CN114715128B - Stepped overcharge inhibition control method for hybrid electric vehicle and hybrid electric vehicle - Google Patents
Stepped overcharge inhibition control method for hybrid electric vehicle and hybrid electric vehicle Download PDFInfo
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- CN114715128B CN114715128B CN202210260993.0A CN202210260993A CN114715128B CN 114715128 B CN114715128 B CN 114715128B CN 202210260993 A CN202210260993 A CN 202210260993A CN 114715128 B CN114715128 B CN 114715128B
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- 230000005764 inhibitory process Effects 0.000 title claims abstract description 15
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- 230000001629 suppression Effects 0.000 claims 4
- 238000001816 cooling Methods 0.000 abstract description 3
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Classifications
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- 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
- B60W20/14—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 in conjunction with braking regeneration
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- 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
- 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
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- 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
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- 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
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a step-type overcharge inhibition control method of a hybrid electric vehicle and the hybrid electric vehicle, wherein the method combines the current state of the vehicle, the state of a battery SOC, the allowable charge and discharge capacity of the battery, an engine, a generator, a driving motor, a cooling fan and a direct-current PTC heater/electric air conditioner AC, judges whether the current battery SOC of the vehicle exceeds a set high-efficiency available interval of the battery and the actual allowable charge power value of the current battery, segments the battery SOC exceeding the high-efficiency available interval high-limit value and the allowable charge power of the battery, and actively discharges each executor according to a certain priority by using a step control mode to ensure that the battery SOC cannot continuously climb; the method can avoid the danger of battery overcharge under certain special working conditions caused by the deviation of the actuator, balance the power deviation of the power system and effectively protect the service life of the battery.
Description
Technical Field
The invention belongs to the field of overcharge inhibition of hybrid electric vehicles, and particularly relates to a stepped overcharge inhibition control method of a hybrid electric vehicle and the hybrid electric vehicle.
Background
With the increasing environmental pollution and the increasing energy crisis, the automotive industry is undergoing a new energy industry revolution. As the best solution at present, the hybrid electric vehicle has become an important point for research and development of the vehicle due to the characteristics of energy saving, low emission, smoothness, strong practicability and the like. As shown in fig. 1, the hybrid electric vehicle power system is to efficiently combine a high-voltage power battery, a driving motor/generator and an engine together, multiple power sources, the system is complex, and how to efficiently and reliably control the multiple power sources is a key to playing energy conservation and environmental protection.
At present, because a certain torque precision deviation exists between a driving motor and a generator, particularly definable deviation is measured on a motor hub rack in a steady state, and the driving motor and the generator are in a dynamic operation condition on a real vehicle, and the environment is complex. These factors can exacerbate torque bias of the actuator, which can cause system power imbalance, especially during long downhill conditions, when the vehicle is in coasting/braking conditions for long periods of time, or when the engine is driven alone during high speed cruising, and can cause battery overcharge. Therefore, the service life of the battery is not only influenced, but also the battery relay is disconnected abnormally due to over-temperature of the battery in the driving process, and even the risk of fire is triggered.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a stepped overcharge inhibition control method for a hybrid electric vehicle and the hybrid electric vehicle, and solves the problem of overcharge of a battery of the hybrid electric vehicle.
In order to achieve the above purpose, the invention provides a step-type overcharge inhibition control method for a hybrid electric vehicle, comprising the following steps:
(1) First step judgment
Judging whether the current actual SOC of the battery is larger than a first target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a first threshold value; if yes, entering a second step judgment; if not, regulating and limiting the current actual recovery torque of the generator according to the current actually allowed charge and discharge power of the battery;
(2) Second step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a second target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a second threshold value; if not, entering a third step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: fan power consumption, PTC heater/air conditioner AC power consumption, generator dragging engine power consumption, driving motor power consumption, until emergency power down;
(3) Third step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a third target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a third threshold value; if not, entering a fourth step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: PTC heater/air conditioner AC power consumption, generator dragging engine power consumption, driving motor power consumption, until emergency power down;
(4) Fourth step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a fourth target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a fourth threshold value; if not, entering a fifth step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: the generator drags the power consumption of the engine and the power consumption of the driving motor until the emergency power-down;
(5) Fifth step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a fifth target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a fifth threshold value; if yes, judging whether the current vehicle speed is smaller than a preset speed threshold value or not; if the current speed is smaller than the preset speed threshold, the power is suddenly turned off, otherwise, the power consumption of the motor is driven by the generator to drive the motor to consume power;
The first threshold value is less than the second threshold value, less than the third threshold value, less than the fourth threshold value, less than the fifth threshold value.
With the above scheme, the PTC heater/air conditioner AC power consumption includes: if the current temperature is lower than the preset temperature threshold, the PTC heater is started to consume power, otherwise, the air conditioner AC is started to consume power.
In the second step judgment, the PTC heater/the air conditioner AC is low-grade power consumption; in the third step judgment, the PTC heater/air conditioner AC is high-grade power consumption.
In the scheme, in the second step judgment and the third step judgment, the generator drags the engine at a low speed to consume electricity; in the fourth step judgment and the fifth step judgment, the generator drags the engine at a high speed to consume power.
By adopting the scheme, the drive motor torque command is obtained by calculating the overcharge power and dividing the overcharge power by the current motor rotating speed so as to drive the power consumption of the drive motor, and the method specifically comprises the following steps of:
calculating the current actual power P a＝Ia×Va/1000 of the battery according to the current actual current I a of the battery and the current actual voltage V a of the battery; wherein, the current actual current I a is negative when charged and positive when discharged, and the division of the formula by 1000 represents the conversion of power into kilowatt units; acquiring the current allowable short-time charging power P cm of the battery, and calculating the overcharge power P op＝Max(Pcm-Pa, 0);
According to the current actual current I a of the battery and the current allowable maximum charging current I cM of the battery, calculating to obtain the overcharge current I b＝Max(IcM-Ia, 0 of the battery during charging; then, in combination with the current actual voltage V a of the battery, calculating out over-limit power Po I＝Ib×Va/1000 exceeding the current capacity of the battery in the current charging process;
according to the current actual voltage V a of the battery, the current allowable maximum charging voltage V cM of the battery is calculated to obtain the overcharge voltage V b＝Max(Va-VcM, 0 of the battery during charging; then, in combination with the internal resistance value R of the battery at the current ambient temperature, calculating the overrun power Po V＝Vb×Va/(1000X R) which exceeds the voltage capability of the battery in the current charging process;
Based on the above three overcharge condition determinations, the power deviation P err＝Max(Max(PoP,PoI,PoV) of the largest battery exceeding the battery allowable capacity is output, 0), and the power deviation of the overcharge is divided by the current motor rotation speed n c to obtain the power consumption torque command T w＝Perr/nc to the driving motor.
And the first threshold value, the second threshold value, the third threshold value, the fourth threshold value and the fifth threshold value are obtained by interpolation calculation of a maximum charging power meter output by table lookup of different temperatures of the battery and the SOC of the battery.
In the above embodiment, the first, second, third, fourth, and fifth target values are 70%, 80%, 85%, 90%, and 95%, respectively.
The invention also provides a hybrid electric vehicle, which adopts the step-type overcharge inhibition control method of the hybrid electric vehicle.
Compared with the prior art, the invention has the following advantages:
The invention combines the current state of the vehicle, the state of the battery SOC, the allowable charge and discharge capacity of the battery, the engine, the generator, the driving motor, the cooling fan, the direct current PTC heater/the electric air conditioner AC, judges whether the current battery SOC of the vehicle exceeds a set high-efficiency available interval of the battery and the actual allowable charge power value of the current battery, segments the battery SOC exceeding the high-limit value of the high-efficiency available interval and the allowable charge power of the battery, and actively discharges each actuator according to a certain priority by using a step control mode to ensure that the battery SOC cannot continuously climb; the method can avoid the danger of battery overcharge under certain special working conditions caused by the deviation of the actuator, balance the power deviation of the power system and effectively protect the service life of the battery.
Drawings
FIG. 1 is a block diagram of a hybrid electric vehicle powertrain provided in the background of the invention;
FIG. 2 is a schematic flow chart of a control method for step-type overcharge inhibition according to an embodiment of the present invention;
Fig. 3 is a detailed flowchart of a step-type overcharge inhibition control method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. In addition, the technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
The hybrid power system is complex and has a plurality of operation modes, when the torque precision of an actuator (an engine/a generator/a driving motor) deviates, power unbalance can be caused, and the capacity of a hybrid power battery is smaller, so that under some special working conditions, such as long downhill working conditions, even if the system is forbidden to regenerate and recover when the battery is full, the battery is still easy to be overcharged due to the power deviation caused by the torque precision of the actuator, or the engine is independently driven for a long time under the working conditions of high-speed cruising and the like, the motor is always in a follow-up state, even if the whole vehicle controller sends 0Nm to the motor controller, the SOC is increased due to slow charge of the battery, abnormal high-voltage risk of the battery is triggered due to the deviation of the torque precision of the motor, and the service life of the battery is endangered.
In order to better balance the energy of the system, avoid the abnormal overcharging condition caused by the working conditions such as long downhill sliding/braking/engine independently driving cruising, protect the battery, prolong the service life of the battery and balance the power of the power system, the invention provides a step-type overcharging inhibition control method of the hybrid electric vehicle, which combines the current state of the vehicle, the state of the battery SOC, the allowable charge and discharge capacity of the battery, the engine, the generator, the driving motor, the cooling fan, the direct-current PTC heater/the electric air conditioner AC, judging whether the current SOC of the vehicle exceeds a set high-efficiency available interval of the battery and an actual allowable charging power value of the current battery, segmenting the battery SOC exceeding the high-limit value of the high-efficiency available interval and the allowable charging power of the battery, actively discharging each actuator according to a certain priority by using a step control mode, and ensuring that the battery SOC cannot continuously climb. As shown in fig. 2 and 3, the specific steps are as follows:
(1) First step judgment:
in order to judge the actual capacity state of the current battery, judging whether the current actual SOC of the battery is larger than the set first target value by 70% and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a (the value is obtained by interpolation calculation of a maximum charging power meter which is obtained by table look-up output of different temperatures of the battery and the battery SOC), if the conditions are met, entering the next step for judgment, otherwise, dynamically regulating and limiting the current actual recovery torque according to the current actual allowable charging and discharging power of the battery.
(2) Judging a second step:
Monitoring a first step state in real time, judging whether the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC is smaller than the set second target value by 80%, and whether the current short-time allowable charging capacity of the battery is smaller than or equal to b (the value is obtained by interpolation calculation of a maximum charging power meter output by table lookup with different temperatures of the battery and the battery SOC), if the conditions are met, judging whether the current front cabin radiator fan has a fault or not, and starting the fan to consume electric energy; if so, judging whether the current PTC/AC has a fault, if not, and if the current ambient temperature is lower than f, starting the PTC low gear if so, and starting the AC low gear power consumption if so; if the current PTC/AC has faults, judging whether the engine/generator ISG has faults, if the faults do not exist, preferentially enabling the generator ISG to drag the engine to enter series connection, maintaining the rotating speed at N1, consuming the battery capacity, if the engine/generator ISG has faults and the driving motor is overheated or has faults, reminding a driver to enter an emergency power-down mode through an instrument, and if the engine/generator ISC has faults and the driving motor is not overheated and has faults, obtaining a driving motor torque command by dividing the overcharging power by the current motor rotating speed through internal calculation, and carrying out driving power consumption.
Wherein, the internal overcharge power is calculated as follows: the current actual battery power is calculated as P a,Pa＝Ia×Va/1000 based on the current actual battery current I a (negative charge and positive discharge) and the current actual battery voltage V a, where the above division by 1000 represents the conversion of power into kilowatt units. The battery currently allows short-time charging power to be P cm, wherein a positive value represents discharging, a negative value represents charging, and P cm is a negative value; overcharging power P op exceeding the allowable charging power of the battery during charging is obtained by subtracting the current actual power of the battery from the current allowable short-time charging power of the battery, namely P op＝Max(Pcm-Pa, 0). According to the current actual current I a (negative charge and positive discharge) of the battery, the current allowable maximum charge current of the battery is I cM (negative charge and positive discharge), and the overcharge current I b of the battery during charging, namely I b＝Max(IcM-Ia, 0, can be obtained; And combining with the current actual voltage V a of the battery, calculating the overrun power of the current charging process due to exceeding the current capacity of the battery to be P oI, namely P oI＝Ib×Va/1000. according to the current actual voltage V a of the battery, the current allowable maximum charging voltage of the battery is V cM, and the overcharge voltage V b of the battery during charging, namely V b＝Max(Va-VcM, 0, can be obtained; And then, calculating the overrun power of the current charging process due to exceeding the battery voltage capacity as P oV, namely P oV＝Vb×Va/(1000X R) by combining the internal resistance value R of the battery at the current ambient temperature. based on the above three overcharge condition determinations, the power deviation P err of the maximum battery exceeding the battery allowable capacity, i.e., P err＝Max(Max(PoP,PoI,PoV), 0), dividing the overcharge power deviation by the current motor rotation speed n c to obtain the power consumption torque command T w to the driving motor, I.e., T w＝Perr/nc.
(3) Third step judgment:
monitoring a second step state in real time, judging whether the battery SOC continues to rise due to motor torque precision errors, judging whether the current actual SOC is less than 85% of a set third target value and whether the current short-time allowable charging capacity of the battery is less than or equal to c (the value is obtained by interpolation calculation of a maximum charging power meter output by table lookup with different temperatures of the battery and the battery SOC), judging whether the current PTC/AC has faults, judging whether the current PTC/AC has no faults and whether the current environmental temperature is lower than f, starting a PTC high-grade if the current PTC/AC is lower than f, and starting AC high-grade power consumption if the current PTC/AC is higher than f; if the current PTC/AC is faulty and the engine/generator ISG is faulty, the ISG is preferentially led to drag the engine to enter the series connection, the rotating speed is maintained at N1, the battery capacity is consumed, if the current PTC/AC is faulty and the engine/generator ISG is faulty, whether the driving motor is overheated or faulty is judged, if the current PTC/AC is faulty and the engine/generator ISG is faulty, the overcharge power is calculated internally to divide the current motor rotating speed to obtain a driving motor torque command, driving power consumption is carried out, and if the current PTC/AC is overheated or faulty, a driver is reminded to enter an emergency power-down mode through an instrument.
(4) Fourth step judgment:
Monitoring a third step state in real time, judging whether the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC is smaller than a set third target value of 90% and whether the current short-time allowable charging capacity of the battery is smaller than or equal to d (the value is obtained by interpolation calculation of a maximum charging power meter output by table lookup with the battery at different temperatures and the battery SOC), judging whether the current engine has a fault or not, if not, preferentially allowing the generator ISG to drag the engine to enter series connection, and maintaining the rotating speed at N2 (N2=k is equal to N1, k > 1), and consuming the battery capacity; if the current engine fails and the driving motor is overheated or fails, reminding a driver to enter an emergency power-down mode through an instrument; otherwise, the torque command of the driving motor is obtained by dividing the overcharging power by the current motor speed through internal calculation, and driving power consumption is carried out.
(5) Fifth step judgment:
The fourth step state is monitored in real time, whether the battery SOC continues to rise due to the motor torque precision error is judged, whether the current actual SOC is smaller than a set third target value of 95%, whether the current short-time allowable charging capacity of the battery is smaller than or equal to e (the value is obtained by interpolation calculation of a maximum charging power meter output by table lookup with different temperatures of the battery and the battery SOC), if the condition is met, whether the current vehicle speed is smaller than g is continuously judged, if the current vehicle speed is smaller than g, a driver is reminded through an instrument that the current battery electric quantity is too high and cannot be recovered, and an emergency power-down mode is entered; if the vehicle speed is greater than g, the engine/generator has no fault and the driving motor has no overheat or fault, the ISG drags the engine to be connected in series, the rotating speed is maintained at N2 (N2=k is N1, k is more than 1), meanwhile, the torque command of the driving motor is obtained by dividing the overcharging power by the current rotating speed of the motor through internal calculation, and the simultaneous power consumption is carried out; if the conditions are not met, the driver is reminded through the instrument that the current battery power is too high and cannot be recovered, and the emergency power-down mode is entered.
Where a < b < c < d < e, which are negative values.
The invention also provides a hybrid electric vehicle, which adopts the step-type overcharge inhibition control method of the hybrid electric vehicle.
The stepped overcharge inhibition control method of the invention not only can balance the power deviation of the power system, but also can meet the overcharge and overdischarge of the battery caused by special working conditions, such as: under the working conditions of long downhill deceleration, independent driving of a cruising engine and the like, motor torque deviation easily causes overcharge of a battery, and even the battery relay is forcibly disconnected in the driving process, so that the service life of the battery is influenced, and the driving safety is also influenced.
It will be readily appreciated by those skilled in the art that the foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention, but any modifications, equivalents, improvements or alternatives falling within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (8)
1. The step-type overcharge inhibition control method for the hybrid electric vehicle is characterized by comprising the following steps of:
(1) First step judgment
Judging whether the current actual SOC of the battery is larger than a first target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a first threshold value; if yes, entering a second step judgment; if not, regulating and limiting the current actual recovery torque of the generator according to the current actually allowed charge and discharge power of the battery;
(2) Second step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a second target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a second threshold value; if not, entering a third step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: fan power consumption, PTC heater/air conditioner AC power consumption, generator dragging engine power consumption, driving motor power consumption, until emergency power down;
(3) Third step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a third target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a third threshold value; if not, entering a fourth step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: PTC heater/air conditioner AC power consumption, generator dragging engine power consumption, driving motor power consumption, until emergency power down;
(4) Fourth step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a fourth target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a fourth threshold value; if not, entering a fifth step judgment; if yes, controlling each actuator to actively consume electricity according to a certain priority: the generator drags the power consumption of the engine and the power consumption of the driving motor until the emergency power-down;
(5) Fifth step judgment
When the battery SOC continues to rise due to the motor torque precision error, judging whether the current actual SOC of the battery is smaller than a fifth target value and whether the current short-time allowable charging capacity of the battery is smaller than or equal to a fifth threshold value; if yes, judging whether the current vehicle speed is smaller than a preset speed threshold value or not; if the current speed is smaller than the preset speed threshold, the power is suddenly turned off, otherwise, the power consumption of the motor is driven by the generator to drive the motor to consume power;
The first threshold value is less than the second threshold value, less than the third threshold value, less than the fourth threshold value, less than the fifth threshold value.
2. The hybrid vehicle step overcharge suppression control method of claim 1, wherein PTC heater/air conditioner AC power consumption comprises: if the current temperature is lower than the preset temperature threshold, the PTC heater is started to consume power, otherwise, the air conditioner AC is started to consume power.
3. The control method for the stepwise overcharge suppression of a hybrid vehicle according to claim 1, wherein in the second stepwise judgment, the PTC heater/air conditioner AC is low-range power consumption; in the third step judgment, the PTC heater/air conditioner AC is high-grade power consumption.
4. The control method for suppressing overcharge of a hybrid vehicle according to claim 1, wherein in the second step judgment and the third step judgment, the generator drags the engine at a low speed to consume electricity; in the fourth step judgment and the fifth step judgment, the generator drags the engine at a high speed to consume power.
5. The control method for suppressing step-type overcharge of a hybrid vehicle according to claim 1, wherein the driving motor torque command is obtained by calculating the overcharge power and dividing the calculated overcharge power by the current motor rotation speed, to thereby drive the power consumption of the driving motor, comprising:
Calculating the current actual power P a＝Ia×Va/1000 of the battery according to the current actual current I a of the battery and the current actual voltage V a of the battery; wherein, the current actual current I a is negative when charged and positive when discharged, and I a×Va divided by 1000 represents converting power into kilowatt units; acquiring the current allowable short-time charging power P cm of the battery, and calculating the overcharge power P op＝Max(Pcm-Pa, 0);
According to the current actual current I a of the battery and the current allowable maximum charging current I cM of the battery, calculating to obtain the overcharge current I b＝Max(IcM-Ia, 0 of the battery during charging; then, in combination with the current actual voltage V a of the battery, calculating out the overrun power P oI＝Ib×Va/1000 which exceeds the current capacity of the battery in the current charging process;
According to the current actual voltage V a of the battery, the current allowable maximum charging voltage V cM of the battery is calculated to obtain the overcharge voltage V b＝Max(Va-VcM, 0 of the battery during charging; then, in combination with the internal resistance value R of the battery at the current ambient temperature, calculating the overrun power P oV＝Vb×Va/(1000X R) which exceeds the battery voltage capability in the current charging process;
Based on the above three calculation results, the power deviation perr=max (Max (Po P,PoI,PoV), 0) of the maximum battery exceeding the battery allowable capacity is outputted, and divided by the current motor rotation speed nc, to obtain the power consumption torque command T w＝Perr/nc to the driving motor.
6. The method for controlling the step-type overcharge inhibition of the hybrid electric vehicle according to claim 1, wherein the first threshold, the second threshold, the third threshold, the fourth threshold and the fifth threshold are obtained by interpolation calculation of a maximum charge power meter output by table look-up of different temperatures of the battery and the SOC of the battery.
7. The hybrid vehicle step-type overcharge suppression control method of claim 1, wherein the first, second, third, fourth, and fifth target values are 70%, 80%, 85%, 90%, 95%, respectively.
8. A hybrid vehicle employing the hybrid vehicle stepped overcharge suppression control method of any one of claims 1 to 7.
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