Energy management strategy of plug-in hybrid electric vehicle based on universal characteristic diagram

Abstract

The invention discloses an energy management strategy of a plug-in hybrid electric vehicle based on a universal characteristic diagram. The strategy is composed of a controller (ECU), an engine, a gear shifting gearbox, a generator, a battery, a motor, a clutch, a reduction gearbox and a transmission mechanism. According to the strategy, an engine, a gear shifting gearbox, a generator, a battery, a motor and a clutch are controlled through an ECU, the multi-mode switching function can be achieved, and the function has seven modes including pure electricity, oil-electricity hybrid power, kinetic energy recovery, direct drive, range extending, range extending charging and range extending kinetic energy recovery. And meanwhile, the intelligent starting and stopping function of the engine can be automatically started and stopped according to the preset SOC value and the whole vehicle demand torque.

Description

Technical Field

[0001] The present invention relates to the field of new energy motorcycles, and in particular to an energy management strategy for plug-in hybrid electric vehicles based on a universal characteristic diagram. Background Art

[0002] With the intensifying global energy crisis and increasingly prominent environmental pollution issues, the automotive industry is facing an increasingly urgent need for energy conservation and emission reduction. The high energy consumption and exhaust emissions of traditional fuel vehicles have become key constraints to their sustainable development. Against this backdrop, plug-in hybrid electric vehicles (PHEVs) have emerged. They combine the zero-emission advantages of pure electric vehicles with the long driving range of traditional fuel vehicles, significantly reducing energy consumption and emissions by optimizing the use of power sources. However, the energy management strategy of a PHEV is central to its performance optimization and directly impacts the vehicle's fuel economy, power, and battery life. Currently, rule-based energy management strategies, while simple and easy to implement, lack adaptability. Strategies based on optimization algorithms, while offering excellent performance, are computationally complex and difficult to implement in real time. Universal characteristic maps, as an intuitive and efficient tool that comprehensively considers the performance characteristics of power components such as the engine and motor, offer a new approach to PHEV energy management. By constructing a universal characteristic map, the optimal operating mode and power distribution of each power source under different operating conditions can be quickly determined, thereby optimizing vehicle performance. Therefore, studying the energy management strategy of plug-in hybrid electric vehicles based on universal characteristic diagram is of great significance for improving the comprehensive performance of PHEV and promoting the development of new energy vehicle technology. Summary of the Invention

[0003] The purpose of this invention is to address energy management strategies that achieve efficient allocation of fuel and electrical energy while balancing power, economy, and emissions. Traditional energy management strategies often rely on rule-driven or model predictive control. The former is limited by empirical thresholds and struggles to adapt to complex operating conditions, while the latter's reliance on high-precision powertrain models increases development complexity and makes it difficult to balance real-time performance with robustness. The universal characteristic map, a "global map" of engine performance, intuitively presents key parameters such as fuel consumption and emissions at different speeds and loads, providing a visual tool for quickly evaluating the performance of engine operating points. Based on this, the PHEV energy management strategy uses real-time vehicle operating conditions (such as speed, acceleration, and battery SOC) and combines the universal characteristic map to quickly locate the engine's high-efficiency zone. It then dynamically coordinates the output allocation between the motor and engine: In low-load scenarios, the motor is prioritized to reduce fuel consumption. During rapid acceleration or when the battery is low, the engine is started and its operating point is optimized to the "low fuel consumption zone" of the universal characteristic map. Meanwhile, the battery is used to smooth power fluctuations. This strategy overcomes the model-dependent and real-time bottlenecks of traditional approaches, providing a more efficient and easier-to-implement energy management solution for PHEVs.

[0004] The present invention solves the above technical problems through the following technical means: The energy management strategy of a plug-in hybrid electric vehicle based on a universal characteristic diagram is characterized in that: the universal characteristic diagram is divided into a rich-battery universal characteristic diagram and a low-battery universal characteristic diagram, wherein the rich-battery universal characteristic diagram includes a pure electric zone, a hybrid zone, and a kinetic energy recovery zone, while the low-battery universal characteristic diagram includes a hybrid zone, a direct drive zone, an extended-range zone, an extended-range charging zone, and an extended-range kinetic energy recovery zone.

[0005] The power system of the plug-in hybrid electric vehicle is composed of nine parts, namely, an ECU (1), an engine (2), a shift gear box (3), a generator (4), a battery (5), an electric motor (6), a clutch (7), a reduction gear box (8), and a transmission mechanism (9); the ECU (1) is respectively connected to the engine (2), the shift gear box (3), the generator (4), the battery (5), the electric motor (6), and the clutch (7) to form a control circuit; the front end of the shift gear box (3) is connected to the engine (2), and the rear end is selectively connected to the generator (4) or the clutch (7); the front end of the battery (5) is connected to the generator (4), and the rear end is connected to the electric motor (6); in addition, when the vehicle gear is in the P gear state, the battery (5) can be charged using a low-voltage AC charging pile or a high-voltage DC charging pile; the front end of the clutch (7) is selectively connected to the shift gear box (3) and the electric motor (6), and the rear end is connected to the reduction gear box (8); the rear end of the reduction gear box (8) is connected to the transmission mechanism (9).

[0006] The strategy obtains the power demand of the system by means of the opening of the accelerator pedal and the opening of the brake pedal. Based on the power demand, the ECU (1) determines the states of the gearbox (3) and the clutch (7) in the hybrid system to control the energy flow. Then, based on the battery state of charge (SOC) and the required power of the entire vehicle, the operating states of the engine (2), the gearbox (3), the generator (4), the battery (5), the motor (6) and the clutch (7) are divided by the universal characteristic diagram and the SOC.

[0007] The pure electric zone is when the vehicle is in a rich power state, the vehicle power demand is greater than or equal to 0, the motor (6) is in a positive power state, the engine (2) is in an off state, and the vehicle power demand is equal to the output power of the motor (6); the energy flow is when the battery (5) supplies power to the motor (6), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) through the reduction gear box (8).

[0008] The oil-electric hybrid zone is when the vehicle is in a high-power state, the power required by the whole vehicle is greater than the output power of the electric motor (6), the engine (2) and the electric motor (6) are both in a maximum output torque state, and the power required by the whole vehicle is equal to the sum of the output power of the engine (2) and the output power of the electric motor (6); the energy flow is that the power of the engine (2) is transmitted to the clutch (7) via the shift gear box (3), wherein the shift gear box (3) is in a direct drive gear, the battery (5) supplies power to the electric motor (6), the power of the electric motor (6) is transmitted to the clutch (7), the oil drive gear and the electric drive gear of the clutch (7) are combined, and the oil-electric hybrid power is transmitted to the transmission mechanism (9) via the reduction gear box (8).

[0009] The kinetic energy recovery zone is when the vehicle is in a state of rich power and in a deceleration or downhill state, the vehicle's required power is less than 0, the motor (6) is in a negative work state, the engine (2) is in a flameout state, and the battery (5) charging power is equal to the motor (6) output power; the energy flow is when the kinetic energy is transmitted to the reduction gearbox (8) via the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) via the clutch (7), and the motor (6) charges the battery (5).

[0010] The direct drive zone is when the engine (2) operates in a high efficiency range, the vehicle's required power is in the output power of the engine (2) in the high efficiency range, the engine (2) is in a positive power state, the electric motor (6) is in a power-off state, and the vehicle's required power is equal to the output power of the engine (2); the energy flow is when the engine (2) power is transmitted to the clutch (7) via the shifting gearbox (3), wherein the shifting gearbox (3) is in a direct drive gear, the oil drive gear of the clutch (7) is engaged, the electric drive gear is disconnected, and the pure oil power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

[0011] The extended range zone is when the vehicle is in a power feeding state, the SOC of the battery (5) is near a preset SOC value, the engine (2) operates in a high efficiency range, the vehicle power requirement is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive power state, the generator (4) output power is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle power requirement; the energy flow is when the power of the engine (2) is transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

[0012] The extended range charging zone is a state where the vehicle is in a feeding state, and the SOC of the battery (5) is near the minimum SOC value of the battery (5), and the engine (2) operates in a high power range, wherein the engine (2) not only provides the system required torque, but also needs to provide additional torque to drive the generator (4) to charge the battery (5), the vehicle required power is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive power state, the output power of the generator (4) is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle required power; the energy flow is the power of the engine (2) transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

[0013] The extended-range kinetic energy recovery zone is a state where the vehicle is in a power-feeding state and is in a deceleration or downhill state, the vehicle's required power is less than 0, the engine (2) is in a positive work state, the motor (6) is in a negative work state, and the charging power of the battery (5) is equal to the sum of the output power of the generator (4) and the output power of the motor (6); the energy flow is that the power of the engine (2) is transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended-range gear, the generator (4) charges the battery (5), the kinetic energy is transmitted to the reduction gearbox (8) via the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) via the clutch (7), and the motor (6) charges the battery (5).

[0014] This technical solution has the following advantages: 1. Using the engine universal characteristic map (Efficiency MAP), the strategy can identify and prioritize the engine operating point in real time to the low fuel consumption, high efficiency range, maximizing the fuel saving potential of traditional power sources and optimizing power distribution. Through intuitive characteristic maps, the optimal operating mode of the engine and electric motor can be quickly determined, improving fuel economy and power performance. 2. By locating the engine's high-efficiency zone in real time, it dynamically optimizes the power system's collaborative efficiency, reduces fuel consumption and emissions, and has strong real-time performance and low computational complexity, making it suitable for real-time control while the vehicle is in motion. 3. Combining operating condition data with battery status, the system intelligently switches driving modes, improving pure electric range and fuel economy, adapting to various operating conditions, and flexibly adjusting energy management strategies according to different driving scenarios to enhance the overall performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1The present invention discloses a vehicle-wide universal characteristic diagram for an energy management strategy of a plug-in hybrid electric vehicle based on the universal characteristic diagram.

[0016] Figure 2 The invention discloses a universal characteristic diagram of a plug-in hybrid electric vehicle based on a universal characteristic diagram for energy management.

[0017] Figure 3 The invention discloses a universal characteristic diagram for feeding a power supply of an energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram.

[0018] Figure 4 The invention discloses an engine universal characteristic diagram of an energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram.

[0019] Figure 5 It is a schematic diagram of the energy flow of the entire vehicle according to the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention.

[0020] Figure 6 It is a schematic diagram of energy flow in the pure electric zone of the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention.

[0021] Figure 7 It is a schematic diagram of energy flow in the hybrid area of ​​the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention.

[0022] Figure 8 It is a schematic diagram of energy flow in the kinetic energy recovery zone of the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention.

[0023] Figure 9 It is a schematic diagram of energy flow in the direct drive area of ​​the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention.

[0024] Figure 10 The diagram is a schematic diagram of energy flow in the extended range of the energy management strategy of a plug-in hybrid electric vehicle based on a universal characteristic diagram according to the present invention.

[0025] Figure 11 The diagram is a schematic diagram of energy flow in the extended-range charging area of ​​the energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram according to the present invention.

[0026] Figure 12 It is a schematic diagram of energy flow in the extended-range kinetic energy recovery zone of the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention. DETAILED DESCRIPTION

[0027] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments: like Figure 1-Figure 3As shown, the energy management strategy of the plug-in hybrid electric vehicle based on the universal characteristic diagram of the present invention is characterized in that: the universal characteristic diagram (such as Figure 1 ) is divided into rich electrical universal characteristic diagram (such as Figure 2 ) and the feed universal characteristic diagram (such as Figure 3 ), where the electric universal characteristic diagrams are pure electric area (such as Figure 2 2 in the area), hybrid area (such as Figure 2 5 zones) and kinetic energy recovery zones (such as Figure 2 1 area), and the power-loss universal characteristic diagrams are the hybrid area (such as Figure 3 6 zones in the ), direct drive zones (such as Figure 3 3 zones in the range), extended range zones (such as Figure 3 5 zones in the range), extended range charging zones (such as Figure 3 2 in the range) and the extended range kinetic energy recovery area (such as Figure 3 Zone 1 in the ).

[0028] like Figure 4 As shown, the power system of the plug-in hybrid electric vehicle is composed of nine parts, namely, an ECU (1), an engine (2), a shift gear box (3), a generator (4), a battery (5), an electric motor (6), a clutch (7), a reduction gear box (8), and a transmission mechanism (9); the ECU (1) is connected to the engine (2), the shift gear box (3), the generator (4), the battery (5), the electric motor (6), and the clutch (7) to form a control circuit; the front end of the shift gear box (3) is connected to the engine (2), and the rear end is selectively connected to the generator (4) or the clutch (7); the front end of the battery (5) is connected to the generator (4), and the rear end is connected to the electric motor (6); the front end of the clutch (7) is selectively connected to the shift gear box (3) and the electric motor (6), and the rear end is connected to the reduction gear box (8); the rear end of the reduction gear box (8) is connected to the transmission mechanism (9).

[0029] like Figure 1-Figure 4 As shown, the strategy obtains the system's power demand through the accelerator pedal opening and the brake pedal opening. Based on the power demand, the ECU (1) determines the state of the shift gearbox (3) and the clutch (7) in the hybrid system to control the energy flow. Then, based on the battery state of charge (SOC) and the required power of the vehicle, the operating state of the engine (2), the shift gearbox (3), the generator (4), the battery (5), the motor (6) and the clutch (7) are divided by the universal characteristic diagram and the SOC.

[0030] like Figure 2 、 Figure 6As shown, the pure electric zone is when the vehicle is in a state of rich power, the power demanded by the whole vehicle is greater than or equal to 0, the motor (6) is in a state of performing positive work, the engine (2) is in a state of being turned off, and the power demanded by the whole vehicle is equal to the output power of the motor (6); the energy flow is when the battery (5) supplies power to the motor (6), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) through the reduction gearbox (8).

[0031] like Figure 1-Figure 5 、 Figure 7 As shown, the hybrid zone is when the vehicle is in a high power state (such as Figure 4 The vehicle's required power is greater than the output power of the motor (6), and both the engine (2) and the motor (6) are in the maximum output torque state. The vehicle's required power is equal to the sum of the output power of the engine (2) and the output power of the motor (6) (e.g. Figure 1 The energy flow is that the power of the engine (2) is transmitted to the clutch (7) via the shift gear box (3), wherein the shift gear box (3) is in the direct drive gear, the battery (5) supplies power to the electric motor (6), the power of the electric motor (6) is transmitted to the clutch (7), the oil drive gear and the electric drive gear of the clutch (7) are combined, and the oil-electric hybrid power is transmitted to the transmission mechanism (9) via the reduction gear box (8).

[0032] like Figure 2 、 Figure 8 As shown, the kinetic energy recovery zone is when the vehicle is in a state of rich power and is in a state of deceleration or downhill, the power demand of the entire vehicle is less than 0, the motor (6) is in a state of doing negative work, the engine (2) is in a state of being turned off, and the charging power of the battery (5) is equal to the output power of the motor (6); the energy flow is when the kinetic energy is transmitted to the reduction gearbox (8) through the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) through the clutch (7), and the motor (6) charges the battery (5).

[0033] like Figure 3 、 Figure 4 、 Figure 9 As shown, the direct drive area is the area where the engine (2) works to a high efficiency range (such as Figure 4 The power demanded by the whole vehicle is in the output power of the high efficiency range of the engine (2), the engine (2) is in a positive working state, the electric motor (6) is in a power-off state, and the power demanded by the whole vehicle is equal to the output power of the engine (2); the energy flow is that the power of the engine (2) is transmitted to the clutch (7) via the shifting gearbox (3), wherein the shifting gearbox (3) is in a direct drive gear, the oil drive gear of the clutch (7) is engaged, the electric drive gear is disconnected, and the pure oil power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

[0034] like Figure 3 、 Figure 4 、 Figure 10 As shown, the extended range area is when the vehicle is in a feeding state, the SOC of the battery (5) is near a preset SOC value, the engine (2) operates in a high efficiency range, the vehicle power requirement is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive work state, the generator (4) output power is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle power requirement; the energy flow is when the power of the engine (2) is transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

[0035] like Figure 3 、 Figure 4 、 Figure 11 As shown, the extended range charging zone is when the vehicle is in a feeding state, and the battery (5) SOC is near the minimum SOC value of the battery (5), and the engine (2) operates in a high power range, wherein the engine (2) not only provides the system required torque, but also needs to provide additional torque to drive the generator (4) to charge the battery (5), and the vehicle required power is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive work state, and the output power of the generator (4) is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle required power; the energy flow is that the power of the engine (2) is transmitted to the generator (4) through the shift gear box (3), wherein the shift gear box (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), and the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) through the reduction gear box (8).

[0036] like Figure 3 、 Figure 4 、 Figure 12As shown, the extended range kinetic energy recovery zone is when the vehicle is in a feeding state and is in a deceleration or downhill state, the vehicle's required power is less than 0, the engine (2) is in a positive work state, the motor (6) is in a negative work state, and the charging power of the battery (5) is equal to the sum of the output power of the generator (4) and the output power of the motor (6); the energy flow is that the power of the engine (2) is transmitted to the generator (4) through the shift gear box (3), wherein the shift gear box (3) is in the extended range gear, the generator (4) charges the battery (5), the kinetic energy is transmitted to the reduction gear box (8) through the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) through the clutch (7), and the motor (6) charges the battery (5).

[0037] The above embodiments are intended only to illustrate the technical solutions of the present invention and are not intended to limit the scope of the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art will appreciate that the technical solutions of the present invention may be modified or replaced with equivalents without departing from the spirit and scope of the technical solutions of the present invention, and such modifications or equivalents are intended to be encompassed by the claims of the present invention. Any techniques, shapes, and structures not described in detail herein are well known.

Claims

1. An energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram, characterized by: The universal characteristic diagram is divided into a rich-battery universal characteristic diagram and a low-battery universal characteristic diagram, wherein the rich-battery universal characteristic diagram includes a pure electric zone, a hybrid zone, and a kinetic energy recovery zone, while the low-battery universal characteristic diagram includes a hybrid zone, a direct drive zone, an extended-range zone, an extended-range charging zone, and an extended-range kinetic energy recovery zone.

2. The energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram according to claim 1, characterized in that: The power system of the plug-in hybrid electric vehicle is composed of nine parts, namely, an ECU (1), an engine (2), a shift gear box (3), a generator (4), a battery (5), an electric motor (6), a clutch (7), a reduction gear box (8), and a transmission mechanism (9); the ECU (1) is respectively connected to the engine (2), the shift gear box (3), the generator (4), the battery (5), the electric motor (6), and the clutch (7) to form a control circuit; the front end of the shift gear box (3) is connected to the engine (2), and the rear end is selectively connected to the generator (4) or the clutch (7); the front end of the battery (5) is connected to the generator (4), and the rear end is connected to the electric motor (6); in addition, when the vehicle gear is in the P gear state, the battery (5) can be charged using a low-voltage AC charging pile or a high-voltage DC charging pile; the front end of the clutch (7) is selectively connected to the shift gear box (3) and the electric motor (6), and the rear end is connected to the reduction gear box (8); the rear end of the reduction gear box (8) is connected to the transmission mechanism (9).

3. The energy management strategy for a plug-in hybrid electric vehicle based on a universal characteristic diagram according to claims 1-2, characterized in that: The strategy obtains the power demand of the system by means of the opening of the accelerator pedal and the opening of the brake pedal. Based on the power demand, the ECU (1) determines the states of the gearbox (3) and the clutch (7) in the hybrid system to control the energy flow. Then, based on the battery state of charge (SOC) and the required power of the entire vehicle, the operating states of the engine (2), the gearbox (3), the generator (4), the battery (5), the motor (6) and the clutch (7) are divided by the universal characteristic diagram and the SOC.

4. The pure electric zone according to claims 1-3, characterized in that: The pure electric zone is when the vehicle is in a rich power state, the vehicle power demand is greater than or equal to 0, the motor (6) is in a positive power state, the engine (2) is in an off state, and the vehicle power demand is equal to the output power of the motor (6); the energy flow is when the battery (5) supplies power to the motor (6), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) through the reduction gear box (8).

5. The hybrid zone according to claims 1-3, characterized in that: The oil-electric hybrid zone is when the vehicle is in a high-power state, the power required by the whole vehicle is greater than the output power of the electric motor (6), the engine (2) and the electric motor (6) are both in a maximum output torque state, and the power required by the whole vehicle is equal to the sum of the output power of the engine (2) and the output power of the electric motor (6); the energy flow is that the power of the engine (2) is transmitted to the clutch (7) via the shift gear box (3), wherein the shift gear box (3) is in a direct drive gear, the battery (5) supplies power to the electric motor (6), the power of the electric motor (6) is transmitted to the clutch (7), the oil drive gear and the electric drive gear of the clutch (7) are combined, and the oil-electric hybrid power is transmitted to the transmission mechanism (9) via the reduction gear box (8).

6. The kinetic energy recovery zone according to claims 1-3, characterized in that: The kinetic energy recovery zone is when the vehicle is in a state of rich power and in a deceleration or downhill state, the vehicle's required power is less than 0, the motor (6) is in a negative work state, the engine (2) is in a flameout state, and the battery (5) charging power is equal to the motor (6) output power; the energy flow is when the kinetic energy is transmitted to the reduction gearbox (8) via the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) via the clutch (7), and the motor (6) charges the battery (5).

7. The direct drive zone according to claims 1-3, characterized in that: The direct drive zone is when the engine (2) operates in a high efficiency range, the vehicle's required power is in the output power of the engine (2) in the high efficiency range, the engine (2) is in a positive power state, the electric motor (6) is in a power-off state, and the vehicle's required power is equal to the output power of the engine (2); the energy flow is when the engine (2) power is transmitted to the clutch (7) via the shifting gearbox (3), wherein the shifting gearbox (3) is in a direct drive gear, the oil drive gear of the clutch (7) is engaged, the electric drive gear is disconnected, and the pure oil power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

8. The extended-range region according to claims 1-3, characterized in that: The extended range zone is when the vehicle is in a power feeding state, the SOC of the battery (5) is near a preset SOC value, the engine (2) operates in a high efficiency range, the vehicle power requirement is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive power state, the generator (4) output power is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle power requirement; the energy flow is when the power of the engine (2) is transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

9. The extended-range charging area according to claims 1-3, characterized in that: The extended range charging zone is a state where the vehicle is in a feeding state, and the SOC of the battery (5) is near the minimum SOC value of the battery (5), and the engine (2) operates in a high power range, wherein the engine (2) not only provides the system required torque, but also needs to provide additional torque to drive the generator (4) to charge the battery (5), the vehicle required power is greater than or equal to 0, the engine (2) and the motor (6) are both in a positive power state, the output power of the generator (4) is equal to the sum of the charging power of the battery (5) and the output power of the motor (6), wherein the charging power of the battery (5) is equal to the difference between the output power of the generator (4) and the vehicle required power; the energy flow is the power of the engine (2) transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended range gear, the generator (4) charges the battery (5), the battery (5) supplies power to the motor (6), the power of the motor (6) is transmitted to the clutch (7), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, and the pure electric power is transmitted to the transmission mechanism (9) via the reduction gearbox (8).

10. The extended-range kinetic energy recovery zone according to claims 1-3, characterized in that: The extended-range kinetic energy recovery zone is a state where the vehicle is in a power-feeding state and is in a deceleration or downhill state, the vehicle's required power is less than 0, the engine (2) is in a positive work state, the motor (6) is in a negative work state, and the charging power of the battery (5) is equal to the sum of the output power of the generator (4) and the output power of the motor (6); the energy flow is that the power of the engine (2) is transmitted to the generator (4) via the shifting gearbox (3), wherein the shifting gearbox (3) is in the extended-range gear, the generator (4) charges the battery (5), the kinetic energy is transmitted to the reduction gearbox (8) via the transmission mechanism (9), the electric drive gear of the clutch (7) is engaged, the oil drive gear is disconnected, the kinetic energy is transmitted to the motor (6) via the clutch (7), and the motor (6) charges the battery (5).

Images