WO2022017319A1 - 一种增程式电动车的充电控制方法、系统和电动车 - Google Patents

一种增程式电动车的充电控制方法、系统和电动车 Download PDF

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Publication number
WO2022017319A1
WO2022017319A1 PCT/CN2021/107094 CN2021107094W WO2022017319A1 WO 2022017319 A1 WO2022017319 A1 WO 2022017319A1 CN 2021107094 W CN2021107094 W CN 2021107094W WO 2022017319 A1 WO2022017319 A1 WO 2022017319A1
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Prior art keywords
charging
power
battery
electric vehicle
engine
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PCT/CN2021/107094
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English (en)
French (fr)
Inventor
涂岩恺
陈远
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Xiamen Yaxon Networks Co Ltd
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Xiamen Yaxon Networks Co Ltd
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Priority to US18/006,435 priority Critical patent/US12337819B2/en
Priority to EP21846470.9A priority patent/EP4186737A4/en
Publication of WO2022017319A1 publication Critical patent/WO2022017319A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0666—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to the technical field of electric vehicles, in particular to a charging control method, system and electric vehicle for an extended-range electric vehicle.
  • the energy management strategies adopted by the extended-range electric vehicle include switching type, segment type and power follower type.
  • the power following method greatly reduces the charging and discharging process.
  • the power generated by the generator driven by the engine directly drives the motor, so the engine power is always approximately equal to the driving power required by the vehicle.
  • the engine works at the lowest power point in the preset high-efficiency range, and the excess power is used to charge the battery; when the driving power is large and the maximum power in the high-efficiency range of the engine is not enough, the battery is discharged and supplemented.
  • This power following method ensures that the engine can operate in a high-efficiency power range for a long time, but this method cannot ensure that the SOC of the battery can be maintained within a certain range.
  • some auxiliary strategies need to be added, and the battery must be forced to charge when the SOC is low. . Due to forced charging, the engine operation may exceed the high-efficiency power range. Therefore, the traditional power-following energy management may improperly select the timing of charging the battery, which may increase the energy consumption.
  • the present invention provides a charging control method, a system and an electric vehicle for an extended-range electric vehicle, which can reduce the time proportion of the engine running in a non-high-efficiency interval for charging the battery, with better economy. .
  • the technical solution adopted by the present invention to solve the technical problem is: a charging control method for an extended-range electric vehicle, comprising: presetting a first threshold value and a second threshold value, and the first threshold value is greater than the second threshold value; and performing the following steps:
  • the controller detects the power of the battery
  • the controller judges the power of the battery, when the power of the battery is lower than the first threshold and higher than the second threshold, the next step is entered; when the power of the battery is lower than the second threshold, the controller controls the battery to be Forced charging, return to step 1) after charging;
  • the controller judges whether P v +Pb 1 >P u is satisfied, where P v , Pb 1 and P u are the current vehicle driving power demand, the minimum battery charging power demand and the maximum power value of the engine in the high-efficiency operating range, respectively , if no, it is the best charging time, control the engine to increase the power to P u , charge the battery with the power P u -P v , and return to step 1) after charging; if so, do not charge and go to the next step;
  • step 4) Predict the best charging timing according to the terrain conditions ahead or the road environment, and perform charging at the best charging timing, and return to step 1) after charging.
  • step 4 the controller predicts the predicted power demand P' v for driving the vehicle in front terrain or road environment, and judges whether P' v +Pb 1 >P u is satisfied, if not , then when the vehicle reaches the road ahead, when P′ v +Pb 1 ⁇ P u is satisfied, it is the best charging time, and charging starts; otherwise, no charging is performed.
  • the controller controls to forcibly charge the battery to the first threshold if there is no optimal charging timing in the terrain ahead or road environment, and the power of the battery is lower than the second threshold.
  • the estimation method of the predicted power demand P′ v is as follows:
  • the traction force change caused by the gradient is:
  • N′ i N+mgV( ⁇ i - ⁇ 0 )/W max ;
  • m is the mass of the vehicle
  • g is the acceleration of gravity
  • the speed limit information obtained from the electronic horizon at point j ahead becomes V j , then the vehicle speed is replaced with V j , and correspondingly, the predicted load
  • the power added due to cornering is:
  • the total added power is:
  • R is the turning radius and a is the turning angle.
  • a charging control system for an extended-range electric vehicle comprising an engine, a generator, a motor, a battery and a controller; the generator is connected with the motor, the battery and the engine, and the controller is connected with the engine and the generator; the controller is also connected with an electronic
  • the horizon system is connected to obtain the terrain situation or road environment in front of the vehicle, and the above-mentioned charging control method for an extended-range electric vehicle is used to control the engine to drive the generator to charge the battery.
  • An extended-range electric vehicle includes a vehicle body, and also includes the above-mentioned charging control system for an extended-range electric vehicle installed in the vehicle body.
  • the method, system and electric vehicle of the present invention can combine the electronic horizon information to predict the best charging timing for the extended-range electric vehicle (REEV), so as to ensure that the engine runs in the high-efficiency power range when charging the battery, and has better performance. economy.
  • REEV extended-range electric vehicle
  • the method, system and electric vehicle of the present invention can directly determine the optimal charging timing based on the current vehicle driving power demand, the minimum charging power demand of the battery and the maximum power value in the high-efficiency operating range of the engine, or combined with the terrain or road ahead. Predicted power demand for vehicle drives in the environment predicts optimal charging timing for optimal energy management.
  • the calculation of the power prediction demand can be calculated according to the obtained change information of the terrain ahead or the road environment, including gradient, speed limit change and curve change, etc. Prediction of optimal charging timing for road conditions.
  • the method, system and electric vehicle of the present invention can also be expanded according to the actual situation, that is, if there are other factors that change the power demand of the vehicle in the information of the road ahead that the electronic horizon can provide, it can be calculated by the influence of this factor on the power. Corresponding power forecast demand.
  • FIG. 1 is a structural block diagram of an extended-range electric vehicle according to an embodiment of the present invention.
  • Fig. 2 is the relationship diagram of speed limit V j and gradient ⁇ i from the electronic horizon system according to an embodiment of the present invention
  • FIG 3 is a graph of speed limit V j , gradient ⁇ i , turning radius and turning angle from an electronic horizon system according to an embodiment of the present invention.
  • a charging control system for an extended-range electric vehicle of the present invention is provided with a controller, an engine, a generator, a motor and a battery, etc.
  • the generator is connected to the motor and the battery, and the motor is used to drive and decelerate or differential operation.
  • the controller ie APU
  • the controller is connected with the engine and the generator, and directly drives the motor by controlling the power generated by the engine to drive the generator, or controls the engine to drive the generator to charge the battery.
  • the controller is also connected with the electronic horizon system, and is used to obtain the terrain situation in front of the vehicle or the road environment of the electronic horizon system.
  • the controller adopts the charging control method of the extended-range electric vehicle of the present invention according to the predictive condition of the terrain ahead, and performs predictive control on the charging of the remaining power SOC of the battery, which can ensure that even when charging the battery to a greater extent , the engine also runs in the high-efficiency power range.
  • the electronic horizon in the present invention includes map data, GPS/Beidou positioning and forward search engine, etc. It is characterized in that the positioning latitude and longitude position of the vehicle and the forward direction information of the vehicle are analyzed according to the GPS/Beidou satellite positioning system. It searches for the geographic information in front of the vehicle, and transmits the geographic information ahead to the controller through the CAN bus or the Ethernet bus.
  • the information that this system needs to use includes information such as slope information, curve information, speed limit information, etc., which are closely related to changes in vehicle power demand, such as terrain or road environment.
  • a charging control method for an extended-range electric vehicle of the present invention includes: presetting a first threshold and a second threshold, the first threshold is an optional charging threshold, the second threshold is a mandatory charging threshold, and the first threshold is greater than
  • the selection of the second threshold, the first threshold and the second threshold can be set as required, without limitation; and perform the following steps:
  • the controller detects the power of the battery
  • the controller judges the power of the battery, when the power of the battery is lower than the first threshold and higher than the second threshold, the controller does not immediately increase the engine power to control the battery charge, but enters the next step;
  • the controller controls the forced charging of the battery, and returns to step 1) after charging;
  • the controller judges whether P v +Pb 1 >P u is satisfied, where P v , Pb 1 and P u are the current vehicle driving power demand, the minimum battery charging power demand and the maximum power value of the engine in the high-efficiency operating range, respectively , if no, it is the best charging time, control the engine to increase the power to P u , charge the battery with the power P u -P v , and return to step 1) after charging; if so, do not charge and go to the next step;
  • step 4) Predict the best charging timing according to the terrain conditions ahead or the road environment, and perform charging at the best charging timing, and return to step 1) after charging.
  • the controller predicts the best charging timing, which specifically includes: predicting the predicted power demand P′ v for driving the vehicle in the terrain situation ahead or the road environment, and judging whether P′ v +Pb 1 >P is satisfied u , if not, when the vehicle reaches the road ahead and satisfies P′ v +Pb 1 ⁇ P u , it is the best time to charge and starts charging; otherwise, no charging is performed.
  • the controller controls the forced charging of the battery until The battery SOC reaches the first threshold.
  • the calculation of the predicted power of the present invention is derived from the vehicle power stability formula. If the terrain situation ahead or the road environment has gradient changes, the power prediction demand P′ v is estimated as follows:
  • N′ i N+mgV( ⁇ i - ⁇ 0 )/W max ;
  • m is the mass of the vehicle and g is the acceleration of gravity.
  • the power added due to cornering is:
  • the total added power is:
  • R is the turning radius and a is the turning angle.
  • the present invention can also be expanded according to the actual situation, that is, if there are other factors that change the power demand of the vehicle in the information of the road ahead provided by the electronic horizon, the influence of the factors on the power can be disclosed, known and axiomed. formula to calculate the corresponding power forecast demand.
  • the present invention also proposes an extended-range electric vehicle, including a vehicle body and the above-mentioned charging control system for the extended-range electric vehicle installed in the vehicle body.
  • the charging control system adopts the charging control method of the extended-range electric vehicle of the present invention, and controls the generator to drive the generator to charge the battery, so as to ensure that the engine runs in a high-efficiency power range when charging the battery, and has better economy.
  • the method and device of the present invention can predict the reasonable charging timing for the extended-range electric vehicle (REEV) according to the electronic horizon information, reduce the time proportion of the engine running in the non-energy-efficient range for charging the battery, and have better economic performance. sex.
  • REEV extended-range electric vehicle
  • the charging control system of the extended-range electric vehicle based on the charging control method of the extended-range electric vehicle of the present invention is composed of a controller, an engine, a generator, a motor, a battery and other components.
  • the controller is an electronic component, and the electronic horizon
  • the system is a database system that can provide vehicles with accurate real-time information of the road ahead.
  • the electronic horizon system can obtain various dynamic data and actual road data such as speed limit information, traffic lights, construction sites, obstacles, etc. of the road ahead.
  • the controller can obtain the terrain or road environment in front of the vehicle by connecting with the electronic horizon system, and the present invention directly judges the best charging timing through the current vehicle driving power demand, the minimum charging power demand of the battery and the maximum power value in the high-efficiency operating range of the engine, or Optimal energy management can be achieved by predicting the optimal charging timing in combination with the predicted power demand of the vehicle driving in the terrain ahead or the road environment.
  • the present invention is easy to realize industrially, and various components such as a controller, an engine, a generator, a motor and a battery are industrially easy to process and have industrial practicability.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

一种增程式电动车的充电控制方法、系统和电动车，该控制方法包括预设第一阈值和第二阈值；并执行如下步骤：当电池的电量低于第二阈值时，对电池进行强制充电；当电池的电量低于第一阈值且高于第二阈值时，进入后续步骤，判断是否满足Pv+Pb1＞Pu，其中，Pv、Pb1和Pu分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至Pu，对电池以功率Pu-Pv进行充电，若是，则不进行充电，而是根据前方地形情或道路环境预测最佳的充电时机进行充电。基于上述充电控制方法，能够预测增程式电动车的最佳充电时机，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。

Description

一种增程式电动车的充电控制方法、系统和电动车 技术领域
本发明涉及电动车技术领域，特别是涉及一种增程式电动车的充电控制方法、系统和电动车。
背景技术
目前，增程式电动车(REEV)采用的能量管理策略有开关式、分段式和功率跟随式等。其中功率跟随法大大减少了充放电过程，其在一定的发动机高效能的功率区间内，由发动机带动发电机生成的功率直接驱动电机，因此发动机功率始终约等于车辆行驶需要的驱动功率；当车辆需求的驱动功率很低时，发动机按预先设定的高效能区间的最低功率点工作，多余的功率给电池充电；当驱动功率很大，发动机高效能区间的最高功率不够时，电池放电补充。
这种功率跟随法方法，保证了发动机能长期处于高效能的功率区间运行，但这种方法不能保证电池的SOC能维持在一定区间，通常需要增加一些辅助策略，在电池低SOC时要强制充电。由于强制充电，可能造成发动机运行超出高效功率区间，因此传统的功率跟随式能量管理，在对电池充电时机上选择不当，而可能增大能耗。
发明内容
为解决现有技术中存在的技术问题，本发明提供了一种增程式电动车的充电控制方法、系统和电动车，可以减少发动机为了给电池充电而运行在非高效能区间的时间占比，具有更好的经济性。。
本发明解决其技术问题所采用的技术方案是：一种增程式电动车的充电控制方法，包括：预设第一阈值和第二阈值，且第一阈值大于第二阈值；并执行如下步骤：
1)控制器检测电池的电量；
2)控制器对电池的电量进行判断，当电池的电量低于第一阈值且高于第二阈值时，进入下一步骤；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电，充电后返回步骤1)；
3)控制器判断是否满足P v+Pb 1＞P u，其中，P v、Pb 1和P u分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至P u，对电池以功率P u-P v进行充电，充电后返回步骤1)；若是，则不进行充电，进入下一步骤；
4)根据前方地形情况或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电，充电后返回步骤1)。
作为本发明的一优选方案，在步骤4)中，控制器预测在前方地形情况或道路环境中车辆驱动的功率预测需求P′ v，判断是否满足P′ v+Pb 1＞P u，若否，则车辆到达前方道路后满足P′ v+Pb 1＜P u时，即为最佳充电时机，开始充电；否则不进行充电。
作为本发明的一优选方案，若前方地形情况或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制器控制对电池进行强制充电至第一阈值。
作为本发明的一优选方案，若前方地形情况或道路环境具有坡度变化，所述功率预测需求P′ v估算方法如下：
1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率W max的百分比，从电子地平线获取当前坡度值θ 0和前方坡度值θ i；
2)假设车辆保持相近状态行驶，即车速为V，则在前方坡度θ i的路段,发动机的预测负荷百分比为N′ i，计算得到功率预测需求P′ v＝N′ iW max。
作为本发明的一优选方案，因坡度引起的牵引力变化为：
F s＝mg sin(θ i-θ 0)≈mg(θ i-θ 0)；
功率变化：P＝mgV(θ i-θ 0)；
发动机的预测负荷百分比为：N′ i＝N+mgV(θ i-θ 0)/W max；
其中，m为整车质量，g为重力加速度。
作为本发明的一优选方案，若前方地形情况或道路环境中具有限速变化，从电 子地平线获取前方j点的限速信息变为V j，则车速替换为V j，则对应的，预测负荷百分比N' j为：N' j＝N+mgV j(θ i-θ 0)/W max，功率预测需求P′ v＝N' jW max。
作为本发明的一优选方案，若前方地形情况或道路环境中具有弯道信息，从电子地平线获取前方k点的转弯半径为R k和转弯角度为a k，则
理想状态下的转弯阻力系数f r为：f r＝(V 2/Rg)a；
因弯道增加的功率为：
Figure PCTCN2021107094-appb-000001
总增加的功率为：
Figure PCTCN2021107094-appb-000002
Figure PCTCN2021107094-appb-000003
功率预测需求为P′ v＝N′ kW max；
其中，R为转弯半径，a为转弯角度。
一种增程式电动车的充电控制系统，包括发动机、发电机、电机、电池和控制器；该发电机与电机、电池和发动机相连，该控制器与发动机和发电机相连；控制器还与电子地平线系统连接以获取车辆前方地形情况或道路环境，并采用如上所述的一种增程式电动车的充电控制方法，控制发动机带动发电机对电池充电。
一种增程式电动车，包括车辆本体，还包括安装在所述车辆本体中的如上所述的一种增程式电动车的充电控制系统。
采用上述技术方案，相对于现有技术，本发明取得的有益效果是：
1、本发明的方法、系统和电动车，能够结合电子地平线信息，为增程式电动车(REEV)预测最佳充电时机，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。
2、本发明的方法、系统和电动车，可通过当前车辆驱动功率需求、电池最低充 电功率需求和发动机的高效能运行区间的最大功率值直接判断最佳充电时机，或者再结合前方地形或道路环境中车辆驱动的功率预测需求预测最佳充电时机，实现最佳能量管理。
3、本发明的方法、系统和电动车，其功率预测需求的计算可根据获取到的前方地形或道路环境中的变化信息进行计算，包括有坡度、限速变化和弯道变化等，实现不同路况的最佳充电时机预测。
4、本发明的方法、系统和电动车，还可以根据实际情况进行扩展，即若电子地平线可提供的前方道路信息中有涉及其它改变车辆功率需求的因素，通过该因素对功率的影响来计算对应的功率预测需求。
附图说明
图1是本发明的实施例的增程式电动车结构框图；
图2是本发明的实施例的来自电子地平线系统的限速V j与坡度θ i关系图；
图3是本发明的实施例的来自电子地平线系统的限速V j、坡度θ i、转弯半径和转弯角度关系图。
具体实施方式
下面结合附图及实施例详细说明本发明所述的技术方案。
实施例
参见图1所示，本发明的一种增程式电动车的充电控制系统，设置有控制器、发动机、发电机、电机和电池等，该发电机与电机和电池相连，该电机用于驱动减速器或差速器工作。该控制器(即APU)与发动机和发电机相连，通过控制发动机带动发电机生成的功率直接驱动电机，或者控制发动机带动发电机对电池充电。该控制器还与电子地平线系统相连，用于获取电子地平线系统的车辆前方地形情况或道路环境等。控制器根据前方地形的预测性况，采用本发明的一种增程式电动车的充电控制方法，对电池的剩余电量SOC充电进行预测性控制，能够更大程度上的保证即使在对电池充电时，发动机也运行在高效能功率区间。
本发明中的电子地平线包括地图数据、GPS/北斗定位和前向搜索引擎等，其特点是根据GPS/北斗卫星定位系统解析出车辆的定位经纬度位置，及车辆的前进方向信息，在电子地平线地图上进行车辆前方地理信息的搜索，将前方地理信息通过CAN总线或以太网总线传递给控制器。本系统需要用到的信息包括有坡度信息、弯道信息、限速信息等与车辆功率需求变化紧密相关的地形或道路环境等信息。
本发明的一种增程式电动车的充电控制方法，包括：预设第一阈值和第二阈值，该第一阈值为可选充电阈值，该第二阈值为强制充电阈值，且第一阈值大于第二阈值，第一阈值和第二阈值的选取可根据需要设定，不做限定；并执行如下步骤：
1)控制器检测电池的电量；
2)控制器对电池的电量进行判断，当电池的电量低于第一阈值且高于第二阈值时，控制器不立即增大发动机功率对电池充电控制，而是进入下一步骤；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电，充电后返回步骤1)；
3)控制器判断是否满足P v+Pb 1＞P u，其中，P v、Pb 1和P u分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至P u，对电池以功率P u-P v进行充电，充电后返回步骤1)；若是，则不进行充电，进入下一步骤；
4)根据前方地形情况或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电，充电后返回步骤1)。
其中，在步骤4)中，控制器预测最佳的充电时机，具体包括：预测在前方地形情况或道路环境中车辆驱动的功率预测需求P′ v，判断是否满足P′ v+Pb 1＞P u，若否，则车辆到达前方道路后满足P′ v+Pb 1＜P u时，即为最佳充电时机，开始充电；否则不进行充电。
在步骤4)预测最佳的充电时机过程中，若前方地形情况或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制器控制对电池进行强制充电， 直至电池SOC到达第一阈值。
本发明的预测功率的计算，来源于汽车功率平稳公式。若前方地形情况或道路环境具有坡度变化，功率预测需求P′ v估算方法如下：
1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率W max的百分比，从电子地平线获取当前坡度值θ 0和前方坡度值θ i；
2)假设车辆保持相近状态行驶，即车速基本稳定为V，则在前方坡度θ i的路段，发动机的预测负荷百分比为N′ i，计算得到功率预测需求P′ v＝N′ iW max。
因坡度引起的牵引力变化为：F s＝mgsin(θ i-θ 0)≈mg(θ i-θ 0)；
功率变化：P＝mgV(θ i-θ 0)；
发动机的预测负荷百分比为：N′ i＝N+mgV(θ i-θ 0)/W max；
其中m为整车质量，g为重力加速度。
进一步的，参见图2所示，若前方地形情况或道路环境中除了坡度变化，还具有限速变化，从电子地平线获取前方j点的限速信息变为V j，则到达j点时，将车速替换为V j，则对应的，预测负荷百分比N' j为：N' j＝N+mgV j(θ i-θ 0)/W max，功率预测需求P′ v＝N' jW max。
进一步的，参见图3所示，若前方地形情况或道路环境中还具有弯道信息，即从电子地平线获取前方k点的转弯半径为R k和转弯角度为a k，则
理想状态下的转弯阻力系数f r为：f r＝(V 2/Rg)a；
因弯道增加的功率为：
Figure PCTCN2021107094-appb-000004
总增加的功率为：
Figure PCTCN2021107094-appb-000005
Figure PCTCN2021107094-appb-000006
功率预测需求为P′ v＝N′ kW max；
其中R为转弯半径，a为转弯角度。
本发明在实际应用中，还可以根据实际情况进行扩展，即若电子地平线可提供的前方道路信息中有涉及其它改变车辆功率需求的因素，通过该因素对功率的影响的公开、公知、公理性公式来计算对应的功率预测需求。
参见图1所示，本发明还提出一种增程式电动车，包括车辆本体和安装在所述车辆本体中的如上所述的一种增程式电动车的充电控制系统，该增程式电动车的充电控制系统采用本发明一种增程式电动车的充电控制方法，控制发电机带动发电机对电池充电，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。
本发明的方法和装置，能够根据电子地平线信息，为增程式电动车(REEV)预测合理的充电时机，减少发动机为了给电池充电而运行在非高能效区间的时间占比，有更好的经济性。
上述只是本发明的较佳实施例，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围的情况下，都可利用上述揭示的技术内容对本发明技术方案作出许多可能的变动和修饰，或修改为等同化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均应落在本发明技术方案保护的范围内。
工业实用性
本发明的一种增程式电动车的充电控制方法所依托的增程式电动车的充电控制系统是由控制器、发动机、发电机、电机和电池等部件构成，控制器为电子元器件，电子地平线系统是一种可以为车辆提供前方道路准确的实时信息的数据库系统，利用电子地平线系统能够获取前方道路的限速信息、交通指示灯、建筑工地、障碍物等各类动态数据和实际道路数据，控制器通过与电子地平线系统连接可以获取车辆前方地形或道路环境，本发明通过当前车辆驱动功率需求、电池最低充电功率需求和发动机 的高效能运行区间的最大功率值直接判断最佳充电时机，或者再结合前方地形或道路环境中车辆驱动的功率预测需求预测最佳充电时机，从而实现最佳能量管理。本发明在工业上便于实现，而且控制器、发动机、发电机、电机和电池等各个部件在工业上也便于加工,具有工业实用性。

Claims (9)

  1. 一种增程式电动车的充电控制方法，其特征在于：包括：预设第一阈值和第二阈值，且第一阈值大于第二阈值；并执行如下步骤：
    1)控制器检测电池的电量；
    2)控制器对电池的电量进行判断，当电池的电量低于第一阈值且高于第二阈值时，进入下一步骤；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电，充电后返回步骤1)；
    3)控制器判断是否满足P v+Pb 1＞P u，其中，P v、Pb 1和P u分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至P u，对电池以功率P u-P v进行充电，充电后返回步骤1)；若是，则不进行充电，进入下一步骤；
    4)根据前方地形情况或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电，充电后返回步骤1)。
  2. 根据权利要求1所述的一种增程式电动车的充电控制方法，其特征在于：在步骤4)中，控制器预测在前方地形情况或道路环境中车辆驱动的功率预测需求P′ v，判断是否满足P′ v+Pb 1＞P u，若否，则车辆到达前方道路后满足P′ v+Pb 1＜P u时，即为最佳充电时机，开始充电；否则不进行充电。
  3. 根据权利要求2所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形情况或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制器控制对电池进行强制充电至第一阈值。
  4. 根据权利要求2所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形情况或道路环境具有坡度变化，所述功率预测需求P′ v估算方法如下：
    1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率W max的 百分比，从电子地平线获取当前坡度值θ 0和前方坡度值θ i；
    2)假设车辆保持相近状态行驶，即车速为V，则在前方坡度θ i的路段,发动机
    的预测负荷百分比为N′ i，计算得到功率预测需求P′ v＝N′ iW max。
  5. 根据权利要求4所述的一种增程式电动车的充电控制方法，其特征在于：因坡度引起的牵引力变化为：F s＝mg sin(θ i-θ 0)≈mg(θ i-θ 0)；
    功率变化：P＝mgV(θ i-θ 0)；
    发动机的预测负荷百分比为：N′ i＝N+mgV(θ i-θ 0)/W max；
    其中，m为整车质量，g为重力加速度。
  6. 根据权利要求5所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形情况或道路环境中具有限速变化，从电子地平线获取前方j点的限速信息变为V j，则车速替换为V j，则对应的，预测负荷百分比N′ j为：N′ j＝N+mgV j(θ i-θ 0)/W max，功率预测需求P′ v＝N′ jW max。
  7. 根据权利要求5或6所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形情况或道路环境中具有弯道信息，从电子地平线获取前方k点的转弯半径为R k和转弯角度为a k，则
    理想状态下的转弯阻力系数f r为：f r＝(V 2/Rg)a；
    因弯道增加的功率为：
    Figure PCTCN2021107094-appb-100001
    总增加的功率为：
    Figure PCTCN2021107094-appb-100002
    Figure PCTCN2021107094-appb-100003
    功率预测需求为P′ v＝N′ kW max；
    其中，R为转弯半径，a为转弯角度。
  8. 一种增程式电动车的充电控制系统，包括发动机、发电机、电机、电池和控制器；该发电机与电机、电池和发动机相连，该控制器与发动机和发电机相连；其特征在于：控制器还与电子地平线系统连接以获取车辆前方地形情况或道路环境，并采用如权利要求1至7中任一项权利要求所述的一种增程式电动车的充电控制方法，控制发动机带动发电机对电池充电。
  9. 一种增程式电动车，包括车辆本体，其特征在于：还包括安装在所述车辆本体中的如权利要求8所述的一种增程式电动车的充电控制系统。
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