greater than the preset minimum threshold, it enters the hybrid mode, and the energy router controls the energy storage side to discharge and supplement energy synchronously to ensure driving continuity; If the photovoltaic power generation power is less than or equal to the demand of the front axle main drive motor and the battery SOC is less than the preset minimum threshold, it enters the extended range mode, and the internal combustion engine set drives the output side to achieve power output.

3. The photovoltaic - dual - motor hybrid power system according to claim 1, characterized in that, When the photovoltaic irradiance ≥ 800 W / m 2 and the vehicle speed > 60 km / h, it is determined that the vehicle enters the photovoltaic direct drive mode, and the photovoltaic electric energy is boosted to 600 V by a three-level Boost DC / DC converter to directly drive the front axle main drive motor; When the photovoltaic irradiance is 500 W / m 2 ≤ and less than 800 W / m 2 and the battery SOC is greater than the preset minimum threshold, then it enters the hybrid mode.

4. The photovoltaic - dual - motor hybrid power system according to claim 1, characterized in that, The photovoltaic array of the photovoltaic power generation system adopts a flexible perovskite-crystalline silicon laminate, which is bonded to the roof and window curves through 3D printing conductive glue, and the coverage area reaches more than 65% of the vehicle body surface area.

5. The photovoltaic - dual - motor hybrid power system according to claim 4, wherein, The real-time temperature of the photovoltaic panel of the photovoltaic array is collected by a temperature sensor and sent to the central controller, and the central controller executes the following rules according to the preset temperature range: When the temperature T of the photovoltaic panel ≥ 45 °C, control the liquid cooling pump of the liquid cooling system to start and adjust its coolant flow rate to 2 L / min to achieve rapid cooling; When the temperature of the photovoltaic panel is 35 °C ≤ T < 45 °C and the current liquid cooling inlet and outlet temperature difference ΔT ≥ 15 °C, control the liquid cooling pump to run at a low speed of 1 L / min to maintain temperature stability; When the temperature T of the photovoltaic panel < 35 °C, control the liquid cooling system to close to reduce energy consumption; Among them, the heat absorbed by the liquid cooling system enters the integrated thermoelectric module, and energy conversion is started according to the in-vehicle cooling / heating demand: under the condition of effective heat generation, the thermoelectric module preferentially supplies energy to the air conditioner compressor; if the system has sufficient surplus power, the excess output of the thermoelectric module is fed back to the DC bus to improve the overall vehicle energy utilization rate.

6. The photovoltaic - dual - motor hybrid power system according to claim 1, characterized in that, The photovoltaic power generation system is connected to the energy router through a DC / DC boost module; The MPPT control algorithm built in the photovoltaic power generation system adopts a "look-up table preset + perturbation fine-tuning" strategy: The "look-up table preset + perturbation fine-tuning" strategy first sets the initial operating point by looking up the table according to the temperature and light intensity, and then adjusts the output voltage direction and step size in real time through the perturbation-observation method. Among them, the direction of perturbation is automatically judged according to the power change, and the step size is adaptively adjusted according to the power gain.

7. The photovoltaic - dual - motor hybrid power system according to claim 1, wherein, The energy router is based on a dual-active-bridge topology structure, supports dynamic regulation in a wide voltage range of 200 - 800V, and is equipped with an SiC MOSFET module. The energy storage side also includes a super capacitor. The battery undertakes the main energy storage and supports fast charging at a rate of 10C. The super capacitor provides instantaneous power compensation, preferentially absorbs the pulsed current of regenerative braking energy recovery, and reduces the battery cycle loss.

8. The photovoltaic - dual - motor hybrid power system according to claim 1, wherein, The central controller is specifically used for: Obtaining the current vehicle speed and throttle opening in real time through the vehicle speed sensor and throttle opening sensor; Determining the current torque distribution strategy by looking up the table according to the current vehicle speed range; Controlling the hydraulic clutch pressure according to the current torque distribution strategy to determine whether the rear axle motor is connected and its working intensity: Among them, when the hydraulic clutch pressure is: 0 Bar: The rear axle auxiliary motor is disconnected, and only the front axle main drive motor drives; 1 Bar: The rear axle auxiliary motor participates in cooperation at a low speed; 1.5 Bar: High torque output is provided to adapt to high-speed climbing and acceleration conditions.

9. The photovoltaic - dual - motor hybrid power system according to claim 1, wherein The central controller is also specifically used for: Obtaining the remaining energy storage of the battery collected by the battery SOC sensor and the photovoltaic power generation potential collected by the photovoltaic irradiance sensor; Predicting the average slope and slope section distribution of the road in the next N kilometers through the fusion of a high-precision navigation map and an IMU inertial measurement unit; Identifying the vehicle density in the lane in real time through the camera and radar, calculating the congestion index, and identifying high-frequency start-stop conditions; Based on the comprehensive average slope, slope section distribution, and congestion index, the lowest threshold of the current battery is dynamically calculated according to the following formula : wherein, is the reference SOC lower limit value, is the average slope of the future path, is the cumulative length of the uphill section; is the cumulative length of the downhill section; is the predicted average vehicle speed; is the current total vehicle mass, is the weight coefficient used to adjust the influence of each factor on SOC; is the high-load state correction term; is the congestion state correction term, which is determined according to the congestion index.

10. A hybrid vehicle, characterized in that, Including the photovoltaic-dual motor hybrid system according to any one of claims 1 to 9.

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