CN102069798B - Control device and control method for parallel mild hybrid power motorcycle - Google Patents

Abstract

The invention provides a control device for a parallel mild hybrid motorcycle, which belongs to the technical field of hybrid motorcycles. It solves the problem that the output and operation of the existing hybrid electric motorcycle engine and the electric motor are not optimized. The control device of the present invention comprises a vehicle ECU, a battery, an accelerator opening sensor, a vehicle speed sensor, an engine speed sensor and a brake position sensor, the vehicle ECU is connected with an engine ECU, a motor ECU and a battery manager, and the motor ECU is connected with a The frequency converter and the battery manager are connected to the control terminal of the battery, and the output terminal of the battery is connected to the power supply terminal of the frequency converter. The control method of the present invention comprises the following steps: ignition and starting; reading vehicle condition signals; braking and energy recovery; judging battery power; judging vehicle working conditions; and controlling power output by the ECU of the whole vehicle. The invention can optimize the total power output and running performance of engine power and electric motor power.

Description

A control device and control method for a parallel mild hybrid electric motorcycle

technical field

The invention belongs to the technical field of motorcycles, and relates to a parallel mild hybrid motorcycle, in particular to a control device and a control method for the parallel mild hybrid motorcycle.

Background technique

Hybrid vehicles are used to reduce fuel consumption and curb pollution due to the emission of harmful substances. The known hybrid power is the combined power of the engine and the motor, which can be divided into three combinations according to the different combination methods:

The first type is series hybrid, the engine only drives the current generator to generate electricity, the current generator charges the battery, and the battery provides power to drive the motor to drive the wheels to rotate, so the driving scheme is completely influenced by the motor. The advantage of this solution is that it allows substantially low consumption when the engine only needs to provide average power and operates in a fixed and optimized state.

The second type is parallel hybrid, in which the engine and motor are connected to the drive wheels through their respective transmission mechanisms, the engine power is provided by fuel, and the motor power is provided by batteries. Hybrids send both engine power and electric motor power to the drive wheels. Meanwhile, a hybrid vehicle has a structure in which an engine is assisted by using a motor, thereby reducing fuel consumption while suppressing pollution due to emission of harmful substances.

The third type is a serial mixing of the above two structures. Parallel hybrid is to connect the motor to the engine crankshaft in parallel, and drive the crankshaft to rotate together with the engine. The crankshaft is connected to the drive shaft in the power transmission device through the transmission and the reduction gear. The electric machine in this scheme acts as starter motor, motor and generator.

The control devices of the above-mentioned three kinds of hybrid electric vehicles use the throttle opening sensor and the vehicle speed sensor to perform detection and control. When the vehicle is running, the throttle opening sensor detects the amount of operation of the driver on the throttle opening, and the vehicle speed sensor detects the vehicle speed. The detection signal of the throttle opening and the detection signal of the vehicle speed are used to control the work of the engine and the motor. Since the maximum rotational speed of the electric motor is different from that of the engine, the engine and the electric motor in the control device have no effective combination, and the total power output and running performance of the engine power and the electric motor power have not been optimized. In addition, the battery in this hybrid vehicle needs to be charged and discharged frequently, which has no protection for the battery.

Contents of the invention

In view of the above-mentioned problems in the prior art, the present invention proposes a control device and a control method for a parallel mild hybrid electric motorcycle. After the control device and the control method cooperate, the total power output of the engine power and the motor power can be combined The running performance is optimized.

The present invention is achieved through the following technical solutions: a control device for a parallel mild hybrid electric motorcycle, comprising a vehicle ECU, a battery, an accelerator opening sensor and a vehicle speed sensor connected to the vehicle ECU, characterized in that the The control device also includes an engine speed sensor and a brake position sensor connected to the vehicle ECU. The vehicle ECU is also connected to the engine ECU for controlling the engine, the motor ECU for controlling the motor, and the battery management for controlling the charging and discharging of the battery. The inverter is connected to the motor ECU, the battery manager is connected to the control terminal of the above-mentioned battery, the output terminal of the battery is connected to the power supply terminal of the inverter, and the accelerator opening sensor, vehicle speed sensor, engine speed sensor and brake position sensor will detect The electrical signal is sent to the vehicle ECU, and the vehicle ECU processes the received signal and sends control commands to the engine ECU, motor ECU and battery manager. The engine ECU controls the engine according to the control commands, and the motor ECU controls the inverter according to the control commands. To control the motor speed, the battery manager controls the charging and discharging of the battery according to the control command and does not start the engine when the power is insufficient.

After receiving the sensor signal, the ECU of the whole vehicle compares the accelerator opening signal and the vehicle speed signal, correctly judges the operating condition of the vehicle at this time, calculates the power required under the current working condition, and controls the battery, motor and engine. In the working state, the driving power required under this working condition is provided. If it is detected that the battery power is insufficient, the engine will not be started to prevent the battery from excessive power consumption, thereby affecting the battery life. When accelerating, the engine outputs power while the motor also outputs power, which improves the acceleration performance of the vehicle. When decelerating, the resistance generated by the motor is used as a braking force, and the motor generates power to charge the battery and recover energy.

In the above control device for a parallel mild hybrid electric motorcycle, the sum of the output power of the engine and the output power of the motor is close to the maximum output power of the engine. The electric motor is only assisting, relying on the electric motor to provide the additional power needed for acceleration and climbing grades. The result is an increase in overall efficiency without sacrificing performance.

In the control device of the above-mentioned parallel mild hybrid motorcycle, until the engine speed reaches the first speed, the first speed is 4000rpm, the engine speed sensor transmits the speed signal to the vehicle ECU, and the vehicle ECU responds to the After the signals are compared, a control command is sent to the motor ECU, and the motor ECU controls the speed of the motor to increase with the increase of the engine speed according to the control command; when the engine speed exceeds the first speed and reaches the second speed, the second speed is 9000rpm, and the motor ECU According to the control instruction, the rotational speed of the electric motor is controlled to decrease as the rotational speed of the engine increases, and when the rotational speed of the engine reaches a second rotational speed, the rotational speed of the electric motor is zero. This control method is used to control the sum of the engine power and the motor power close to the maximum output power of the engine. After the engine speed exceeds the first speed, the motor power is reduced as the engine speed increases so that the combined output power of the engine does not exceed the original output power. The maximum output power of the engine, and the additional output power is increased by the electric motor when the engine starts to improve the acceleration performance of the vehicle.

In the above-mentioned control device of a parallel mild hybrid electric motorcycle, the battery manager stops starting the motor when receiving a signal of insufficient power; stops charging when receiving a signal of full battery power. Through this battery management method, the battery is protected and the service life of the battery is improved.

In the control device of the above-mentioned parallel mild hybrid electric motorcycle, when the vehicle ECU receives the brake signal sent by the brake position sensor, the motor ECU controls the motor to generate electricity and stores it in the battery through the frequency converter. According to the usual ratio of regenerative braking, the resistance generated when the motor generates electricity is used for braking, so a part of the braking energy can be recovered.

In the above-mentioned control device of the parallel mild hybrid electric motorcycle, the vehicle ECU, the engine ECU, the motor ECU and the battery manager use the CAN line for mutual information transmission.

A control method for a parallel mild hybrid motorcycle, characterized in that the control method comprises the following steps:

1) Ignition start: Turn on the power switch, after the vehicle ECU detects the ignition signal, the battery manager detects the battery power, when the battery power is sufficient, the motor starts the engine; when the battery power is insufficient, the motor does not start the engine;

2) Read in the vehicle condition signal: after the engine is started, the vehicle ECU sequentially receives the accelerator opening signal, the engine speed signal and the vehicle speed signal sent by the accelerator opening sensor, the engine speed sensor and the vehicle speed sensor, and the brake signal transmitted by the brake position sensor. Signal;

3) Braking and energy recovery: When the vehicle ECU judges that the braking signal is an emergency braking signal, the original mechanical braking system or hydraulic braking system on the motorcycle; when the vehicle ECU judges that the braking signal is non-emergency When the braking signal is applied, the motor ECU controls the motor to generate electricity, and the battery manager controls the charging of the battery to recover the braking energy;

4) Judgment of battery power: When the ECU of the vehicle does not detect the brake signal transmitted by the brake position sensor, the battery manager detects the power of the battery again. Judging the running state of the vehicle based on the vehicle speed signal; when the battery power is insufficient, the starting of the engine is terminated;

5) Judgment of the working condition of the whole vehicle: when it is detected that the accelerator opening signal and the vehicle speed signal are unchanged, it is a constant speed working condition; when it is detected that the accelerator opening signal is increasing, it is an acceleration working condition; When the vehicle speed signal becomes larger, it is the post-acceleration working condition; in the post-acceleration working condition, when it is detected that the current vehicle speed signal is greater than or equal to the preset vehicle speed signal, the acceleration of the whole vehicle ends, the motor stops electric power, and the whole vehicle switches to the constant speed working condition ; When the accelerator opening signal is decreasing and the vehicle speed signal is decreasing, it is the deceleration working condition; when the accelerator opening signal is detected to be unchanged, the vehicle speed signal is decreasing and the vehicle speed signal is still greater than the preset vehicle speed signal, it is the post-deceleration working condition; In the rear deceleration condition, when the vehicle speed signal decreases and the current vehicle speed signal is less than or equal to the preset vehicle speed signal, the motor stops generating power, and the whole vehicle switches to a constant speed condition; it is detected that the accelerator opening signal remains unchanged, and the vehicle speed signal is increasing , and the current vehicle speed signal is greater than the preset vehicle speed signal, it is a downhill condition;

6) The vehicle ECU controls the power output: when the vehicle ECU judges the working condition of the vehicle, the engine speed is controlled by the engine ECU, the required speed of the motor is calculated according to the current speed of the engine, and the motor speed is controlled by the motor ECU; When the motor generates electricity to charge the battery, the motor outputs power in the acceleration condition and the post-acceleration condition, and the motor generates power to recover energy in the deceleration condition, the post-deceleration condition and the downhill condition; changes in these conditions During the process, the accelerator opening sensor, engine speed sensor and vehicle speed sensor transmit the real-time detected signals to the vehicle ECU to realize the cycle.

The preset vehicle speed signal is the value of the vehicle speed signal preset according to the magnitude of the accelerator opening. As the accelerator opening becomes larger, the value of the vehicle speed signal becomes larger. In this way, the current vehicle speed signal is compared with the value of the vehicle speed signal. When the current vehicle speed signal value is equal to the preset vehicle speed signal, the working condition of the whole vehicle From the rear acceleration condition or the rear deceleration condition to enter the constant speed condition. Since the battery needs to be detected before starting, during the driving process, every time the throttle opening sensor and other sensors are detected to change, the battery power will be detected again. If the battery power is insufficient, the engine will stop working to prevent The battery is over-discharged, therefore, this control method can improve the service life of the battery.

Compared with the prior art, the control device of the parallel mild hybrid motorcycle has the following advantages:

1. In addition to the accelerator opening sensor and vehicle speed sensor, this control device also uses an engine speed sensor and a brake position sensor. The signals sent from these four sensors to the vehicle ECU can be used to judge various vehicle conditions of the vehicle. According to the condition of the vehicle, the ECU of the whole vehicle calculates the output speed of the motor according to the speed of the engine, and the judgment is more accurate. After cooperating with this control method, the total power output and operating performance of the engine power and the motor power can be optimized, and the performance of the whole vehicle is improved. efficiency without sacrificing overall vehicle performance.

2. The control device uses the motor to recover the braking energy during braking to reduce the fuel consumption of the vehicle. When recycling, the electricity generated by the motor recoils into the battery through the capacitor in the inverter, and the circuit structure is simplified.

3. In addition to testing the battery before starting, this control method also needs to detect the battery power in real time during the exercise. If the battery power is insufficient, the engine will stop working to prevent the battery from over-discharging. Therefore, the battery life is improved. service life.

Description of drawings

Fig. 1 shows the schematic diagram of the control device of the parallel mild hybrid electric motorcycle.

Figure 2 shows the schematic diagram of the communication structure between the vehicle control units.

Figure 3 shows an example diagram of the combined output power of a hybrid motorcycle.

Fig. 4 shows an example diagram of the control strategy logic of the vehicle control device.

In the figure, 1. Vehicle ECU; 2. Accelerator opening sensor; 3. Vehicle speed sensor; 4. Engine speed sensor; 5. Brake position sensor; 6. Meter; 7. Engine; 8. Engine ECU; 9. Motor ECU ; 10. Battery manager; 11. Battery; 12. Inverter; 13. Motor.

Detailed ways

The following are specific embodiments of the present invention, and further describe the technical solution of the present invention in conjunction with the accompanying drawings, but the present invention is not limited to these embodiments.

As shown in Figure 1, the control device of the parallel mild hybrid motorcycle includes the vehicle ECU, the battery, the accelerator opening sensor 2 connected to the vehicle ECU 1, the vehicle speed sensor 3, the engine speed sensor 4 and the brake position sensor 5 As well as the instrument 6 for displaying vehicle performance data, the vehicle ECU 1 is also connected with an engine ECU 8 for controlling the engine 7, a motor ECU 9 and a battery manager 10, the battery manager 10 is used to control the charging and discharging of the battery 11, The battery manager 10 is connected to the control terminal of the battery 11, the output terminal of the battery 11 is connected to the power supply terminal of the frequency converter 12, the output terminal of the frequency converter 12 is connected to the motor, and the motor 13 is connected in parallel to the crankshaft of the engine 7, and the crankshaft of the engine 7 Connect with the rear wheel of whole vehicle by clutch and deceleration mechanism, motor ECU 9 is connected with the control terminal of frequency converter 12, is used for controlling motor 13 by frequency converter 12. This motor 13 is used as a starter motor when starting, as a motor when accelerating, and as a generator when going downhill or decelerating. This motor 13 is a common ISG motor on the market. Accelerator opening sensor 2, vehicle speed sensor 3, engine 7 speed sensor 4 and brake position sensor 5 send the detected electrical signal to the vehicle ECU 1, and the vehicle ECU 1 processes the received signal to the engine ECU 8 and motor ECU 9 and the battery manager 10 issue control commands, the engine ECU 8 controls the engine 7 according to the control commands, the motor ECU 9 controls the motor 13 by controlling the frequency converter 12 according to the control commands, and the battery manager 10 controls the charging and discharging of the battery 11 according to the control commands.

After the vehicle ECU 1 receives the sensor signal, it compares the accelerator opening signal and the vehicle speed signal, and correctly judges the vehicle operating condition at this time. required driving power. When the acceleration working condition is reached, the motor 13 also outputs power while the engine 7 outputs power, so as to improve the acceleration performance of the whole vehicle. In the deceleration mode, the motor 13 generates electricity to charge the battery 11 to recover energy.

Specifically, as shown in Figure 2, the vehicle ECU 1, the engine ECU 8, the motor ECU 9 and the battery manager 10 use the CAN line for mutual information transmission.

Motor 13 control node: used to connect the motor ECU 9, the motor ECU 9 sends information related to the start of the motor 13 to the CAN line and receives various activation command signals from the same line;

Engine 7 control node: used to connect to the engine ECU 8, which sends information related to the engine 7 to the CAN line and receives various activation command signals from the same line;

Meter 6 display node: used to connect to the meter 6, the meter 6 sends the information related to the display of the meter 6 to the CAN line and receives various signals from the same line, and transmits the signal after selection.

Battery 11 control node: used to connect to the battery manager 10, which sends information related to its charging status to the CAN line and receives various command and control input signals.

Vehicle control unit node: used to connect to the vehicle ECU, the device receives signals sent from the motor ECU 9, engine ECU 8, instrument 6 and battery manager 10 from the CAN line and sends various commands and control signals to each device.

The ECU 1 of the whole vehicle reads the signals sent by the engine 7 speed sensor 4, accelerator opening sensor 2, vehicle speed sensor 3 and brake position sensor 5 through the CAN line every other time, and converts the signals, and at the same time the signal received by the instrument 6 It is also passed into the vehicle ECU 1. According to the comparative analysis of the received signal according to the control program, the engine ECU 8 controls the engine 7 to work, and the motor ECU 9 controller controls the motor 13 to work with the engine 7 to improve the acceleration performance of the vehicle.

Since the motor 13 is the auxiliary power, the sum of the output power of the engine 7 and the output power of the motor 13 is close to the maximum output power of the engine 7 . As shown in Figure 3, until the speed of the engine 7 reaches the first speed, the first speed is 4000rpm, the engine speed sensor 4 transmits the speed signal to the vehicle ECU 1, and the vehicle ECU 1 compares the signal and sends a control command to The motor ECU 9, the motor ECU 9 controls the speed of the motor 13 according to the control command to increase with the increase of the engine 7 speed; when the speed of the engine 7 exceeds the first speed and reaches the second speed, the second speed is 9000rpm, and the motor ECU 9 according to the control command The rotational speed of the motor 13 is controlled to decrease as the rotational speed of the engine 7 increases, and when the rotational speed of the engine 7 reaches the second rotational speed, the rotational speed of the electrical machine 13 is zero.

In order to protect the battery 11 and prolong the service life of the battery 11, the battery manager 10 stops the motor 13 from starting when receiving a signal of insufficient power; and stops charging when receiving a signal that the battery 11 is fully charged.

When the vehicle ECU 1 receives the brake signal sent by the brake position sensor 5, the motor ECU 9 controls the motor 13 to generate electricity and stores it in the battery 11. The engine ECU 8 and the motor ECU 9 output the drive signals (SU, SV, SW) obtained according to the control signal and the voltage of the battery 11 to the motor 13. The motor 13 is driven or regenerated by sending drive signals (SU, SV, SW) to the three-phase coils of U phase, V phase, and W phase, and the torque of the motor 13 is output to the driving wheels or the battery 11 is charged by regeneration . According to the usual regenerative braking ratio, the resistance generated when the motor 13 generates electricity is used for braking, so a part of the braking energy can be recovered. If it is emergency braking, use mechanical brake or hydraulic brake.

As shown in Figure 4, the control method of the parallel mild hybrid electric motorcycle includes the following steps:

1) Ignition start: turn on the power switch, after the vehicle ECU 1 detects the ignition signal, the battery manager 10 detects the electric quantity of the battery 11, and when the electric quantity of the battery 11 is sufficient, the motor 13 starts the engine 7; when the electric quantity of the battery 11 is insufficient, The motor 13 does not start the engine 7;

2) Read in the vehicle condition signal: after the engine 7 is started, the vehicle ECU 1 sequentially receives the accelerator opening signal, engine speed signal, vehicle speed signal and brake signal sent by the accelerator opening sensor 2, engine speed sensor 4 and vehicle speed sensor 3. The braking signal transmitted by the position sensor 5;

3) Braking and energy recovery: When the vehicle ECU 1 judges that the braking signal is an emergency braking signal, the original mechanical braking system or hydraulic braking system on the motorcycle is used; when the vehicle ECU 1 judges that the braking signal is When there is no emergency braking signal, the motor ECU 9 controls the motor 13 to generate electricity, and the battery manager 10 controls the charging of the battery 11 to recover the braking energy;

4) Judgment of battery 11 power level: When the vehicle ECU 1 does not detect the brake signal transmitted by the brake position sensor 5, the battery manager 10 detects the power level of the battery 11 again. The opening degree signal, the engine speed signal and the vehicle speed signal judge the vehicle condition running state; when the battery 11 is insufficient, the starting of the engine 7 is terminated;

5) Judgment of the working condition of the whole vehicle: when it is detected that the accelerator opening signal and the vehicle speed signal are unchanged, it is a constant speed working condition; when it is detected that the accelerator opening signal is increasing, it is an acceleration working condition; When the vehicle speed signal becomes larger, it is the post-acceleration working condition; in the post-acceleration working condition, when it is detected that the current vehicle speed signal is greater than or equal to the preset vehicle speed signal, the acceleration of the whole vehicle ends, the motor 13 stops electric power, and the whole vehicle switches to the uniform speed working condition. When it is detected that the accelerator opening signal is decreasing and the vehicle speed signal is decreasing, it is a deceleration working condition; when the accelerator opening signal is detected to be unchanged, the vehicle speed signal is decreasing and the vehicle speed signal is still greater than the preset vehicle speed signal, it is a post-deceleration working condition ; In the rear deceleration working condition, when the vehicle speed signal decreases and the current vehicle speed signal is less than or equal to the preset vehicle speed signal, the motor 13 stops generating power, and the whole vehicle switches to the constant speed working condition; the throttle opening signal is detected unchanged, and the vehicle speed signal is at becomes larger, and the current vehicle speed signal is greater than the preset vehicle speed signal, it is a downhill condition;

6) The vehicle ECU 1 controls the power output: when the vehicle ECU 1 judges the working condition of the vehicle, it controls the engine 7 speed through the engine ECU 8, and the required speed of the motor 13 is calculated according to the current speed of the engine 7, and is passed through the motor ECU 9 Control the rotating speed of the motor 13; when the vehicle is at a constant speed, the motor 13 generates electricity to charge the battery 11, and when the acceleration condition and the post-acceleration condition, the output power of the motor 13, when the deceleration condition, the rear deceleration condition and the downhill condition, The motor 13 generates electricity and recovers energy; during the change of these working conditions, the accelerator opening sensor 2, the engine speed sensor 4 and the vehicle speed sensor 3 transmit the real-time detected signals to the vehicle ECU 1 to realize the cycle.

Claims (1)

1. A control method for a parallel mild hybrid electric motorcycle, characterized in that the control method may further comprise the steps: 1) Ignition start: Turn on the power switch, after the vehicle ECU (1) detects the ignition signal, the battery manager (10) detects the power of the battery (11), and when the power of the battery (11) is sufficient, the motor (13) starts Engine (7); when the battery (11) is insufficient, the motor (13) does not start the engine (7); 2) Read in the vehicle condition signal: after the engine (7) starts, the vehicle ECU (1) sequentially receives the accelerator opening sensor (2), the engine speed sensor (4) and the accelerator opening transmitted by the vehicle speed sensor (3) signal, engine (7) rotational speed signal and vehicle speed signal, and the brake signal transmitted by the brake position sensor (5); 3) Braking and energy recovery: When the vehicle ECU (1) judges that the braking signal is an emergency braking signal, the original mechanical braking system or hydraulic braking system on the motorcycle brakes; 1) When it is judged that the braking signal is not an emergency braking signal, the motor ECU (9) controls the motor (13) to generate electricity, and the battery manager (10) controls the charging of the battery (11) to recover the braking energy; 4) Judgment of battery (11) power level: When the vehicle ECU (1) does not detect the brake signal transmitted by the brake position sensor (5), the battery manager (10) detects the power level of the battery (11) again, and the battery ( 11) When the power is sufficient, the ECU (1) of the vehicle judges the running state of the vehicle according to the accelerator opening signal, engine speed signal and vehicle speed signal; when the power of the battery (11) is insufficient, the start of the engine (7) is terminated; 5) Judgment of the working condition of the whole vehicle: when the accelerator opening signal and the vehicle speed signal are detected to be unchanged, it is a constant speed working condition; when the accelerator opening signal is detected to be larger, it is an acceleration working condition; When the vehicle speed signal becomes larger, it is the post-acceleration working condition; in the post-acceleration working condition, when it is detected that the current vehicle speed signal is greater than or equal to the preset vehicle speed signal, the acceleration of the whole vehicle ends, the motor (13) stops electric power, and the whole vehicle switches to Constant speed working condition; deceleration working condition is detected when the accelerator opening signal is decreasing and the vehicle speed signal is decreasing; deceleration working condition is detected when the accelerator opening signal remains unchanged, the vehicle speed signal is decreasing and the vehicle speed signal is still greater than the preset vehicle speed signal Working condition; in the post-deceleration working condition, when the vehicle speed signal decreases and the current vehicle speed signal is less than or equal to the preset vehicle speed signal, the motor (13) stops generating power, and the whole vehicle switches to a constant speed working condition; the detected accelerator opening signal remains unchanged , when the vehicle speed signal is increasing, and the current vehicle speed signal is greater than the preset vehicle speed signal, it is a downhill condition; 6) The vehicle ECU (1) controls the power output: when the vehicle ECU (1) judges the working condition of the vehicle, the engine ECU (8) controls the speed of the engine (7), and the speed required by the motor (13) depends on the engine ( 7) Calculate the current rotation speed, and control the rotation speed of the motor (13) through the motor ECU (9); in the constant speed condition, the motor (13) generates electricity to charge the battery (11); (13) Output power. In deceleration conditions, rear deceleration conditions and downhill conditions, the motor (13) generates power and recovers energy; during the change of these conditions, the throttle opening sensor (2), engine speed sensor (4) and the vehicle speed sensor (3) transmit the real-time detected signal to the vehicle ECU (1) to realize the cycle.

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