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WO2020199909A1 - 重卡节油机器人装置和控制方法 - Google Patents

重卡节油机器人装置和控制方法 Download PDF

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Publication number
WO2020199909A1
WO2020199909A1 PCT/CN2020/079536 CN2020079536W WO2020199909A1 WO 2020199909 A1 WO2020199909 A1 WO 2020199909A1 CN 2020079536 W CN2020079536 W CN 2020079536W WO 2020199909 A1 WO2020199909 A1 WO 2020199909A1
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WIPO (PCT)
Prior art keywords
vehicle
power
fuel
internal combustion
combustion engine
Prior art date
Application number
PCT/CN2020/079536
Other languages
English (en)
French (fr)
Inventor
格桑旺杰
查为
Original Assignee
乾碳国际公司
格桑旺杰
查为
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 乾碳国际公司, 格桑旺杰, 查为 filed Critical 乾碳国际公司
Priority to US17/599,209 priority Critical patent/US20220176965A1/en
Priority to EP20783380.7A priority patent/EP3950400A4/en
Publication of WO2020199909A1 publication Critical patent/WO2020199909A1/zh

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    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
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    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to a heavy truck fuel-saving robot device and a control method.
  • ACE intelligent networked electric
  • the invention relates to an intelligent networked electric (ACE) heavy truck based on a dual-motor single-clutch time-division series-parallel hybrid powertrain in the main logistics application scenario, which is structured through the Internet of Vehicles, satellite navigation, 3D electronic navigation map, and vehicle operation Big data, cloud computing, artificial intelligence, to achieve efficient and stable operation of internal combustion engine under working conditions, predictive adaptive cruise control, forward collision warning, lane departure warning, emergency braking assistance, long downhill slow speed and other functions to achieve vehicle energy saving
  • RDE real driving environment
  • Trunk logistics (average daily driving distance of more than 500 kilometers; more than 90% of driving mileage is highway) heavy trucks are the backbone of the highway logistics industry, and they are also a major fuel consumption and polluter in the transportation field. They are one of the key points of energy conservation and emission reduction supervision and rectification in various countries. .
  • the current mandatory emission regulations for large commercial vehicles (with a total vehicle weight of more than 15 tons) including highway heavy trucks ("heavy trucks") in Europe and the United States have shifted from focusing on the Euro-6 standard for reducing exhaust pollutant emissions (in 2014 in Europe). Fully implemented) and U.S. EPA-2010 (fully implemented in the U.S.
  • GSG Phase II Greenhouse Gas Phase II Regulations (GHG Phase II) for medium/heavy internal combustion engines and commercial vehicles promulgated in 2016 clearly stipulated that from 2021 to 2027, all new medium/heavy internal combustion engines and commercial vehicles sold in the United States will be Under the premise of maintaining the EPA-2010 exhaust pollutant emission limit unchanged, improve vehicle fuel economy (FE, miles/gallon) year by year, and reduce fuel consumption (FC, liters/100 kilometers) and carbon emissions (g/km).
  • FE vehicle fuel economy
  • FC liters/100 kilometers
  • C emissions g/km.
  • Mandatory standards In November 2018, the European Parliament voted to pass the first mandatory regulation on carbon emissions for heavy trucks in European history (the Euro-7 standard).
  • the regulations are based on diesel heavy trucks in 2019 and require that by 2025, the carbon emissions of new heavy trucks in Europe (carbon dioxide g/km) will be reduced by 20%, and by 2030, the carbon emissions of new heavy trucks will be reduced by 35%.
  • 2017 began to implement the National-5 mandatory emission regulations for large commercial vehicles nationwide, and from July 2021, the country began to implement the National-6 mandatory emission regulations nationwide.
  • the national-6 standard is basically the same as the Euro-6 standard and the US EPA-2010 standard in terms of exhaust pollutant emission limits, and the individual limits are even stricter.
  • Emission regulations are the main driving force behind the development of vehicle powertrain technology in countries around the world.
  • the powertrain of the China National-6 heavy truck will be at the same technological platform level as the powertrain of the current North American and European heavy trucks for the first time in history.
  • Country-7 regulations After 2020, the emission regulations and industry focus of the world's three major heavy truck markets (China, the United States, and the European Union) will shift from reducing exhaust pollutant emissions to reducing fuel consumption and carbon emissions.
  • Heavy trucks are major polluters and fuel consumption consumers all over the world, and they are the focus of energy conservation and emission reduction in various countries.
  • the fuel for trunk logistics heavy trucks is a high frequency and massive demand.
  • the average fuel cost of a trunk logistics heavy truck in the United States is nearly 60,000 US dollars/year, and the average fuel cost in China and Europe is nearly 400,000 yuan/year.
  • the total annual fuel cost of more than two million heavy trucks in the United States exceeds 100 billion US dollars, and the total annual fuel cost of more than 4 million heavy trucks in China exceeds one trillion yuan.
  • the reduction of heavy truck fuel consumption and emissions is of great significance to all stakeholders such as OEMs, drivers, fleets, shippers, and society.
  • the U.S. super truck project integrates all the various heavy-duty truck energy-saving and emission-reduction technologies that may be commercially produced before 2025.
  • the main challenge in the future is to improve the comprehensive cost-effectiveness of the implementation of various energy-saving technologies.
  • the medium and long-term challenge for the US heavy-duty truck industry is how to meet the mandatory GHG Phase II heavy-duty truck fuel consumption requirement in 2027 while effectively controlling the price increase of new heavy-duty trucks. All stakeholders in China's heavy-duty truck industry must respond to the severe test that the retail price of the new country's six-heavy trucks, which will be sold in 2019, is expected to rise sharply compared with the current national fifth-heavy truck.
  • Hybrid vehicles mainly recover energy through regenerative braking of the drive motor, achieving the beneficial effects of energy saving and emission reduction.
  • hybrid vehicles Under urban conditions, hybrid vehicles save more fuel than traditional fuel vehicles, and their overall fuel consumption can be reduced by more than 30%; Under high-speed operating conditions, hybrid vehicles are less fuel-efficient than traditional fuel vehicles, and the overall fuel consumption reduction rate is unlikely to reach more than 10%. Especially tandem hybrid vehicles may even consume more fuel than traditional fuel vehicles under high-speed operating conditions.
  • Diesel engines account for more than 95% of heavy truck internal combustion engines in the world. Heavy-duty truck diesel engines can work stably in their high-efficiency combustion zone under high-speed working conditions. After decades of continuous improvement, fuel-saving benefits are diminishing. The technical challenges to further reduce the fuel consumption of traditional diesel engines are increasing, and the cost increase is also increasing. . In the past two decades, the average fuel consumption improvement and decline of the mainline logistics heavy truck industry in the United States, Europe, and China is less than 1.5% per year. For heavy-duty truck manufacturers in Europe, America and China, continuously reducing the fuel consumption (liters/100 kilometers) of heavy-duty trucks in trunk logistics with market-recognized cost performance every year is a very challenging technical and commercial challenge.
  • Any fuel-saving technology has the dual benefits of reducing vehicle exhaust pollutant emissions and greenhouse gas (or carbon) emissions.
  • the mainline logistics heavy trucks also have the top priority of driving safety.
  • the vast majority (90%+) of heavy truck traffic accidents are caused by human factors such as driver distraction, fatigue driving, and operating errors.
  • One of the main goals of developing L3/L4 autonomous driving commercial vehicles for trunk logistics is to eliminate human factors and improve driving safety.
  • L3/L4 self-driving commercial vehicles need to be equipped with redundant braking systems.
  • the purpose of the present invention is to provide a novel and unique heavy-duty truck fuel-saving robot device and control method, which aims to solve the slow improvement in fuel consumption of new heavy-duty trucks in trunk logistics in the prior art (the average annual decrease is less than 1.5%), and it is difficult to find timely satisfaction with the new European -7 Emission standard 2025 carbon emission target (a reduction of 20%) and the US Greenhouse Gas Emissions Phase II (GHG-II) standard 2027 carbon emission target (a reduction of 24%) is a cost-effective heavy-duty truck power that can be mass-produced and commercialized
  • the assembly technology route is a worldwide problem.
  • ACE Automated-Connected-Electrified
  • ACE Automated-Connected-Electrified
  • the overall fuel consumption drop can be as high as 20%.
  • the main subsystems of the ACE heavy-duty truck fuel-saving robot of the present disclosure have been industrialized, and do not rely on any product or technology that is not yet mature or cannot be industrialized in the near future. It can be commercialized in batches in the near future and meet the EU-7 regulations in advance of 2025 carbon Emission targets and the US Greenhouse Gas Emissions Phase II (GHG-II) Regulations 2027 carbon emission targets.
  • GSG-II Greenhouse Gas Emissions Phase II
  • the ACE heavy-duty truck fuel-saving robot in the present disclosure refers to a reliable and efficient assistant for large commercial vehicle drivers in a highway transportation environment (On Highway), providing human drivers with vehicle energy saving and emission reduction, reducing the labor intensity of long-distance driving drivers, and improving driving safety.
  • Intelligent device with multiple beneficial effects based on the integration of multiple high-tech technologies and independent learning and evolution.
  • the average speed of trunk-line logistics heavy trucks is about 60 Km/h, while the average speed of American trunk logistics heavy trucks is about 95 km/h, and they rarely accelerate or brake actively.
  • its internal combustion engine works stably in the high-efficiency area for a long time, and the comprehensive fuel consumption is competitive, and the improvement space is limited.
  • the regenerative braking energy recovery function of the hybrid vehicle is due to the active braking of the vehicle. Hero are useless, and gasoline-electric hybrid vehicles are also burdened with the additional loss of multiple energy conversions between chemical energy-mechanical energy-electricity-mechanical energy.
  • hybrid trucks The overall fuel consumption of heavy trucks (referred to as “hybrid trucks") is limited compared to traditional diesel vehicles, and its maximum fuel saving rate cannot exceed 10%. Especially for series hybrid vehicles at high speeds, the overall fuel consumption may even increase slightly . According to the current international/domestic major three electric (battery, motor, electronic control) technology and industrial development status, the purchase cost of hybrid heavy trucks has increased significantly compared with traditional diesel heavy trucks, but the fuel saving effect is not good, resulting in low cost performance of hybrid heavy trucks (e.g.
  • trunk logistics ACE heavy trucks For trunk logistics ACE heavy trucks to compete with traditional fuel heavy trucks in a long-term and sustainable manner without subsidies, and achieve large-scale commercial use as soon as possible, they must greatly improve their high cost performance.
  • the average selling price (retail price of 150,000 US dollars/unit or 400,000 RMB/unit) of the whole vehicle of the trunk logistics hybrid heavy truck in the United States or China is three to ten times the price of ordinary passenger vehicles in the country’s market.
  • the fuel cost is thirty to fifty times that of an ordinary internal combustion engine for domestic use.
  • the retail prices of gasoline or diesel in the United States and China are significantly lower than those in Europe, and the ratio of passenger car to heavy truck prices and annual fuel costs in Europe is similar to that of China and the United States.
  • An effective way to improve the cost-effectiveness of the mainline logistics hybrid heavy truck is to increase its fuel-saving rate compared to traditional diesel vehicles, and the other is to reduce the sum of the one-time purchase cost and the cumulative vehicle operation and maintenance cost (TOC) of traditional diesel vehicles. The price difference between them is to increase revenue and reduce expenditure.
  • TOC vehicle operation and maintenance cost
  • the core of the present invention is the "electrical power split device” (ePSD-electrical Power Split Device; also known as “electric power splitter”) based on a three-terminal network of power electronics of the 100-kilowatt level, which effectively integrates the dual-motor single-clutch hybrid connection of the vehicle (Mixed Hybrid) Powertrain technology, satellite navigation (GNSS), three-dimensional electronic navigation map (3D map), Internet of Things, big data, artificial intelligence and many other emerging technologies, creating a new species of heavy trucks: with vehicle-mounted "fuel saving
  • the ACE Automated-Connected-Electrified heavy truck with the function of "robot” realizes multiple beneficial effects of energy saving, emission reduction, and improvement of driving safety.
  • ACE heavy trucks can be reduced by as much as 30% compared with traditional diesel heavy trucks, and it eliminates the industry pain point of high discrete fuel consumption of heavy trucks caused by the driver's "human factor"; at the same time, ACE heavy trucks can significantly improve Braking performance, adding long downhill slow speed function, reducing the labor intensity of drivers in long-distance driving, and improving vehicle driving safety; thereby greatly improving the cost-effectiveness of ACE heavy trucks.
  • efficiency and safety are two eternal themes.
  • the various electromechanical hardware and software on ACE heavy trucks combined with the structured big data and artificial intelligence of the cloud and the dynamic collaboration of the vehicle, form a "heavy truck fuel-saving robot" system.
  • the fuel-saving robot will assist human drivers to automatically optimize the energy and power management of trunk logistics heavy trucks in real time, achieving a comprehensive fuel consumption reduction of more than 20% compared with traditional diesel heavy trucks. It is estimated that within five years, in the world's three major heavy-duty truck markets, the United States, China, and the European Union, large-scale commercial use of ACE heavy-duty fuel-saving robots for highway trunk logistics will be realized.
  • P v is vehicle power or road load power, and all power items are in kilowatts (KW).
  • the rolling power P r refers to the power required to overcome the rolling friction resistance of the tire when the vehicle is running, and it can be expressed by the following formula (1-2):
  • Wind resistance power P d refers to the power required to overcome air resistance (in no wind weather) when the vehicle is running, and it can be expressed by the following formula (1-3):
  • Gradient power P g refers to the power required to overcome gravity to increase potential energy when the vehicle is driving uphill. When the vehicle goes downhill, the gradient power is a negative value, which represents the driving power generated by the conversion of its potential energy and kinetic energy.
  • the gradient power P g can be obtained by the following formula ( 1-4) means:
  • the acceleration power Pa refers to the additional power required to reach a predetermined acceleration value when the vehicle is traveling on a flat road.
  • the acceleration is negative, it represents mechanical braking, which converts the kinetic energy of the vehicle into thermal energy for consumption, or regenerative braking, which converts part of the kinetic energy of the vehicle into electrical energy and recovers energy.
  • the acceleration power P a can be expressed by the following formula (1-5):
  • the acceleration power is zero, and the rolling power is basically unchanged in the road section with a small longitudinal slope (ie a longitudinal slope within a few degrees).
  • the wind resistance power can also be approximately constant, and only the slope power is a time variable. The magnitude of the change is proportional to the gradient of the expressway section, the speed of the vehicle, and the total mass of the vehicle.
  • the general limit of the total weight of China's trunk logistics heavy trucks is 40 tons, and the maximum legal speed limit is 90 km/h.
  • China’s major expressways have been congested for a long time, and the average speed of heavy trucks in the highway logistics industry is about 60 km/h; while the total weight of American trunk logistics heavy trucks The limit is 36 tons, the maximum legal speed limit is as high as 125 km/h, and the average driving speed of heavy trucks in the highway logistics industry is about 95 km/h.
  • Most American transportation companies usually limit the maximum speed of heavy trucks to 105 km/h for reasons of fuel economy and safety.
  • a heavy truck with a full load of 40 tons and a vehicle speed of 60 km/h requires a slope power of up to 228 kW when encountering a small uphill road with a longitudinal slope of 2.0 degrees.
  • the rolling friction power and wind resistance of the vehicle The sum of power is only 71 kilowatts. If the total success rate of the vehicle's power is insufficient at this time, it is necessary to shift gears and slow down to continue the uphill slope.
  • the gradient power of the vehicle is only 11.4 kilowatts (5.0% of the heavy truck longitudinal slope power), and the sum of rolling friction power and wind resistance power is only 3.6 kilowatts.
  • Highway longitudinal slope is usually abbreviated as "longitudinal slope", and there are two measurement units, one is the degree of the angle between the road surface and the horizontal plane, and the other is the ratio of the elevation of the road surface to the horizontal projection distance of the road section, expressed in %.
  • Most expressways in various countries are designed and constructed to limit their longitudinal slopes within the range of -7.0% to +7.0%, which is mainly based on the consideration of safe and effective driving of fully loaded heavy trucks on expressways.
  • the peak power of the energy that can be recovered by the hybrid vehicle through regenerative braking is basically below 500 kilowatts.
  • the energy of the vehicle braking power higher than 500 kilowatts cannot be converted into electrical energy recovery through regenerative braking. It can only be converted into heat energy through mechanical braking, which is completely wasted.
  • the world's largest commercial DC fast charging pile is 375 kilowatts. Therefore, in urban or suburban mixed driving conditions with frequent acceleration/deceleration, hybrid electric vehicles (light vehicles or large passenger cars) are significantly more fuel-efficient than traditional internal combustion engine vehicles, with a fuel-saving rate of 30% to 60%.
  • the series or hybrid ACE heavy trucks of the present disclosure all include a heavy truck internal combustion engine (diesel or natural gas) with a peak power greater than 250 kilowatts and two large motors with a peak power greater than 200 kilowatts.
  • the main working mode of one motor (MG1) is generator, and the main working mode of the other motor (MG2) is drive motor.
  • the drive motor is one of the decisive factors for the dynamics of the hybrid heavy truck, and its peak power should be greater than 250 kilowatts. The larger the drive motor, the better the vehicle dynamics, and the better the effect of regenerative braking energy recovery.
  • a three-motor hybrid system with a standard main drive motor (MG2) plus an optional auxiliary drive motor (MG3) can be considered.
  • trunk-line logistics hybrid heavy truck Even if the trunk-line logistics hybrid heavy truck is running at a basically uniform speed, it can make full use of the 100-kilowatt downhill longitudinal power generated by the slight change of the 1.0 degree longitudinal slope along the expressway.
  • the regenerative braking of the vehicle can recover the kilowatt-hour energy. Frequent fast charging is equivalent to the recovery of energy through regenerative braking during frequent active braking of hybrid passenger cars or hybrid buses under urban conditions, which is more effective than traditional fuel vehicles.
  • the amplitude of the longitudinal slope power change is as high as 100 kilowatts, which provides ACE heavy trucks with many opportunities to recover kilowatt-hour energy through 100 kilowatt-level regenerative braking power. The long flow of water will accumulate more.
  • the vehicle controller can accurately predict the road load within hundreds of kilometers along the vehicle in real time
  • the power change especially the time change function of the grade power P g (t) and the road load power P v (t) within the 100-kilometer-level electronic horizon in front of the vehicle.
  • the VCU forecast refresh frequency can be as high as 10.0 Hertz (Hz) or more, which means that the VCU can refresh its power forecast every 2 to 3 meters.
  • various ADAS electronic navigation maps that have been commercially available in batches in various countries around the world can basically be used as the 3D map of the present invention to provide an electronic horizon (Electronic Horizon) for vehicles.
  • the so-called electronic horizon refers to the various road information covered by the 3D map within the specified range in front of the vehicle, especially the longitude, latitude, and longitudinal slope information along the highway.
  • the predictive control of traditional diesel heavy trucks is limited by the fact that it is not suitable to quickly and continuously change internal combustion engine operating conditions and shift gears, and has no regenerative braking energy recovery function. It can only effectively use the electronic horizon within 10 kilometers.
  • the ACE heavy truck of the present invention can effectively use electronic horizons of various ranges from 10 kilometers to 1000 kilometers. See below for details.
  • the time change of the vehicle's road load power mainly comes from the change of the slope power caused by the change of the highway's longitudinal slope.
  • the vehicle driving path and the longitudinal slope distribution function along the highway are determined and known in advance, so the VCU of the ACE heavy truck can quickly refresh the calculation within 0.1 seconds according to the vehicle dynamics equation (1-1), electronic horizon, and actual road conditions.
  • the time-varying function of the vehicle's road load power within the range of the vehicle's electronic horizon can effectively predict the change of the vehicle's future road load power demand.
  • the ACE heavy-duty truck fuel-saving robot device and control method of the present invention transforms the fuel-saving problem of trunk logistics heavy trucks into the equivalent artificial intelligence (AI) problem of AlphaGo playing Go. It can use the proprietary structured big data generated by the operation of many ACE heavy trucks, combined with various deep learning algorithms and cloud computing power, to train the AI brains of fuel-saving robots in the cloud and on the car side. Heavy-duty fuel-saving robots can achieve lower levels than human drivers. Fuel consumption. Details will be described later.
  • the vehicle controller VCU commands the electric power splitter ePSD, which can control the four electromechanical powers of the internal combustion engine, generator, battery pack, and drive motor within a system response time of ten milliseconds. Accurately and continuously adjust the amplitude and flow direction of hundreds of kilowatts of electrical power between the sources, and set the operating conditions of the internal combustion engine at its high-efficiency operating point for a long time.
  • the electric power splitter ePSD can control the four electromechanical powers of the internal combustion engine, generator, battery pack, and drive motor within a system response time of ten milliseconds.
  • ACE heavy trucks can reduce the overall fuel consumption of actual operation by up to 30% compared with traditional diesel heavy trucks.
  • the ACE heavy truck of the present invention adopts a dual-motor single-clutch hybrid system architecture, as shown in subsequent Figures 1 and 2.
  • ACE heavy trucks can command the clutch to open or close through the vehicle controller (VCU) to realize the series hybrid architecture and parallel hybrid architecture respectively.
  • VCU vehicle controller
  • the average vehicle speed is low (less than 45 km/h) and active acceleration and deceleration are frequent.
  • the use of a series hybrid architecture can completely decouple the internal combustion engine operating conditions from the vehicle road load conditions, and the internal combustion engine can work stably in its In terms of high efficiency, the drive motor also has many opportunities to recover energy through regenerative braking.
  • the fuel-saving effect of series-mixed vehicles is significant (more than 30%).
  • the planetary gear the core component of the power split hybrid system, cannot withstand the simultaneous power generation of the internal combustion engine, generator, and drive motor with a peak power of more than 150 kilowatts, so the planetary gear-based machinery It is difficult to extend the power split hybrid system to large commercial vehicles cost-effectively. Even Toyota has not applied its unique single-planetary power split hybrid powertrain technology to large commercial vehicles.
  • the present disclosure provides a series or parallel hybrid electric vehicle with a time-division switchable series or parallel architecture, as shown in Figure 1 and Figure 2; including: a generator set composed of an internal combustion engine directly driven by a generator (MG1), used for fuel Chemical energy is converted into electrical energy; an electric power splitter (ePSD), which is configured as a power electronic network with three ports, wherein the first port of the ePSD is electrically connected to the output end of the generator set in alternating current directions; the second port of the ePSD is connected to at least A drive motor (MG2) is electrically connected in both directions; the third port of the ePSD is electrically connected to at least one power battery pack; the automatic gearbox, whose output shaft is mechanically connected to the drive axle of the vehicle in both directions;
  • the 3D map contains the three-dimensional information of the longitude, latitude and longitudinal slope of the vehicle driving road; at least one main drive motor (MG2) is electrically connected to the second port of the ePSD and its output shaft and the input shaft of
  • the mechanical connection can be a single shaft with the same speed (coaxial), or a parallel double shaft fixed Gear ratio; the output shaft of the internal combustion engine is also mechanically connected to the main drive motor (MG2) through a clutch in both directions.
  • the mechanical connection can be single-axis coaxial or parallel dual-shaft fixed gear ratio; at the same time, the main drive motor also Through a flexible coupling, it is mechanically connected to the input shaft of the automatic transmission in both directions, and the output shaft of the transmission is mechanically connected to the drive axle of the vehicle in both directions; and the vehicle also includes: a vehicle controller (VCU), which passes through the data bus of the vehicle , And based on the 3D map data in the vehicle satellite navigation receiver (GNSS) and/or map instrument (MU), to at least one of the internal combustion engine, generator, clutch, ePSD, drive motor, automatic transmission, and battery pack They are controlled in an independent manner.
  • VCU vehicle controller
  • the ACE hybrid power system architecture of the present disclosure is a dual-motor and single-clutch hybrid system.
  • the hybrid system dynamically controls a hundred-kilowatt internal combustion engine, generator, and battery through a large-scale clutch of one hundred kilowatts combined with an electric power splitter (ePSD)
  • ePSD electric power splitter
  • the mechanical or electrical power range and flow direction between the package, and the drive motor are switched between the series hybrid mode and the parallel hybrid mode by opening and closing the clutch, effectively fusing the two system architectures of series hybrid and parallel hybrid.
  • Advantages while optimizing the vehicle's power and fuel economy, it is more cost-effective than a pure series hybrid system.
  • the generator (MG1) is configured in the P1 position (after the internal combustion engine flywheel, before the clutch), which is well known in the automotive industry, the main drive motor (MG2) is in the P2 position (after the clutch, before the gearbox), and the optional drive motor (GM3) It can be configured at P3 (after the gearbox, before the drive shaft) or P4 (after the drive shaft, on the side of the wheel).
  • the ACE heavy truck with the above-mentioned hybrid architecture realizes a fully digital software-defined powertrain with ePSD as the core.
  • ePSD three-port power electronic network hardware
  • its functions and performance reserve margins to increase plasticity Through the software remote update iteration (OTA) of each ACE heavy truck during its entire operating life cycle, continuous product upgrades and evolution are realized.
  • OTA software remote update iteration
  • OTA software remote update
  • RDE emission regulatory limits
  • the ePSD is configured as a three-port power electronic network, which contains three unique functional modules of the hundred kilowatt level: the first port is connected to a two-way AC-DC converter (also called inverter ), the second port is internally connected to at least one bidirectional AC-DC converter (also called inverter), and the third port is internally connected to at least one bidirectional buck-boost DC-DC converter (also called chopper) .
  • This disclosure focuses on the main peripheral input/output characteristics of the ACE heavy-duty truck ePSD and contains three functional modules.
  • the physical packaging form of ePSD is to pack the above three functional modules together in a metal box, or the three functional modules can be separately packaged with the generator (MG1), the main drive motor (MG2), and the battery pack. .
  • the hybrid powertrain of the above-mentioned ACE heavy truck realizes two unique system architectures of series hybrid (clutch off) and parallel hybrid (clutch closed) by controlling the switch state of the clutch. Under each system architecture, there are multiple Different operating modes.
  • the vehicle controller (VCU) controls the wire-controlled electromechanical clutch electronically (not mechanically) to accurately and smoothly switch the series and parallel architectures. They are described separately below.
  • the clutch is disconnected, and there is only an electric power flow circuit from the internal combustion engine to the driving wheels, and no mechanical power flow circuit.
  • the DC ports of the three major functional modules inside the ePSD are electrically connected to the DC bus junction X in both directions.
  • the product of the DC voltage and current time-varying function at the confluence point is the electric power time-varying function of the corresponding energy conversion device.
  • All the power items mentioned above are time-varying functions of the order of hundreds of kilowatts, and it is assumed that the one-time round-trip energy conversion coefficient of the generator (MG1), the battery pack, and the drive motor (GM2) can be approximately 1.0.
  • P MG1 > 0 is the driving power of the generator (MG1) (starting and stopping the internal combustion engine or internal combustion engine braking as a load, electrical energy is converted into mechanical energy);
  • P MG1 ⁇ 0 is the power generation (internal combustion engine direct drive power generation, mechanical energy conversion Is electrical energy);
  • P BAT > 0, is the total charging power of all battery packs (electric energy is converted into chemical energy);
  • P BAT ⁇ 0 is the total discharge power (chemical energy is converted into electrical energy);
  • P ICE > 0, is the net output power of the internal combustion engine (chemical energy is converted to mechanical energy);
  • P ICE ⁇ 0 is the equivalent load power of the internal combustion engine when the internal combustion engine is not fueled when it is started and stopped or braked in the cylinder;
  • P ICE-p is the peak power of the internal combustion engine (maximum continuous power)
  • P MG1-m , P MG2-m , and P BAT-m are the rated power of the generator, drive motor, and battery pack (ie, maximum continuous power) .
  • the motor can withstand short-term overload, and its pulse peak power (minute level) is usually more than 25% higher than the rated power; the pulse peak power (15 seconds) of the battery pack can be 100% higher than its rated power.
  • the system peak power of the powertrain (that is, the maximum continuous drive power) is completely determined by the standard main drive motor P MG2-m .
  • a supplementary drive motor (MG3) can be considered.
  • MG3 can be placed in the P3 position (between the gearbox output and the first drive axle) or P4 (the second drive axle).
  • P3 the gearbox output and the first drive axle
  • P4 the second drive axle
  • P MG2 is an independent variable, proportional to the road load power P v of the vehicle, and ⁇ dt is the efficiency of the rotating system (a positive number less than 1.0).
  • P MG1 is another independent variable, which is proportional to the net output power of the internal combustion engine P ICE , and ⁇ g is the engine efficiency (a positive number less than 1.0).
  • the internal combustion engine (ICE) and generator (MG1) can be actively set to operate at high-efficiency operating conditions of specific speed and torque to ensure the highest combustion heat efficiency of the internal combustion engine at this time, and exhaust emissions are optimized; the three power electronic function modules inside the ePSD and the internal combustion engine, Generators, drive motors, automatic gearboxes, battery packs and other related subsystems, under the unified command of the vehicle controller (VCU), dynamically adjust the dependent variable P BAT according to the power control strategy of the entire vehicle, and cut peaks and fill valleys , Meet the vehicle dynamics equation (1-1) in real time, and achieve the best fuel-saving effect under the premise of ensuring vehicle dynamics and freight timeliness.
  • VCU vehicle controller
  • the preferred range of the rated voltage V bus0 of the internal DC bus of the ePSD is between 600V and 800V.
  • the port III of the ePSD can be electrically connected to multiple battery packs with different rated voltages and even different electrochemical components, which brings multiple benefits to optimizing the cost performance of the ACE heavy-duty truck system.
  • the battery pack of ACE heavy-duty truck has a long cycle life, and can sustain a high rate (greater than 3C) charge and discharge "Peak Power Source” at both high and low temperatures. Its main function is to provide hundreds of kilowatts of peak reduction and valley filling. "The transient electrical power, superimposed on the steady-state average electrical power provided by the generator set, ensures that the drive motor can provide the required vehicle road load power in real time, and meet the vehicle dynamics equation (1-1). The capacity of this power battery pack is generally within 100 kWh.
  • the battery pack capacity of hybrid heavy trucks is generally only tens of kilowatt hours. For example, if the trunk logistics ACE heavy truck encounters the limit of tens of kilometers continuous uphill (longitudinal slope greater than 2.0 degrees), it is very likely that the battery pack will be exhausted before the vehicle climbs to the top. At this time, the gradeability of the vehicle will depend on the climbing ability.
  • the maximum continuous power of the generator set In order to maintain the same power performance as traditional internal combustion engine heavy trucks under the extreme conditions of climbing high mountains, series hybrid heavy trucks need to be equipped with generators (MG1), drive motors (MG2) and inverters with the same rated power as the maximum power of the internal combustion engine.
  • large-scale generators or drive motors and inverters with a rated power (referring to the maximum continuous power of the motor) exceeding 350 kilowatts have been industrialized, they are still very expensive because they cannot be shared with new energy passenger vehicles with a larger amount. .
  • the cost of a 350-kilowatt rated power motor is significantly higher than the total cost of two 175-kilowatt rated power motors. The cost of this kind of high-power and high-configuration pure series hybrid system will remain high for a long time, and the overall cost performance is not good.
  • the clutch is closed and locked. From the internal combustion engine to the driving wheels, the mechanical power flow loop and the electric power flow loop are closed, and they can work together.
  • the DC ports of the three major functional modules inside the ePSD are electrically connected to the DC bus confluence point X in both directions.
  • the product of the DC voltage and current time-varying function at this confluence point is the electric power time-varying function of the corresponding energy conversion device.
  • the road load power P V is an independent variable, which is proportional to the product of the rotational speed and torque of the vehicle drive shaft.
  • the tire speed is an independent variable.
  • the speed of the internal combustion engine is a non-independent variable, which is proportional to the speed of the tire, and its torque can be an independent variable within a certain range, which is independently set according to the control strategy.
  • tandem architecture is preferred; and in high-speed conditions (average speed is greater than 50 km/h, active acceleration and braking Infrequent), the parallel architecture is preferred.
  • the high-efficiency zone of heavy-duty diesel engines is generally in the range of 1200 to 1800 revolutions per minute (rpm), and the torque is 50% to 85% of the maximum torque range. Outside the high-efficiency zone, the specific fuel consumption (g/kWh; g/KWh) of the internal combustion engine will increase significantly. Reducing fuel consumption through engine downspeed or downsize has been a trend in the heavy-duty truck industry in Europe and the United States in the past decade, but the above two measures contradict the improvement of vehicle power. Fortunately, under the parallel architecture, there are two 100-kilowatt-class generators and drive motors that can generate power at the same time as the internal combustion engine. At this time, the power performance of the hybrid heavy truck is much better than that of the traditional internal combustion engine heavy truck or pure series hybrid heavy truck.
  • the mainline logistics hybrid ACE heavy truck encounters tens of kilometers of continuous high mountain road conditions.
  • the clutch can be closed in advance when the car reaches the foot of the mountain and switched to the parallel hybrid architecture.
  • the internal combustion engine directly drives the vehicle, eliminating the need Multiple energy conversions from the internal combustion engine to the drive wheels improve drive efficiency. If the battery pack is exhausted before the hybrid heavy truck reaches the top, both the generator and drive motor can be configured to idling without load. At this time, the power of the vehicle depends only on the peak power of the internal combustion engine (greater than 350 kW).
  • the peak power parameter configuration conditions P ICE-p >P MG2-m >P MG1-m , optional P ICE-p >350KW, P MG2-m ⁇ 300KW, P MG1- m ⁇ 200KW.
  • the motor rated power is less than 250 kilowatts, the cost of the motor and inverter can be significantly reduced.
  • the parallel hybrid architecture can run in the charge maintenance (CS) mode for a long time, and the battery pack can be charged through the start and stop control of the internal combustion engine at high speed (1200 rpm)
  • the condition (SOC) is kept within a reasonable range (for example, 20% to 80%).
  • the internal combustion engine and dual motors can drive the vehicle together, and the maximum continuous power of the parallel powertrain can be as high as 500 kW or more.
  • the power and fuel-saving properties of hybrid heavy trucks are significantly better than traditional internal combustion engine heavy trucks, as well as high-profile series hybrid heavy trucks.
  • ACE heavy trucks Under the parallel architecture, when the ACE heavy truck encounters a long downhill (for example, the absolute value of the longitudinal slope is greater than 2.0 degrees, and the continuous downhill length exceeds 5 kilometers), the internal combustion engine cylinder braking power and the dual motors (generator and drive motor) are regenerated The braking power can be superimposed.
  • ACE heavy trucks have long-term stable non-friction braking power of more than 500 kilowatts under high-speed or low-speed long slopes. Its retarder function is significantly better than series hybrid heavy trucks and retarders (such as hydraulic Retarder, eddy current electromagnetic retarder) traditional internal combustion engine heavy truck.
  • the clutch in the present disclosure is a novel Clutch-by-wire clutch.
  • the clutch's pressing, engaging, locking, and disengaging control mechanisms do not use traditional mechanical control, but instead use electromechanical or electromagnetic wire control.
  • the driving end and the driven end of the clutch can be contacted by friction to transfer torque and power in a flexible connection, or can be contacted by gear jaws to transfer torque and power in a rigid connection.
  • the active end of the clutch of the hybrid ACE heavy truck in the present disclosure is always mechanically connected with the drive motor and the transmission input shaft at the P2 position.
  • its driven end is always mechanically connected with the generator and the flywheel of the internal combustion engine at the P1 position.
  • the speed and accuracy of motor speed and torque adjustment are significantly higher than that of internal combustion engines.
  • the internal combustion engine suspends fuel injection and idling, and the generator (MG1) in the P1 position obtains electrical energy from the battery pack in the driving mode, and drives the internal combustion engine to achieve precise synchronization between the active end and the driven end of the clutch or maintain a slight speed difference (The speed difference is less than 10 rpm), and in the transient process of clutch engagement, the torque of the generator is gradually increased until the active end and the driven end of the clutch are completely closed and locked in synchronization. At this time, the internal combustion engine restarts fuel injection ignition (compression ignition for diesel engines), gradually loads, and outputs mechanical power.
  • the control method for the internal combustion engine and the generator is similar.
  • the internal combustion engine stops fuel injection, and the generator drags the driven end of the internal combustion engine and the clutch to rotate synchronously with its active end, gradually reducing the torque to interrupt the active end and the driven end of the clutch Torque interrupt between, and then disconnect the clutch.
  • the generator and the drive motor can drive the vehicle at the same time.
  • the sum of the rated power of the dual motors is much greater than the peak power of the internal combustion engine, and it can take on 100% of the vehicle drive tasks in a short time (minute level).
  • the torque and net output power of the internal combustion engine can be completely decoupled from the driving conditions of the vehicle, and there will be no adverse results such as stalling or uneven start-stop conversion due to insufficient torque after the diesel engine is re-injected and compressed.
  • the following clutch control strategies can be adopted: under high-speed working conditions (vehicle speed greater than 50 km/h) in areas without high mountains and under long-slope road conditions (unlimited vehicle speed; The absolute value of the longitudinal slope is greater than 2.0 degrees, and the slope length is greater than 10 kilometers), it is preferable to close and lock the clutch to realize a parallel hybrid architecture. Under other road conditions and vehicle operating conditions, it is preferable to disconnect the clutch to achieve a series hybrid architecture.
  • the hybrid vehicle further includes: a satellite navigation receiver (GNSS), which is a dual-antenna carrier phase real-time dynamic differential (RTK) receiver, which can measure the longitude and latitude of the longitudinal road in real time while the vehicle is traveling , Altitude, longitudinal slope, and linear speed; or it is a high-precision single-antenna satellite navigation receiver, which can measure the longitude, latitude, and linear speed of the road during vehicle driving in real time with meter-level positioning accuracy; plus The inertial navigation unit (IMU) with dynamic inclination sensor can measure the longitudinal slope of the road in real time with a measurement accuracy of 0.1%.
  • GNSS satellite navigation receiver
  • RTK real-time dynamic differential
  • the VCU is configured to: calculate the longitude, latitude, longitudinal slope, and speed of the vehicle in real time based on a satellite navigation system (GNSS), and combine it with the electronic horizon range in front of the vehicle stored in the 3D map
  • the internal 3D road information (longitude, latitude, longitudinal slope, etc.) is used to compare the generator set (internal combustion engine + generator), clutch, drive motor, automatic transmission, ePSD, and battery pack (collectively referred to as "hybrid powertrain To ”) to perform predictive control; and/or based on the longitude, latitude, longitudinal slope, and linear velocity of the longitudinal road measured by the RTK receiver during the driving process, combined with the vehicle’s front electronics stored in the 3D map
  • the longitude, latitude, and longitudinal slope of the longitudinal road within the horizon range are used to predictively control the hybrid powertrain.
  • the charge stored in the battery pack is divided into two types: one is the high-priced charge from the generator set, and the other is the low-cost charge recovered from the regenerative braking of the drive motor, the cost of which is approximately zero.
  • the two main points of the power control strategy of ACE heavy truck fuel-saving robots are to maximize the charge throughput of battery packs per unit mileage (kWh/road; that is, the charge inventory turnover rate) for driving vehicles, and the second is to maximize low-cost charges. The proportion of electricity.
  • the VCU can command the wire-controlled clutch and dynamically switch the series or parallel architecture of vehicles.
  • the hybrid ACE heavy truck of the present invention can pass the power control strategy of PAC-Predicative-Adaptive Control (PAC-Predicative-Adaptive Control) internal combustion engine start-stop (Start-Stop) under any architecture or vehicle speed. (Charge Sustaining) In the hybrid drive mode, increase the charge throughput, increase the proportion of low-cost charges, and further reduce fuel consumption.
  • the VCU is also configured to: during the driving of the vehicle, when it is detected that the longitudinal slope difference between the longitudinal slope measured by the RTK receiver and the same position point stored in the 3D map exceeds the allowable tolerance Next, choose to perform predictive control of the hybrid powertrain based on the longitudinal slope measured by the RTK receiver and the electronic horizon 3D map data. Then, according to the vehicle dynamics equation, it can judge the right or wrong in time and record it at any time for subsequent update of the error correction 3D map.
  • the VCU is also configured to calibrate the built-in clocks of the microprocessors of each subsystem including the built-in clock of the VCU in real time based on the timing of the RTK receiver, and label the ACE heavy cards in a unique time series.
  • All the operating data of the system will be measured and stored with a sampling frequency higher than 5 Hz; in the first dimension, it will come from RTK receivers, map instruments, generator sets, ePSDs, clutches, drive motors, automatic transmissions, and battery packs
  • the measurement parameters and/or working condition parameters of at least two subsystems in the system are aligned and spliced into a data group; and according to the time sequence provided by the calibrated clock, multiple data groups are calibrated and arranged in the second dimension to
  • a structured big data package is formed to describe the dynamic operating conditions of ACE heavy trucks.
  • the built-in clocks of the microprocessors of each subsystem including the built-in clock of the VCU are calibrated in real time, and the time is the only orderly data label, which will be received from the RTK receiver.
  • the measurement parameters and/or working condition parameters of at least two subsystems of the engine, map instrument, generator set, ePSD, clutch, drive motor, automatic gearbox, and battery pack are assembled into a dedicated structured large scale that describes the dynamic operating conditions of ACE heavy trucks. data pack.
  • the dedicated structured big data packets can be encrypted so that they can be uploaded to the cloud computing platform in real time (sub-second delay) or timely (hour-level delay) through the mobile Internet in a secure manner for subsequent storage Big data analysis and processing.
  • the generator set is composed of an internal combustion engine and an alternator, wherein the internal combustion engine is directly mechanically connected to the alternator (MG1) at position P1 in both directions, while the generator is electrically connected to the AC-DC in the first port of the ePSD in both directions.
  • AC side of the converter module The output shaft of the internal combustion engine is also mechanically connected to the input shaft of the automatic transmission through a clutch and a flexible coupling; the mechanical shaft of the main drive motor (MG2) in the P2 position is mechanically connected to the clutch in both directions, and is also mechanically connected to the automatic transmission through the flexible coupling.
  • the input shaft of the transmission is mechanically connected in both directions.
  • the dual-motor and single-clutch hybrid powertrain can realize multiple drive modes under the two major frameworks of series hybrid and parallel hybrid that can be switched through the clutch. According to the power control strategy selected by the driver, each Under a complex and changeable vehicle driving conditions and the road longitudinal slope distribution function, the dynamic performance and fuel saving performance are optimized.
  • the 100-kilowatt-class MG1 can also completely replace the 10-kilowatt-class heavy-duty truck starter motor configured with traditional internal combustion engines. , Reduce system cost.
  • MG1 can easily drive the internal combustion engine from a standstill and non-fuel injection state to a specified speed quickly and accurately, and then the internal combustion engine is ignited by fuel injection (diesel is compression ignition), and can achieve high performance at any speed of the internal combustion engine flywheel Smoothly realize the start-stop operation (Start-Stop) mode switch of the heavy-duty internal combustion engine; the drive motor (MG2) drives the vehicle purely in the battery pack charge consumption mode (CD); when the battery pack state of charge (SOC) drops to When the lower limit is reached, MG1 starts the internal combustion engine to start power generation and enters the charge-maintaining working mode (CS), which can further save fuel in urban working conditions and when the expressway is heavily congested.
  • fuel injection diesel is compression ignition
  • CD battery pack charge consumption mode
  • SOC battery pack state of charge
  • MG1 can also use the internal combustion engine with in-cylinder braking as the effective load in its drive mode, consume DC power through the inverter, and the main drive motor (MG2) when the heavy truck is downhill through the regenerative braking power generation to achieve the retarder function , To provide another redundant effective load in addition to the battery pack and the brake resistor.
  • the VCU is also configured to: based on the path longitudinal slope distribution function within the electronic horizon of the 3D map, the digital model of the universal characteristic curve of the internal combustion engine, the digital model of the generator characteristics, the digital model of the charge and discharge characteristics of the battery pack, At least one of the digital model of the characteristics of the automatic transmission and the digital model of the characteristics of the drive motor is used to control the corresponding at least one of the internal combustion engine, the generator, the battery pack, the ePSD, the automatic transmission, and the drive motor.
  • the digital model of the universal characteristic curve of the internal combustion engine includes: an idling operating point without road load and a number of high-efficiency operating points with the smallest specific fuel consumption of the internal combustion engine; and the VCU is also configured to: make the internal combustion engine only work at idle speed There are several high-efficiency operating points or several high-efficiency operating points, so that the internal combustion engine can work stably at several high-efficiency operating points for a long time.
  • the variable-surface operating conditions are point operating conditions, and smooth switching between different operating points can be realized.
  • the VCU is also configured to: instruct the Internet of Vehicles to collect and locally store dedicated structured big data packets for the operation of ACE heavy-duty trucks in real time during the driving of the vehicle; and to transfer the structured big data packets stored in the vehicle through
  • the wireless mobile Internet sends and stores to the remote cloud computing platform in real time (sub-second delay) or in time (hour delay) for subsequent analysis and processing of big data in the cloud.
  • the cloud platform it integrates deep learning algorithms, cloud platform computing power, and structured big data operated by many ACE heavy trucks to train the cloud AI brain of ACE heavy truck fuel-saving robots and the local AI brain of specific vehicles.
  • the cloud AI brain quickly calculates the default best fuel-saving power control scheme for the vehicle driving on that route, and then sends it to the vehicle. , And then the AI brain on the car end makes real-time corrections based on the specific car and road conditions.
  • a second aspect of the present disclosure provides a cloud computing platform, including: at least one cloud server; each server includes: a processing unit; and a memory, coupled to the processing unit and containing computer program code, the computer program code should be When the processing unit is executed, the server performs the following actions:
  • Each ACE heavy truck can use a dual-motor single-clutch hybrid powertrain, including at least:
  • ePSD -An electric power splitter
  • the -A map instrument which stores an electronic navigation 3D map in advance, and the 3D map contains the three-dimensional information of the longitudinal road longitude, latitude and longitudinal slope of the vehicle driving section;
  • At the P2 position is electrically connected to the second port of the ePSD and its output shaft is mechanically connected to the transmission in both directions.
  • the driving motor can be operated as: convert the electrical energy from the generator set and/or battery pack into mechanical energy for driving the vehicle; or generate electricity through regenerative braking to convert the mechanical energy of the vehicle into electrical energy, and transfer the battery pack through ePSD Charge it.
  • the flywheel of the internal combustion engine is mechanically connected with the input shaft of the gearbox through a wire-controlled clutch;
  • VCU vehicle's data bus (such as CAN bus) and is based on the three-dimensional road data (especially in the electronic horizon) from the vehicle satellite navigation receiver (GNSS) and/or map instrument (MU) The vertical slope function) to control at least one of the map instrument, generator set, clutch, ePSD, drive motor, automatic gearbox, and battery pack in an independent manner;
  • vehicle's data bus such as CAN bus
  • MU map instrument
  • the structured big data includes the generator set, clutch, ePSD, drive motor, automatic transmission Operating data associated with at least one of the box and the battery pack;
  • the AI brain of the cloud fuel-saving robot will give a customized power control scheme for the specific driving path of the vehicle as the default initial control scheme of the vehicle's VCU fuel-saving strategy.
  • the VCU of this vehicle makes real-time corrections to the default fuel-saving control scheme based on real-time road conditions to achieve the best fuel-saving effect.
  • each of the multiple ACE heavy trucks further includes: a high-precision satellite navigation receiver (GNSS), which can be configured as a dual-antenna carrier phase real-time dynamic differential (RTK) receiver or a single-antenna GNSS plus The inertial navigator (IMU) with dynamic longitudinal slope measurement function is used to measure the longitude, latitude, altitude, longitudinal slope, and linear velocity of the longitudinal road in real time during the driving of the vehicle.
  • GNSS high-precision satellite navigation receiver
  • RTK real-time dynamic differential
  • IMU inertial navigator
  • the measurement data received from multiple vehicles also includes: three-dimensional road data including multiple longitudinal road longitudes, latitudes and longitudinal slopes measured by multiple vehicles on the same section of the road
  • the action also includes: The accuracy of the 3D map is automatically judged through the vehicle dynamics equation, the big data of vehicle operation, and the dynamic error value of the measured road 3D data and the 3D map road data, and the updated value or exceeding the error value of the road 3D data in a timely manner Transmit to the electronic navigation 3D map manufacturer, and update the 3D map stored in the car navigator. Therefore, the accuracy of the 3D map can be continuously improved in the form of crowdsourcing, the freshness of the 3D map can be maintained, and the 3D map stored in the vehicle map device can be continuously updated.
  • the aftertreatment system of the National-6 heavy-duty truck diesel engine consists of three major subsystems: diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) to eliminate nitrogen oxides (NOx) from front to back Composed sequentially in series.
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter
  • SCR selective catalytic reduction
  • the high-efficiency temperature range of catalyst emission reduction conversion is generally between 250°C (°C) and 550°C.
  • the exhaust gas temperature of diesel engines is generally between 300°C and 500°C.
  • Pollutants particles, NOx, etc.
  • a large part of the cumulative emissions of a vehicle comes from its internal combustion engine cold start and other transients with sudden changes in speed and torque.
  • PHEV plug-in hybrid buses
  • DPF active regeneration (Active Regeneration) to remove the carbon particles deposited in the DPF.
  • the frequency of active regeneration (times/100 kilometers) mainly depends on the vehicle's configuration parameters and its mainstream operating conditions (Duty Cycle).
  • DPF active regeneration is time-consuming (about 30 minutes idling diesel engine), fuel consumption, and useless work. It has always been one of the pain points of European and American heavy truck drivers and transportation companies. It will also become a Chinese driver and fleet using Xinguo-6 heavy trucks. One of the pain points.
  • the hybrid ACE heavy truck of the present invention can stably set the internal combustion engine at its high-efficiency combustion operating point for a long time during its entire operating life cycle, which can reduce the active regeneration frequency of plug-in parallel heavy trucks or traditional internal combustion engine heavy trucks by more than 80%; It can also use the high-speed start-stop control strategy of the internal combustion engine under the parallel structure (for example, 1200 rpm/min injection switch switching), while optimizing fuel consumption, ensure that the surface temperature of the catalyst in the exhaust post-treatment system stably falls within the efficient conversion temperature range for a long time , Controlling the internal combustion engine reduces the number of cold starts by more than 75% compared with the plug-in parallel heavy truck; it can reduce fuel consumption and reduce the pollutant emissions in the actual operation of the heavy truck, and it can stably meet the emissions of the national-6 emission regulations under actual driving in the long term. Control (RDE) requirements.
  • RDE Control
  • the dual-motor single-clutch hybrid heavy truck of the present disclosure can reduce the comprehensive fuel consumption (liter/100km) of the traditional internal combustion engine heavy truck by 30%, and the power, active safety, and RDE emission standards are consistent. Better sex.
  • hybrid heavy trucks compared with extended-range hybrid heavy trucks (that is, pure series hybrid heavy trucks), hybrid heavy trucks have more advantages in terms of fuel saving, power, active safety, and cost competitiveness.
  • ACE heavy truck of the present disclosure all of its core subsystems or components are based on industrialized products and technologies.
  • highway trunk logistics application scenario compared with the diesel heavy truck of the prior art, it can ensure vehicle power, active safety, Under the prerequisites of timeliness of freight and attendance, the beneficial effects of energy saving and emission reduction with a comprehensive fuel saving rate of 30% can be achieved.
  • ACE heavy trucks saves vehicle fuel costs, operation and maintenance fees, and improves the labor productivity of heavy truck drivers, so that the fleet or individual vehicle owners can recover the cost difference within two years or 500,000 road freight miles (referring to ACE heavy trucks and The difference in total cost (TOC) between traditional diesel heavy trucks).
  • TOC total cost
  • Mass-produced new ACE heavy trucks (original ACE heavy trucks) can reach the 2025 carbon emission target value of the EU-7 regulation issued by the European Union in 2019 and the 2027 carbon emission target of the US Greenhouse Gas Emissions Phase II Regulation (GHG-II) two years ahead of schedule value.
  • GSG-II Greenhouse Gas Emissions Phase II Regulation
  • the total service life of heavy trucks is as high as 15 years or 1.5 million miles.
  • one frame may be equipped with two to three sets of powertrains (internal combustion engine + gearbox; 500,000 miles of reliable powertrain) Operating life), the second or third set of powertrains are mostly overhauled powertrains.
  • the average annual sales of new heavy trucks in North America is about 200,000, and the number of refitted heavy trucks (used heavy trucks for powertrains) exceeds 200,000 annually. Thanks to the lenient entry and strict exit traffic regulations system that the United States allows modified heavy trucks to be directly put on the road for commercial operation without re-certification, the ACE heavy-duty truck fuel-saving robot of the present invention can also be used for mass retrofitting of nearly two million in the US market.
  • the second-hand heavy trucks enable a large number of modified ACE heavy trucks to reach the 2027 carbon emission target value of the US GHG-II regulations several years in advance, just like the new original ACE heavy trucks. This is of great and far-reaching significance for energy conservation and emission reduction in the American trunk logistics industry.
  • Fig. 1 shows a system block diagram (I-type) of a hybrid ACE heavy truck according to an embodiment of the present disclosure
  • Figure 2 shows a system block diagram (II-type) of a hybrid ACE heavy truck according to another embodiment of the present disclosure
  • Fig. 3 shows a block diagram of an electric power splitter (ePSD) subsystem of an ACE heavy truck according to an embodiment of the present disclosure
  • Fig. 4 shows a system block diagram of data exchange between the ACE heavy card and the mobile Internet and cloud computing platform according to an embodiment of the present disclosure.
  • the term “including” and its variants are to be interpreted as open-ended terms that mean “including but not limited to.”
  • the term “based on” is to be read as “based at least in part on.”
  • the terms “one embodiment” and “one embodiment” are to be read as “at least one embodiment.”
  • the term “another embodiment” is to be read as “at least one other embodiment.”
  • the terms “first”, “second”, etc. may refer to different or the same objects. The following may also include other explicit and implicit definitions.
  • “one-way” or “two-way” connection refers to whether the direction of electric or mechanical power flow or energy flow from its power source to the load is reversible, and whether the role is convertible.
  • Fig. 1 shows a hybrid heavy-duty truck powertrain, vehicle controller, core sensor and other devices according to an embodiment of the present invention.
  • the system can either be a 6x2 powertrain system with one active drive axle and one driven drive axle, or a 6x4 powertrain system with one main drive axle and one auxiliary drive axle.
  • the heavy truck using the powertrain system in Figure 1 can be called ACE-Automated, Connected, Electrified ACE heavy truck.
  • the heavy truck may be, for example, a hybrid heavy truck with a total vehicle weight of more than 15 tons, which is mainly used for trunk logistics.
  • the ACE heavy truck includes: an internal combustion engine 101, a generator (MG1) 110, an electric power splitter (ePSD) 123, a clutch 111, at least one main battery pack 130a, an automatic transmission (Tran) 150, At least one main drive motor (MG2) 140 and a vehicle controller (VCU) 201.
  • the main battery pack 130a and the main drive motor 140 are mandatory parts (standard), and the auxiliary battery pack 130b and the auxiliary drive motor 170 are optional parts (optional).
  • the flywheel end of the internal combustion engine 101 is two-way mechanically connected to the generator (MG1) 110 arranged at the P1 position and controlled by the engine controller (ECU) 102, which is mainly used to convert the chemical energy of on-board fuel such as diesel or natural gas For electrical energy.
  • the combination of the internal combustion engine 101 and the generator 110 can be collectively referred to as a generator set.
  • the flywheel end of the internal combustion engine 101 and the mechanical shaft of the generator 110 are also bidirectionally mechanically connected with one end of the wire-controlled clutch 111.
  • the bidirectional mechanical connection between the three (101, 110, 111) can be arranged by a single coaxial shaft.
  • Multi-axis parallel arrangement can also be used. It is preferable to adopt a multi-parallel shaft arrangement.
  • the flywheel output end of the internal combustion engine 101 is directly mechanically connected to one end of the clutch 111, and the generator 110 can be connected to the flywheel output end of the internal combustion engine 101 and the clutch 111 through a fixed gear ratio reducer.
  • One end is two-way mechanical connection.
  • the electric power splitter (ePSD) 123 is a three-port power electronics network (Power Electronics Network), and its port I (also referred to as the "first port") of the AC terminal of the inverter 121 and the generator 110
  • the three-phase alternating current output terminal is electrically connected in both directions.
  • the battery packs 130a and 130b are connected to the choppers (also known as DC-DC converters) 132a and 132b in port III (also referred to as the "third port") of the ePSD123;
  • the kilowatt brake resistor 131 is connected to the port III unidirectional direct current.
  • the driving motors 140 and 170 are bidirectionally connected to the AC terminals of the internal inverters 122a and 122b of port II (also referred to as the "second port") of the ePSD.
  • the DC terminals of the inverters 121, 122a, and 122b are all bidirectionally electrically connected to the DC main money junction X.
  • One end of the 100-kilowatt soft switch 133 is electrically connected to the junction X, and the other end is unidirectionally electrically connected to the braking resistor.
  • the output shaft of the automatic transmission 150 is mechanically coupled with the input shaft of the transaxle 160 of the vehicle, and is controlled by a transmission controller (TCU) 151.
  • the standard main drive motor 140 arranged at the P2 position is mechanically connected to the other end of the clutch 111 in two directions, and is also mechanically connected to the input shaft of the gearbox 150 through a flexible coupling or a wire-controlled clutch 152.
  • the other end of the clutch 111 and the mechanical shaft of the drive motor 140 are also mechanically connected in both directions with the input shaft of the gearbox 150.
  • the two-way mechanical connection between the three (111, 140, 150) can be arranged by a single coaxial shaft. , Multi-axis parallel arrangement can also be used.
  • the output shaft of the driving motor 140 can be mechanically coupled with the input shaft of the gearbox 150 and the active end of the clutch 111 through a reducer with a fixed gear ratio.
  • the main drive motor 140 can be operated to convert electrical energy into mechanical energy for driving the ACE heavy truck, or convert the mechanical energy of the ACE heavy truck into electrical energy (regenerative braking), through the ePSD 123 internal functional module inverter 122a and chopper 132a charge the battery pack 130a.
  • the optional auxiliary drive motor (MG3) 170 arranged at the P4 position is mechanically connected to the second drive axle 180 in both directions. To reduce the system cost as the key consideration, MG3 may not be used.
  • FIG. 2 shows a system block diagram (II-type I-type I) of a hybrid ACE heavy truck according to another embodiment of the present disclosure.
  • the flywheel end of the internal combustion engine 101 is bidirectionally mechanically coupled to one end of the wire-controlled clutch 112, and the other end of the clutch 112 is bidirectionally mechanically coupled to the mechanical shaft of the generator (MG1) 110 arranged at the P2 position.
  • An internal combustion engine 101 and a generator 110 form a generator set, which is mainly used to convert the chemical energy of on-board fuel such as diesel or natural gas into electrical energy.
  • the flywheel end of the internal combustion engine 101 and the mechanical shaft of the generator 110 can be mechanically coupled bidirectionally through one end of the engaged and locked clutch 111, and the other end of the clutch 111 is mechanically coupled bidirectionally with the input shaft of the gearbox 150.
  • the two-way mechanical connection (the output shaft of the internal combustion engine 101, the clutch 112, the mechanical shaft of the generator 110, the clutch 111, and the input shaft of the gearbox 150) can be arranged in a single coaxial sequence, or multiple Parallel axis arrangement.
  • the mechanical shaft of the generator 110 can be mechanically connected in two directions with the output shaft of the internal combustion engine 101 and the dual clutches 111 and 112 through a reducer with a fixed gear ratio.
  • the mechanical shaft of the generator (MG1) 110 is also mechanically coupled with the input shaft of the automatic transmission 150 through another wire-controlled clutch 111.
  • the clutches 111 and 112 are closed at the same time, the internal combustion engine 101, the electric motor 110, and the gearbox 150 are in a mechanical parallel state. At this time, the electric motor 110 can be used as a generator or a driving motor.
  • the motor 110 When the clutch 112 is disconnected and the clutch 111 is closed, the motor 110 is mainly used as a driving motor, and the internal combustion engine is in idle or stopped state; when the clutch 112 is engaged and the clutch 111 is disconnected, the motor 110 is mainly used as a generator, which is an internal combustion engine
  • the load of 101 does not directly participate in mechanically driving the vehicle.
  • at least one of the dual clutches 111 and 112 must be in the closed state, and it is not allowed to disconnect both the dual clutches 111 and 112.
  • the output shaft of the automatic transmission 150 is mechanically coupled with the drive axle 160 of the vehicle in two directions, and is controlled by a transmission controller (TCU) 151.
  • the main drive motor (MG2) 140 arranged at the position of the hybrid P3 is mechanically connected to the output shaft of the gearbox 150 in both directions.
  • the two-way mechanical connection between the two (150 and 140) can be arranged by a single coaxial shaft, and Multi-axis parallel arrangement can be used. A multi-parallel shaft arrangement is preferred.
  • the drive motor 140 is mechanically connected to the output shaft of the gearbox 150 through a reducer with a fixed gear ratio.
  • the optional auxiliary drive motor (MG3) 170 arranged at the P4 position is mechanically connected to the second drive axle 180 in both directions.
  • MG1 is a mandatory standard motor, and either MG2 or MG3 can be a standard motor, and the other is an optional motor. If the key consideration is to reduce the system cost, only two standard motors can be used instead of the optional motors.
  • the dual-motor configuration of the II type ACE heavy truck embodiment can only retain the generator (MG1) 110 and the drive motor (MG2) 140 at the P3 position, or only the generator (MG1) 110 and the drive motor at the P4 position (MG3) 170.
  • the driving motor (MG2) 140 or (MG3) 170 can be operated to convert electrical energy into mechanical energy for driving the ACE heavy truck, or convert the mechanical energy of the ACE heavy truck into electrical energy (regenerative braking) to pass the ePSD
  • the functional module inverter 122a and the chopper 132a inside 123 charge the battery pack 130a.
  • the I-type hybrid system shown in Figure 1 is more suitable for vehicles that run mainly in series architecture, while the I-type I hybrid system shown in Figure 2 is more suitable for vehicles that run primarily in parallel architecture.
  • the main difference between the two hybrid systems of II-type I-type and II-type I-type I is that the three motors MG1 110, MG2 140, and MG3 170 with rated power of 100 kilowatts are arranged in different mechanical positions, which are different from the internal combustion engine 101.
  • Gearbox 150, drive axle 160 and 180 have different mechanical connections. In other words, the mechanical power circuits of the above two types of hybrid systems are different.
  • the electric power circuits of the above two types of hybrid systems are the same, and the two-way electrical connections between the motors MG1, MG2, and MG3 and the electric power splitter (ePSD) 123 ports I and II are the same.
  • the vehicle controller (VCU) 201 uses, for example, a vehicle data bus (not shown, such as a CAN bus) and based on the positioning data (longitude, latitude) received by the vehicle satellite navigation receiver (GNSS) 220 , Vertical slope) and the 3D map data stored in the electronic horizon range of the map instrument (MU) 240 to analyze and calculate the internal combustion engine 101, generator 110, ePSD 123, clutch 111 or 112, drive motors 140 and 170, automatic One or more of the gearbox 150 and the battery packs 130a and 130b are controlled separately or simultaneously in an "independent" manner.
  • GNSS vehicle satellite navigation receiver
  • MU map instrument
  • the VCU 201 may be an automotive-grade high-performance embedded single-core or multi-core microprocessor. It can be understood that, without limitation, VCU 201 can also be a heterogeneous microelectronic hardware logic component, including: field programmable gate array (FPGA), application specific integrated circuit (ASIC), application-specific standard product (ASSP), system on chip (SOC) ), complex programmable logic device (CPLD), etc.
  • FPGA field programmable gate array
  • ASIC application specific integrated circuit
  • ASSP application-specific standard product
  • SOC system on chip
  • CPLD complex programmable logic device
  • the internal combustion engine 101 and the generator 110 can first convert the chemical energy of the vehicle fuel into mechanical energy and then into electrical energy under the command of the VCU 201. Due to multiple energy conversions, this kind of electrical energy is high-cost electrical energy, which is not very helpful to vehicle fuel saving.
  • the clutch 111 or 112 and ePSD 123 can be manipulated to realize fast and smooth switching between the multiple working modes of the two different hybrid system architectures (series or parallel) of the oil-electric hybrid powertrain ( It will be described in detail later) to satisfy the vehicle longitudinal dynamics equation (1-1) in real time to achieve the beneficial effects of vehicle fuel saving, environmental protection, and improvement of active safety.
  • the internal combustion engine 101 is a six-cylinder heavy-duty diesel or natural gas internal combustion engine with a displacement of 8 to 11 liters and a peak power of between 280 kW and 380 kW. Larger displacement (13 liters to 15 liters) internal combustion engine can also be used, and its peak power can be greater than 400 kW, leaving more power margin, and climbing high mountains on expressways (continuous tens of kilometers uphill, longitudinal slope greater than 2.0 degrees ), the vehicle has better climbing dynamics, but the fuel saving effect will be slightly weaker than that of the preferred displacement internal combustion engine, and the cost is higher, and the cost performance is sub-optimal.
  • the peak power is generally less than 300 kW, although the fuel-saving effect is obvious, the cost is lower, but the power margin of the internal combustion engine is insufficient.
  • the internal combustion engine 101 may also be an automotive gas turbine that meets the above power requirements.
  • the combustion heat efficiency and service life (B10 life kilometers) of gasoline engines are significantly lower than diesel engines, which are not suitable for heavy trucks in mainline logistics.
  • the system when the clutch 111 is disconnected, the system is a series hybrid architecture. At this time, there is no mechanical connection between the internal combustion engine 101 and the drive shaft 160 of the vehicle. It will completely decouple its operating conditions from the vehicle driving conditions, so that the internal combustion engine 101 can work stably in the high efficiency region of its universal characteristic curve (including the best fuel efficiency range and/or the best emission range) for a long time. Operating point (specified speed/torque).
  • the clutches 111 and 112 are engaged and locked, the powertrain of the ACE heavy truck switches to a parallel hybrid architecture. At this time, the internal combustion engine 101 is mechanically connected to the first drive axle 160 of the vehicle through the transmission 150.
  • the speed of the internal combustion engine 101 is determined by the speed of the vehicle and the gear of the transmission 150.
  • the output torque of the internal combustion engine 101 can still be set independently and is not restricted by the vehicle. Driving conditions. Under high-speed operating conditions, the internal combustion engine can work stably at several pre-set high-efficiency operating conditions.
  • the sum of the rated power of the generator 110 and the drive motor 140 is greater than the peak power of the internal combustion engine 101, which can dynamically adjust the drive power of the dual motors (110 and 140), cut peaks and fill valleys, and dynamically meet the dynamic equation of the vehicle (1-1 ).
  • the control strategy of clutch 111 and 112 under high-speed working conditions (average speed is higher than 50 km/h; rarely active acceleration or braking), the hybrid architecture is preferred; under urban working conditions (average speed is lower than 40 km/h; Frequent active acceleration or braking), a series-mixed architecture is preferred.
  • the compression ignition diesel engine CI
  • the compression ignition diesel engine has the advantages of fuel saving, high torque at low speed, durable leather, long life, and high cost performance. It has become the internal combustion engine of the world's most heavy trucks (over 95%) Preferred. But in terms of pollutant emissions, especially in terms of pollutant emissions such as nitrogen oxides (NOx) and fine particles (PM) that are harmful to the atmosphere and human health, diesel engines are inferior to gasoline engines.
  • the world’s mainstream post-processing technology routes to reduce NOx and PM emissions from heavy-duty truck diesel engines are selective catalytic reduction (SCR) and diesel particulate trap (DPF). Both SCR and DPF need to reach a specified high temperature of several hundred degrees Celsius.
  • SCR selective catalytic reduction
  • DPF diesel particulate trap
  • the ACE heavy truck of the present invention can designate its internal combustion engine to work stably at several high-efficiency combustion points for a long time, basically eliminate the transient operating conditions of internal combustion engine cold start and rapid changes in speed and torque, and reduce specific fuel consumption and carbon emissions while effectively Reduce pollutant (NOx, PM) emissions and realize the synergistic effect of energy saving and emission reduction. Due to the low NOx in the exhaust of ACE heavy trucks, its SCR system can reduce the consumption of consumable urea (g/100km), thereby further reducing operating costs.
  • the DPF of the hybrid heavy truck also works stably in its high-efficiency area for a long time, basically eliminating the need to pass phased parking for 30 to 45 minutes, through the diesel engine multi-injection diesel idling, and carry out DPF active regeneration (Active Regeneration) to eliminate deposits on it.
  • DPF active regeneration Active Regeneration
  • the power of a motor is proportional to the product of its speed and torque, and the size, weight, and cost of the motor are all positively related to its maximum torque.
  • Hybrid or pure electric passenger vehicles (with a total weight of less than 3.5 tons) mostly use high-speed (peak value greater than 12000 rpm) and low-torque (peak value less than 350 Nm) motors; hybrid heavy trucks mostly use low-speed (peak value less than 6000 rpm) motor with high torque (peak value greater than 2000 Nm).
  • the output power of the motor I with a speed of 1200 rpm and a peak torque of 2000 Nm and the motor II with a speed of 12000 rpm and a peak torque of 200 Nm are both 251 kilowatts.
  • the standard generator (MG1) 110 is a permanent magnet synchronous motor (PMSM) with a rated power between 150 kW and 250 kW. It can also be selected to meet the above requirements. AC induction motors or reluctance motors with rated power requirements.
  • the standard main drive motor (MG2) 140 can be a permanent magnet synchronous motor, AC asynchronous motor or reluctance motor with a rated power of 200 kW to 350 kW.
  • Optional auxiliary drive motor (MG3) 170 can choose permanent magnet synchronous motor, AC asynchronous motor or reluctance motor with a rated power of 150 kW to 250 kW.
  • the standard generator (MG1) 110 preferentially selects permanent magnet synchronous motors (PMSM), with a rated power between 200 kW and 350 kW, and can also be selected to meet the above-mentioned ratings.
  • PMSM permanent magnet synchronous motors
  • the driving motors (MG2) 140 and (MG3) 170 are preferably permanent magnet synchronous motors, AC asynchronous motors or reluctance motors with a rated power of 150 kW to 250 kW.
  • the electric power splitter (ePSD) 123 shown in FIG. 3 is a high-power power electronic network with three ports with a rated power of 100 kilowatts, which contains at least one IGBT or silicon carbide (SiC) power module, but may not contain any power supply or Electric energy storage device.
  • IGBT silicon carbide
  • SiC silicon carbide
  • the inverters 121, 122a and 122b and choppers 132a and 132b inside ePSD 123 can be integrated in a metal box, or Distributed in multiple metal boxes, distributed packaging arrangement.
  • IGBT is the most cost-effective mainstream power electronic power module
  • SiC silicon carbide
  • the IGBT module mentioned in this disclosure can generally refer to various industrialized power electronic power modules including IGBT and SiC.
  • port I of the ePSD is inlined with the AC port of the inverter 121 and the three-phase AC output end of the generator (MG1) 110 is electrically connected in both directions;
  • port II is inlined with the AC of the inverter 122a The port is connected to the main drive motor (MG2) 140 with two-way AC power, and the AC port of the inverter 122b is connected to the auxiliary drive motor (MG3) 170 with two-way AC power;
  • the port III inline chopper 132a end (the end with lower DC voltage) is connected to
  • the battery pack 130a is bidirectionally DC connected, and one end of the chopper 132b (the end with a lower DC voltage) is bidirectionally DC connected to the battery pack 130b.
  • the DC terminals of all inverters are bidirectionally DC connected to the ePSD DC bus junction X, and the other end of all choppers (usually the end with higher DC voltage) is also bidirectional DC connected to the ePSD DC bus junction X .
  • One end of the 100-kilowatt electronic switch 133 is electrically connected to the junction X, and the other end is electrically connected to a 100-kilowatt-level braking resistor with a radiator.
  • the rated voltage V bp of the battery packs 130a and 130b is equal to the ePSD DC bus rated voltage V bus0 , in order to simplify the system and reduce the cost, it is possible to omit the choppers 132a and 132b, and connect the battery packs directly to the bus point X in both directions. But at this time, the rated voltage of the battery pack must be equal to the rated voltage of the DC bus, and it will lose the function of actively adjusting the charging and discharging power of 100 kilowatts; and the ePSD 123 has also lost its software definition (on-site or OTA remote iteration), which can flexibly match different rated voltages. The capability of a variety of battery packs. It is the second best item.
  • the DC bus confluence point X inside the ePSD of the present disclosure is the power nerve center of the ACE heavy-duty truck powertrain.
  • the set of a DC voltage time-varying function and three DC current time-varying functions at this point is a mathematically complete and accurate description
  • the dynamic working status of the power circuit of ACE heavy trucks is the key point for energy saving, emission reduction and safety control of ACE heavy trucks.
  • the junction point X is a point in the circuit topology, but it can be a metal bus bar or a section of multi-connector high-power cable in physical implementation.
  • ePSD 123 can perform pulse width modulation (PWM) by including several major functional modules (inverter 121, inverters 122a and 122b, and choppers 132a and 132b) to achieve a response of tens of milliseconds between three ports
  • PWM pulse width modulation
  • the distribution of hundreds of kilowatts of electric power is accurately and continuously adjustable, dynamically matching the time-varying function of the road load power P v (Raod Load Power) that changes transiently during the driving of the vehicle, and satisfying the vehicle dynamics equation (1-1 ).
  • the vehicle can realize the fast and smooth switching between the multiple working modes under the two different system architectures of the series-mixing and the parallel-mixing, which can satisfy the driving dynamics and safety of the vehicle.
  • the fuel consumption and emissions of internal combustion engines are optimized (that is, minimized).
  • the ePSD can also be equipped with several sensors and memories to measure and record the dynamic voltage V bus (t) and current I g (t) at the DC bus junction X at a measurement frequency higher than 10 Hz, for example. ), Im (t), I b (t), and as part of the dedicated structured big data, and through the vehicle-mounted wireless communication gateway 210, it is uploaded to the cloud computing platform 001 for storage in time for subsequent analysis and processing.
  • the implementation of dedicated structured big data will be described later.
  • P g is the electric power of the generator (MG1) 110, and P gx is its peak power (P igx >P gx ), a positive value is driving power (electrical energy is transformed into mechanical energy), and a negative value is generated power (mechanical energy is transformed into electrical energy).
  • P b is the battery power, the positive value is the charging power (electrical energy change), and the negative value is the discharge power (chemical energy to electrical energy).
  • P m is the electric power of the drive motor (MG2) 140, P mx is its peak power (P imx > P mx ), a positive value is the driving power (electrical energy into mechanical energy), and a negative value is the regenerative braking power (mechanical energy into electrical energy, Energy recovery).
  • peak power is the maximum continuous power for internal combustion engines; for motors, inverters, choppers, or battery packs, it refers to 15 seconds maximum pulse power.
  • ACE heavy-duty truck system also includes optional auxiliary drive motor (MG3) 170 and/or auxiliary battery pack 130b, it is easy for ordinary industry professionals to expand and describe.
  • MG3 auxiliary drive motor
  • ACE heavy trucks under high-speed working conditions (average speed above 50 km/h, rarely active acceleration or braking), it is preferable to close clutch 111 and 112 to realize a parallel hybrid architecture; in urban/suburban working conditions and congested highways ( The average speed is below 35 km/h, and frequent active acceleration or braking), it is preferable to disconnect the clutch 111 to realize the series structure.
  • Trunk logistics ACE heavy trucks are used in trunk logistics applications. Nearly 95% of the mileage is in high-speed conditions, and the clutch 111 does not need to be switched frequently (several times a day). At the same time, due to the dual motors (MG1 and MG2), there will be no torque interruption in the powertrain of the vehicle during the transient state of the clutch 111 being switched on or off.
  • MG1 and MG2 dual motors
  • ACE heavy trucks can also have multiple operating modes. A brief description follows.
  • >P m >0 the generator 110 first supplies power to the driving motor 140 to provide the power required by the vehicle, and the remaining electric power then charges the battery packs 130a and 130b.
  • ⁇ P m the generator 110 and the battery pack 130a need to supply power to the driving motor 140 at the same time to meet the power requirements of the vehicle.
  • the internal combustion engine 101 should work stably at several designated high-efficiency operating points (constant torque/speed) for a long time, or idle or even stop completely.
  • the CVU 201 can set the operating point of the internal combustion engine 101 stably at its lowest specific fuel consumption (g/kWh) high efficiency point for a long time, and direct the electric domain power splitter (ePSD) 123 to accurately adjust the battery pack 130a and
  • ePSD electric domain power splitter
  • the direction and value of the charging and discharging power of 130b, peak-shaving and valley-filling, can offset the transient changes of the power of the drive motors 140 and 170 in real time, and achieve the goal of fuel saving.
  • Working mode A-3 When the vehicle is driving downhill, the internal combustion engine can be shut down.
  • the electrical power output P g of the internal combustion engine is zero.
  • the gradient power term P gd is a negative value, which exceeds the power required to drive the vehicle P r +P
  • the gradient power part of d can be absorbed and charged by the regenerative braking function of the driving motors 140 and 170 and the battery packs 130a and 130b.
  • the vehicle can reach the maximum speed allowed by the law when going downhill, regaining part of the time lost by slowing down and uphill.
  • the regenerative braking of the drive motor will fully charge all battery packs (SOC 100%) during the downhill journey.
  • the high-power power electronic switch (SS) 133 in the ePSD three-terminal power electronic network is closed, and the choppers 132a and 132b disconnect the battery packs 130a and 130b to switch the charging current generated by the regenerative braking of the drive motor 140
  • the 100-kilowatt braking resistor 131 with a radiator converts electrical energy into heat and consumes it, realizing the function of ACE heavy truck (non-mechanical braking) retarder.
  • the inverter 121 can also drive the motor 110, using the in-cylinder braking function of the internal combustion engine 101 as the effective load of the motor 101, consuming the excess regenerative power from the main driving motor 140, realizing the retarder function, and being a high-power braking resistor 131 Provide redundant load.
  • Both the I-type system of FIG. 1 and the II-type system of FIG. 2 can realize parallel hybrid operation by closing the clutches 111 and 112.
  • the mechanical driving power of the internal combustion engine 101 and the electric driving power of the dual motors 110 and 140 can be directly superimposed.
  • the total driving continuous power of the ACE heavy-duty truck powertrain is much higher than 500 kW, and its dynamic performance ( Overtaking capacity on flat roads or full-load high-speed climbing capacity) is significantly better than the top-level 15L large displacement conventional diesel heavy truck.
  • the total capacity of the battery packs 130a and 130b of the ACE heavy trucks is generally in the range of 20-60 kWh, which can support the vehicle's high-power pure electric driving for 15-40 kilometers.
  • ACE is in a hybrid architecture.
  • the speed of the internal combustion engine 101 depends on the speed of the vehicle and the gear of the gearbox 150.
  • the internal combustion engine 101 can be controlled to start and stop at a high speed to save fuel.
  • the electric energy recovered by the battery packs 130a and 130b through regenerative braking is "quasi-zero cost electric energy", while the internal combustion engine power generation provides “high-cost electric energy”.
  • the main point of ACE's heavy-duty truck fuel-saving control is to continuously increase the charge turnover rate of the battery pack 130a and 130b during the vehicle journey, especially to continuously increase the charge turnover rate of regenerative braking, while minimizing the internal combustion engine charge turnover rate.
  • ACE heavy trucks can be based on the three-dimensional information (longitude, latitude, longitudinal slope) of the road within a hundred kilometers ahead of the electronic horizon, and the predictive adaptive cruise mode selected by the driver (fuel-saving mode Eco, normal mode N, high-performance mode P) , Road conditions and vehicle operating conditions, to dynamically adjust the fuel injection volume of the internal combustion engine 101 (with or without fuel injection), allowing the battery packs 130a and 130b to be charged and discharged, providing the driving power required for vehicle driving, and the internal combustion engine 101 starts and stops at high speed To reduce the high-cost "internal combustion engine charge” turnover rate, increase the low-cost "regenerative braking charge” turnover rate, and further save fuel.
  • the so-called high-speed start and stop of the internal combustion engine 101 means that the internal combustion engine 101 is operating at a speed range of 800 rpm to 2000 rpm, by intermittently cutting off its fuel injection, and dynamically adjusting the opening and closing time delays or angles of the intake and outlet valves in the cylinder to make
  • the internal combustion engine can work in two different types of reactive power and low load conditions (no fuel injection, no output mechanical power, and low load of tractor rotation) and active high load (normal fuel injection, output mechanical power, and high drive rotation load). Switches smoothly in minute intervals between conditions. Only in this way can it be ensured that the traditional auxiliary subsystems of various vehicles hung on the internal combustion engine 101 can continuously rotate through the flywheel of the internal combustion engine 101 to continuously obtain mechanical power and maintain normal operation.
  • ACE heavy trucks need to use ultra-long life, low temperature resistant, safe, reliable, and cost-effective power battery packs.
  • the cells need to withstand continuous charge and discharge at a rate of 5C to 10C and peak charge and discharge at a rate of 15C to 30C (15 second pulse) And the charge rate is often higher than the discharge rate.
  • the working environment temperature outside the vehicle is -30°C ⁇ +55°C, and the equivalent deep charge and discharge (DoD 100%) cycle life exceeds 12,000 times. After the vehicle is stopped at -30°C outside in the cold winter for 24 hours, the internal combustion engine 101 is cold-started, and the vehicle is idling for less than three minutes after the vehicle is started.
  • the battery pack must be able to work normally. At this time, the charging and discharging capacity of the battery pack can be temporarily reduced, and the full charging and discharging capacity will be restored when the internal temperature of the cell rises to 10°C, but the cell cannot be damaged due to low temperature and high rate charging, or even cause major safety hazards of thermal runaway of the cell.
  • Mainstream lithium-ion power cells such as lithium iron phosphate (LFP) and ternary lithium (NCM or NCA) are generally afraid of cold.
  • LFP lithium iron phosphate
  • NCM ternary lithium
  • the damage mechanism is that the metal lithium dendrites of the negative electrode pierce the diaphragm, causing the safety hazard of thermal runaway caused by short circuit in the cell.
  • the battery management system monitors the temperature of the battery cell in real time, and it is strictly prohibited to charge the battery cell at a high rate when it is cold.
  • Mainstream power cells such as LFP, NCM, or NCA cannot be used alone as a battery pack for ACE heavy trucks.
  • LTO lithium titanate batteries
  • ACE heavy trucks basically have no restrictions on the volume and weight of battery packs with a total capacity of only tens of kilowatt-hours, the disadvantages of low specific energy and large volume of LTO are not a concern; but its high cost disadvantage will seriously affect the size of ACE heavy trucks. Large-scale commercial use.
  • the cost-effectiveness of the vehicle system can be optimized according to the specific application scenarios of ACE heavy trucks.
  • the LTO main battery pack 130a immediately participates in the work, and the LFP or ternary lithium auxiliary battery pack 130b does not participate in the work temporarily.
  • the internal cells of the auxiliary battery pack 130b are heated to After the temperature is above 10°C, add the battery pack 130b to participate in the work again.
  • Battery packs 130a and 130b are one of the most expensive subsystems in ACE heavy trucks. Mixing and matching two or more battery packs of different electrochemical cells is beneficial to improve the overall performance of the battery pack, reduce the total cost of the battery pack, and optimize the ACE heavy truck. Comprehensive price/performance ratio is very important.
  • the LTO single cell voltage is only 2.2V, which is lower than the LFP single cell voltage of 3.3V and the NCM single cell voltage of 3.7V.
  • the high-rated voltage cells have more in series and less in parallel structure than the low rated voltage cells in more parallel and less in series structure.
  • the design is more complicated, the material and manufacturing costs are higher, and the system redundancy is low. Robustness is poor.
  • Two or more battery packs with at least two different electrochemical cells are used in parallel to mix and match, which is beneficial to improve the cost performance of the ACE heavy truck system.
  • the rated voltage range of power battery packs used in most new energy passenger cars is 200V to 400V.
  • the peak power of the ePSD of the present invention is up to 500 kilowatts, and the preferred range of its DC bus rated voltage is 600V-800V.
  • the battery pack used in the present disclosure preferably has a rated voltage value between 350V and 500V, as much as possible to coincide with the rated voltage range of the mainstream new energy passenger car battery pack with a huge annual production and sales volume, so as to make full use of the mature power of today's new energy passenger car
  • the battery supply chain reduces costs and guarantees supply.
  • These battery packs can be matched with the DC bus of the ePSD 123 through the 100-kilowatt bidirectional step-down DC-DC converters (Boost-Buck, also known as choppers) 132a and 132b inside the ePSD port III.
  • Boost-Buck also known as choppers
  • another function of the chopper is to actively and continuously adjust the charge and discharge current of the battery pack 130a and 130b through pulse width modulation (PWM) within the range of 0% to
  • the main battery pack 130a can use a lithium titanate battery (LTO) with a capacity of 10KWh-30KWh, which can be continuously charged and discharged for 5C ⁇ 10C, 15 seconds peak charge and discharge 15C ⁇ 30C, equivalent deep charge and discharge (100% DoD) life Over 12,000 times, the outdoor working environment temperature is -30 ⁇ +55 degrees Celsius.
  • LTO lithium titanate battery
  • the known commercial electrochemical formulas of automotive-specific power batteries only a set of lithium titanate cells (LTO) batteries can meet the above-mentioned stringent requirements, especially the ultra-long life requirements.
  • the secondary battery pack 130b may use a mainstream lithium-ion power cell (continuous charge and discharge 3C+) with a capacity of 20KWh-60KWh, such as lithium iron phosphate (LFP) or ternary lithium (NCM or NCA) cells.
  • LFP lithium iron phosphate
  • NCM ternary lithium
  • the battery pack functions like a high-power internal combustion engine with a small fuel tank, with strong explosive power but insufficient endurance.
  • the battery pack can continuously provide the 100-kilowatt rated power of the drive motor for a long time (within 5-20 minutes), or provide the drive motor with a peak power of more than 300 kilowatts for a short time (within 60 seconds). Assuming that the battery pack has a capacity of 30 kWh, the drive motor has a rated power of 300 kW, and a fully charged battery pack (100% SoC) (capacity 30 kWh), when the generator set has zero output, it can be used for 6 consecutive minutes for the drive motor. 300 kilowatts of continuous power supply (10C discharge) allows a full-load hybrid heavy truck (40 tons) to travel nearly 10 kilometers at the Chinese legal limit speed of 90 km/h on a smooth and uncongested highway.
  • the electric energy stored in the battery packs 130a and 130b is divided into two types, one is the "internal combustion engine charge” generated by the internal combustion engine 101 driving the generator 110, which is “high-cost electric energy”; the other is through the driving motors 140 and 170
  • the "regenerative braking charge” generated by the energy recovered by regenerative braking can be regarded as "quasi-zero cost electric energy”.
  • the driving motors 140 and 170 provide power for the ACE heavy-duty truck 010 to drive, and when charging, the driving motors 140 and 170 regeneratively brake to recover energy.
  • the generator 110 can also participate in regenerative braking to recover energy, which can further increase the charge throughput of regenerative braking and improve the fuel saving effect.
  • SoC state of charge
  • the power performance of the ACE heavy truck depends entirely on the peak power of the internal combustion engine 101 (operating in a hybrid architecture). If the peak power of the internal combustion engine is not high enough, it has to be replaced. Low gear, slowing down, temporarily reduce the vehicle's power and freight timeliness. The generator 110 and/or the driving motors 140 and 170 will not have a chance to recharge the battery packs 130a and 130b until there is a flat road or downhill.
  • the inverter 121 is the peak power P igx should be nearly 25% higher than the peak power of the generator 110 P gx, high peak power P pmx motor main inverter 140 of the peak power P imx 122a should be nearly 15% than the main drive, inverter pay high peak power P smx 170 motor 122b of the drive peak power should pay nearly 25%, P pmx> P smx.
  • the total peak power of the main chopper 132a and the auxiliary chopper 132b should be higher than the peak power P pmx of the main drive motor 140 by nearly 20%.
  • Power semiconductor modules such as IGBT or SiC
  • IGBT or SiC can improve the cost performance faster than battery packs, motors, and brake resistors. It can make full use of the continuous innovation and upgrading of the high-power semiconductor industry, and adopt a variety of power electronic topologies to achieve cost-effective ePSD123.
  • the ePSD 123 with hardware design margin has been a software-defined electrical domain power splitter from the beginning, which can be continuously improved and evolved through remote software update iteration (OTA).
  • OTA remote software update iteration
  • the three ports of ePSD and external motors and battery packs can adopt standard mechanical and electrical interfaces, which is convenient and flexible to meet the performance requirements, target cost, and performance provided by many high-quality suppliers. All kinds of motors and battery packs with guaranteed quality and supply will continue to improve and improve the cost performance of ACE heavy trucks.
  • the inverter is the core part of the motor controller (MCU).
  • MCU motor controller
  • the inverter and the motor controller are used as synonyms, which will not cause ambiguity to those of ordinary skill in the art.
  • the inverters (121, 122a, 122b) precisely control the speed and torque of the motors (110, 140, 170) by means of vector control, and can continuously adjust the amplitude and flow direction of 100 kilowatts of electric power in real time (millisecond level).
  • the chopper (132a, 132b) is a two-way boost-boost DC-DC converter (Boost-Buck), one side is electrically connected to the DC bus of ePSD123, preferably the rated voltage range is 650V ⁇ 750V; the other side is electrically connected to the battery
  • the battery packs 130a and 130b preferably have a rated voltage range of 350V to 650V.
  • the choppers 132a and 132b can be externally matched to battery packs 130a and 130b of various rated voltages, and can also provide the function of accurately and continuously adjusting the charge and discharge current amplitude of the 100-ampere battery packs 130a and 130b.
  • the vehicle controller (VCU) 201 of ACE heavy trucks can instruct ePSD 123 to continuously adjust three independent 100-kilowatt-level electric power time functions (independent variable generator power P g (t), independent Variable drive motor power P m (t), non-independent variable battery pack charge and discharge power P b (t)), satisfy the electric power balance equation at ePSD DC bus junction X at any time:
  • the standard main drive motor 140 is a permanent magnet synchronous motor, with a rated power range of 200KW-300KW, a peak power range of 300KW-450KW, and a peak torque range of 2000NM-2500NM.
  • the driving motor 140 can also be an AC induction motor or a reluctance motor that meets the power and torque requirements.
  • the peak power of the main inverter 122a must be higher than the peak power of the main drive motor.
  • the annual sales volume of hybrid passenger vehicles is nearly two orders of magnitude higher than that of hybrid commercial vehicles, so try to share certain core components with passenger vehicles, which can effectively reduce the cost of hybrid commercial vehicles and ensure mass supply.
  • the rated power of a single motor and inverter used in electric (including hybrid) passenger cars is usually less than 150 kilowatts.
  • a preferred solution is to use a six-phase or nine-phase permanent magnet AC motor and a matching multi-phase inverter.
  • the nine-phase permanent magnet AC motor is actually a coaxial/same-shell integration of three smaller three-phase permanent magnet alternating currents, and the corresponding nine-phase inverter is integrated by three independent smaller three-phase inverters in the same shell .
  • the structure of this multi-phase motor + multi-phase controller has redundancy, which improves the performance and reliability of the system and reduces the overall cost of the entire system.
  • the power parameters of the motor and the controller exceed the above-mentioned preferred range, and the hybrid heavy truck can also work. It's just that either too low configuration leads to improved vehicle economy but lower power performance, or too high configuration leads to higher vehicle power performance but lower economy.
  • the standard generator (MG1) 110 is two-way mechanically coupled with the flywheel end of the internal combustion engine 101 (the so-called hybrid P1 position), and it is also bidirectional with one end of the clutch 111 Mechanical connection.
  • the specific mechanical connection structure is divided into two types.
  • Type I is a single-shaft coaxial structure.
  • the three internal combustion engine, generator, and clutch
  • Type II is a parallel shaft structure (multi-shaft), and the three are mechanically connected in two directions by gears.
  • the generator 110 and the internal combustion engine 101 are connected by gears, and the speed ratio is fixed.
  • the speed range of the high-efficiency zone of a heavy-duty internal combustion engine is generally: 1000 rpm to 1600 rpm.
  • the internal combustion engine has a stable low speed, and its specific fuel consumption (diesel g/KWh) is the lowest when working under high load.
  • the power of the engine and electric motor is proportional to the product of its speed and torque.
  • the maximum torque of the engine and generator is positively related to its size, quality, and price.
  • the use of a class II multi-parallel shaft structure can increase the speed ratio of the generator 110 to the internal combustion engine 101 to the range of 2.0 to 5.0 through a fixed speed ratio reducer, making it possible to select a high-power permanent magnet synchronous motor in the new energy passenger car system , Which greatly reduces the size, quality, and price of the generator 110.
  • the generator 110 may preferably be a medium-speed (maximum speed of 12000 rpm) vehicle-gauge permanent magnet synchronous motor with a rated power of 150 kW to 250 kW and a peak torque of less than 500 NM.
  • the standard main drive motor (MG2) 140 is mechanically connected to the other end of the clutch 111 in both directions (the so-called hybrid P2 position), and is also mechanically connected to the input shaft of the automatic transmission 150 through a flexible coupling 152.
  • the specific mechanical connection structure is divided into two types.
  • Type I is a single-shaft coaxial structure.
  • the three (clutch, drive motor, and gearbox) are connected in series on the same mechanical drive shaft. At this time, the speed of the drive motor 140 and the input of the gearbox 150 The shaft speeds are exactly the same (speed ratio 1.0);
  • Type II is a parallel shaft structure (multi-axis), and the three are mechanically connected in two directions through gears. At this time, the speed ratio of the drive motor 140 and the input shaft of the gearbox 150 is fixed.
  • the output shaft of the flywheel end of the internal combustion engine 101 and the input shaft of the gearbox 150 are mechanically connected concentrically and coaxially in two directions, the speed of the two is the same, and the speed ratio is 1.0.
  • the maximum input torque of the input shaft of the heavy truck gearbox is less than 2500NM.
  • the use of a Class II parallel shaft structure can increase the speed ratio of the drive motor 140 and the input shaft of the gearbox 150 to the range of 2.0 to 6.0 through a fixed speed ratio reducer, so that it is possible to choose the high power permanent power in the new energy passenger car system.
  • the magnetic synchronous motor greatly reduces the volume and price of the drive motor 140.
  • the main drive motor (MG2) 140 may preferably be a permanent magnet synchronous motor with a rated power between 175KW and 280KW.
  • the drive motor 140 is a permanent magnet synchronous motor or AC asynchronous motor with low speed (maximum speed less than 6000 rpm) and high torque (peak torque above 2000 NM);
  • the drive motor 140 is a medium to high speed ( Permanent magnet synchronous motors or AC asynchronous motors with medium torque (peak torque below 500NM) with a maximum speed of 12000 rpm or less. The latter is smaller in size and quality and lower in price than the former.
  • the optional auxiliary drive motor (MG3) 170 can be placed between the output shaft of the gearbox 150 and the drive axle 160 (the so-called hybrid P3 position), or before the second drive axle 180 (the so-called hybrid P4 position) , Both are two-way mechanical connections.
  • the peak torque at the input of the drive axle of heavy trucks can be as high as 20000NM.
  • a reducer is required between the auxiliary drive motor (MG3) 170 and the drive axle (160 or 180), and the speed ratio ranges from 5.0 to 15.0.
  • a permanent magnet synchronous motor or an AC asynchronous motor with a rated power of 100KW-150KW and a peak torque of less than 1000NM (Nm) can be preferred.
  • the input end of the gearbox 150 is mechanically connected to the output end of the main drive motor 140 through a flexible mechanical coupling 152, and its output end is mechanically connected to the first drive axle 160 in both directions.
  • a heavy-duty 5-speed-12-speed automatic mechanical transmission (AMT-5 ⁇ AMT-12) with a maximum input torque of less than 2500 Nm is used, and a heavy-duty dual-clutch transmission (DCT) or with hydraulic power can also be used Automatic transmission (AT) for torque converter.
  • AMT-5 ⁇ AMT-12 with a maximum input torque of less than 2500 Nm
  • DCT heavy-duty dual-clutch transmission
  • AT Automatic transmission
  • Different from the power characteristics of the internal combustion engine with low torque at low speed the torque of the drive motor is maximum at low speed, so the automatic gearbox 5-8 forward speed gear is sufficient, and no more gears are needed.
  • the driving rotation system of the ACE heavy truck including the gearbox in the present invention is not the one-way mechanical power transmission of the traditional internal combustion engine heavy truck, but the two-way mechanical power transmission. Therefore, the main bearings and gears in the automatic gearbox need to be strengthened in design and manufacturing to ensure their Performance and life are up to standard.
  • the following description is directed to the 6x2 or 6x4 ACE heavy truck II-type system block diagram in Figure 2.
  • the standard generator (MG1) 110 is two-way mechanically connected with the flywheel end of the internal combustion engine 101 (the so-called hybrid P2 position), and it is also connected to the clutch 111 One end is two-way mechanical connection.
  • a clutch 112 can be optionally installed between the flywheel end of the internal combustion engine 101 and the generator 110 to increase the control freedom of the II-type hybrid system. If the clutch 112 is not installed, the generator 110 is arranged in the so-called hybrid P1 position.
  • the specific mechanical connection structure is divided into two types. Type I is a single-shaft coaxial structure. The three (internal combustion engine, generator, clutch) are connected in series on the same mechanical transmission shaft.
  • the rotation speed of the generator 110 is completely the same as that of the internal combustion engine 101. Same (speed ratio 1.0); Type II is a multi-parallel shaft structure, and the three are mechanically connected in two directions through gears. At this time, the rotation speed ratio of the generator 110 and the internal combustion engine 101 is fixed, and the rotation speed ratio range is preferably 2.0 to 6.0.
  • the generator 110 may preferably be a medium-speed (maximum speed of 12000 rpm) vehicle-gauge permanent magnet synchronous motor with a rated power of 150 KW to 250 KW and a peak torque of less than 500 NM, or an AC asynchronous motor.
  • the standard main drive motor (MG2) 140 in FIG. 2 is mechanically coupled with the output shaft of the gearbox 150 and the first drive axle 160 respectively (hybrid P3 position).
  • the peak torque of the output shaft of the gearbox 150 can be as high as 20000NM, while the motor with a peak torque higher than 2000NM has a large volume and weight and is expensive.
  • the type I single-axis coaxial structure is not applicable, and the type II multi-parallel shaft structure is preferably adopted, and the three (gearbox output shaft, main drive motor mechanical shaft, and first drive axle input shaft) are mechanically connected in both directions through a set of gears.
  • the rotational speed ratio of the drive motor 140 and the output shaft of the gearbox 150 is fixed, and the rotational speed ratio ranges from 3.0 to 10.0. Try to select high-power permanent magnet synchronous motors in the new energy passenger car system as much as possible, and seek to greatly reduce the size and price of the drive motor 140, and ensure quality and supply.
  • the main drive motor (MG2) 140 may preferably be a permanent magnet synchronous motor or an AC asynchronous motor with a medium to high speed (maximum speed of 12000 rpm or less) and a medium to high torque (peak torque of 1000 NM or less) with a rated power between 175KW and 280KW.
  • the optional auxiliary drive motor (MG3) 170 in FIG. 2 can be arranged in front of the second drive axle 180 (the so-called hybrid P4 position), and is mechanically connected in both directions.
  • the peak torque at the input end of the heavy truck drive axle can be as high as 10000NM or more.
  • a multi-gear reducer needs to be added between the auxiliary drive motor (MG3) 170 and the drive axle (160 or 180).
  • the fixed speed ratio selection range is 5.0 ⁇ 15.0.
  • an example of an II-type dual-motor single-clutch hybrid system is as follows.
  • the main drive motor (MG2) 140 is eliminated and only the standard generator (MG1) is retained.
  • the main difference between the I-type hybrid system ( Figure 1) and the II-type hybrid system ( Figure 2) is that the three motors 110, 140, and 170 have different configuration positions and parameter matching.
  • the position, connection mode, and parameter selection of other main subsystems in the I-type and II-type hybrid system are basically the same.
  • the auxiliary drive motor 170, the motor controller (MCU) including the inverter 122b, and the second mechanical drive bridge 180 can be combined to form an "Integrated Electric Drive Bridge" (Integrated e-Axle).
  • Integrated Electric Drive Bridge Integrated e-Axle
  • Traditional internal combustion engine heavy trucks can also be equipped with an integrated electric drive axle to become a hybrid heavy truck.
  • the ACE heavy truck in Figure 1 or Figure 2 of the present disclosure integrates an electric drive axle and includes internal combustion engine 101, engine control unit 101, generator 110, ePSD 123, main drive motor 140, and battery packs 130a and 130b.
  • At least one of the subsystems, including clutches 111 and 112, gearbox 150, and gearbox control unit 151, are dynamically coupled and closely coordinated, and are jointly controlled by the vehicle controller (VCU) 201.
  • VCU vehicle controller
  • the above content describes the ACE heavy-duty truck system according to the present disclosure, which is a hybrid system architecture and hardware system basis for realizing fuel-saving and emission-reduction of ACE heavy-duty trucks in trunk logistics application scenarios.
  • ACE heavy-duty truck system is a hybrid system architecture and hardware system basis for realizing fuel-saving and emission-reduction of ACE heavy-duty trucks in trunk logistics application scenarios.
  • cloud computing platforms for example, cloud servers
  • PAC predictive adaptive cruise
  • the ACE heavy card is loaded with a map instrument (MU) 240 and a satellite navigation receiver (GNSS) 220.
  • a three-dimensional electronic map (or 3D map) that covers all highways and other main semi-enclosed roads pre-stored in the map instrument (or navigator) 240, and the 3D map information includes, but is not limited to: road description of the whole journey The longitude and latitude of the absolute position of the vehicle, and especially information indicating the longitudinal gradient of the road (such as the uphill angle ⁇ u and the downhill angle ⁇ d shown in FIG. 4 ).
  • the memory of the vehicle-mounted map instrument 240 as shown in FIG. 1 or FIG.
  • ADAS advanced driver assistance system
  • the satellite navigation receiver (or satellite navigator) 220 is used for real-time measurement of the longitude, latitude, altitude, longitudinal road gradient, longitudinal linear velocity and other information at the location (ie current location) of the ACE heavy truck 010.
  • a satellite navigation receiver (“RTK receiver”) 220 using dual antennas 221 and 222 input carrier phase dynamic real-time differential (RTK) technology can measure ten times per second (measurement speed). Frequency 10 Hz) for real-time accurate positioning and attitude measurement of ACE heavy trucks.
  • RTK receiver carrier phase dynamic real-time differential
  • GNSS International Navigation Satellite System
  • GNSS International Navigation Satellite System
  • Beidou-3 can provide the latest satellite navigation services to many countries, and global coverage is expected to be completed in 2020.
  • China's Beidou system has signed compatibility agreements with three other satellite navigation systems.
  • a satellite navigation receiver (GNSS) 220 containing the latest Beidou No. 3 RTK chip is used to match two satellite antennas 221 and 222 installed on the top of the heavy truck cab at least one meter apart to dynamically measure the vehicle's timing, speed, Position (longitude/latitude), and longitudinal attitude (ie, the angle of the road longitudinal slope).
  • the RTK chip can complete satellite navigation positioning and attitude measurement based on receiving mutually independent signals from four navigation satellites in any combination of the four GNSS systems.
  • the timing accuracy is 50 nanoseconds, the speed measurement accuracy is 0.2 m/s, the horizontal plane latitude and longitude positioning accuracy is less than 2.5 meters, the highway longitudinal slope progress is less than 0.15 degrees, and the highest measurement frequency is 10 Hz.
  • the RTK navigator cannot accurately measure the vertical altitude of the road under the wheels of the vehicle in real time. At the same time, many countries in the world strictly control the surveying, mapping and release of accurate altitude information. Fortunately, the present invention only requires 10-meter accuracy for the measurement accuracy of the absolute altitude of the vehicle road surface.
  • a single antenna satellite navigation receiver and an inertial navigator (IMU) can also be used to complete the three-dimensional positioning and navigation of the vehicle.
  • the IMU based on multiple micro-electromechanical system (MEMS) acceleration sensors and gyroscopes (Gyro) plus processing chips can measure the longitudinal slope function of the road on which ACE heavy trucks travel in real time with a measurement frequency higher than 10 Hz and a measurement accuracy of 0.1 degrees. It needs to be emphasized that because ACE heavy trucks are driving at high speed, the small 0.1 degree change in the longitudinal slope of the road is the secret source of substantial fuel saving and emission reduction, so real-time accurate measurement of the longitudinal slope distribution function along the highway is very important.
  • MEMS micro-electromechanical system
  • Gyroscopes gyroscopes
  • each ACE heavy truck is only related to the performance parameter constants of the important subsystems of the heavy truck, the discrete variable of the total vehicle mass (the tractor is loaded with the trailer), the two continuous variables of vehicle speed and vehicle acceleration, and the longitude of the driving path Several limited parameters or variables such as the three continuous quantities of, latitude, and longitudinal slope distribution function are directly related, and not directly related to the macro average fuel consumption of all ACE heavy trucks driving on all roads. If the driver of a certain ACE heavy truck enters the starting point and end point of the freight path into the system before the freight starts, he can use the artificial intelligence (AI) brain of the cloud-based fuel-saving robot to use all the historically running on the road section.
  • AI artificial intelligence
  • Each ACE heavy-duty truck operates proprietary structured big data, real-time calculation and download of the default best fuel-saving control strategy customized for the vehicle and specific route, each ACE heavy truck, regardless of whether its driver has driving experience on a specific freight route, You can rely on the collective experience and wisdom of all ACE heavy trucks to consistently achieve the best fuel consumption every time.
  • One of the core of ACE heavy-duty truck operation structured big data is its electric power splitter (ePSD) operation big data, including the following: the sampling frequency is at least 10.0Hz, and all subsystem controllers are calibrated according to the timing of the satellite navigation receiver 220 Clock.
  • ePSD electric power splitter
  • each microcontroller of the ACE heavy truck directs the sensors to locally collect and store at least the following variable values: the longitude of the road L lg (t i ), the latitude L lat (t i ), the longitudinal slope G( t i ), vehicle speed v(t i ), vehicle acceleration a(t i ), generator (MG1) DC current I g (t i ), drive motor (MG2) DC current I m (t i ), battery pack 130a And 130b DC current I bat (t i ), DC bus voltage V bus (t i ), battery pack 130a and 130b state of charge C bat (t i ), braking resistor DC current I bk (t i ), ambient temperature T (t i ), ambient wind speed and wind direction v xyz (t i ).
  • the vehicle controller (VCU) 201 may be configured to: the longitude and latitude (equivalent to meter-level) of the electronic horizon (meter-level interval density) along the road based on the 3D map stored in the map instrument 240 in advance.
  • Positioning accuracy longitudinal road gradient (referred to as "longitudinal slope", 0.1 degree accuracy), and/or based on the longitude, latitude, altitude, and altitude of the vehicle at the location measured by the satellite navigation receiver (GNSS) 220 Longitudinal slope to predict the power of at least one of the following subsystems, including ePSD 123, internal combustion engine 101, generator 110, drive motors 140 and 170, clutch 111, gearbox 150, and battery packs 130a and 130b in an "independent" manner Control, under the premise of ensuring driving safety and freight timeliness, the pursuit of the actual fuel consumption of ACE heavy trucks is minimized.
  • GNSS satellite navigation receiver
  • the VCU 201 can first control the transient power distribution between the three ports of the ePSD 123 based on the longitudinal slope data measured by the GNSS 220.
  • the VCU 201 can use the transient power distribution parameters of the ACE heavy truck ePSD 123 three ports, the longitudinal linear velocity and acceleration of the vehicle 010, and the vehicle dynamics equation. After the vehicle is in the loop simulation calculation, the judgment is made, and the selection is based on the on-board three-dimensional electronic map to realize the automatic error correction function.
  • a satellite navigation receiver 220 with only a single antenna 221 but no antenna 222 can also be used, and an inertial navigator (IMU) containing a single-axis or multi-axis dynamic tilt sensor can also be selected to measure the vehicle’s Absolute positioning (longitude/latitude) and road longitudinal slope.
  • IMU inertial navigator
  • a single-axis or multi-axis dynamic tilt sensor can also be selected to measure the vehicle’s Absolute positioning (longitude/latitude) and road longitudinal slope.
  • IMU inertial navigator
  • the VCU 201 can command the internal combustion engine 101 to drive the generator 110, increase the power generation in advance, and use most of the generated electric power to power the drive motor 140 to provide the power required by the vehicle 010 at a constant speed.
  • the remaining electric power is used to charge the battery packs 130a and 130b to ensure that the battery packs 130a and 130b are fully charged (SoC 100%) before going uphill, and there is enough electric energy to assist the vehicle in climbing. This is especially suitable for scenarios where the road section ahead has a "long gentle slope".
  • the VCU 201 can direct the internal combustion engine 101 to switch to idle speed (speed less than 800 rpm) and suspend fuel injection.
  • the output power of the generator 110 is Zero, power is supplied to the driving motor 140 only through the discharge of the battery packs 130a and 130b, and the power required for the vehicle to travel at a constant speed is provided.
  • the 140-hundred-kilowatt-level regenerative braking power recharges the battery packs 130a and 130b to recover kilowatt-hour-level energy.
  • the electric energy in the tens of kilowatt-hour power battery packs can be fully utilized and charged and discharged multiple times, increasing the electric energy throughput and turnover rate, especially the quasi-zero cost regenerative charge.
  • the flywheel of the internal combustion engine 101 also needs to keep rotating to provide mechanical power to various auxiliary electromechanical systems of the vehicle, such as the air compressor of the brake system, the compressor of the air conditioning system, the water pump, the oil pump, etc., during the driving of the vehicle 010, it is based on fuel saving In the control strategy, even if the internal combustion engine 101 is not required to output mechanical power to drive the vehicle for a period of time, the generator 110 needs to work in the drive mode to provide power to drive the internal combustion engine 101 to idling without fuel (for example, 800 rpm).
  • fuel for example, 800 rpm
  • VVT variable valve timing
  • ACE heavy trucks run under the serial hybrid architecture, they make full use of Dynamic coordination between the 100-kilowatt generator 110 and the electric power splitter (ePSD) 123, and the ten-kilowatt-hour high-power battery pack 130a and 130b, to keep the internal combustion engine 101 at an idle speed (for example, 800 rpm) , Through the ECU 102 dynamic control whether the fuel injection (100% or 0.0%) to adjust the internal combustion engine 101 to switch back and forth between low reactive power and high active power, without affecting the normal operation of the vehicle's auxiliary subsystems At the same time, optimize the vehicle's power and fuel-saving performance.
  • ePSD electric power splitter
  • reactive power low load means that the internal combustion engine 101 keeps rotating at idling speed, does not inject fuel in the cylinder, and has no mechanical power output, which is a low load for the generator 110 in the driving mode;
  • active power high load refers to the internal combustion engine 101 works at a high-efficiency operating point, injects oil in the cylinder, uses the generator 110 in the power generation mode as a load, and runs at a high load (50% to 90% maximum torque).
  • the VCU 201 can dynamically control the operating point of the internal combustion engine 101 according to the state of charge (SOC) of the battery packs 130a and 130b and the 3D road information in the electronic horizon.
  • SOC state of charge
  • the internal combustion engine can be adjusted to reactive power through the fuel-free idle start-stop control of the internal combustion engine.
  • the discharge power P bat of the battery packs 130a and 130b is completely used to supply power to the driving motors 140 and 170 to provide driving power for the vehicle, and to operate in a charge depleting mode (Charge Depleting Mode).
  • the internal combustion engine is adjusted to the high thermal efficiency operating point of active power and high load, and the generator ( MG1) 110's output power Pg until its peak value P gx , and the generated electric energy is first used to power the drive motors 140 and 170 to provide vehicle power, and the remaining electric power is used to charge the battery packs 130a and 130b , Run in Charge Sustaining Mode.
  • the generator ( MG1) 110's output power Pg until its peak value P gx the generated electric energy is first used to power the drive motors 140 and 170 to provide vehicle power, and the remaining electric power is used to charge the battery packs 130a and 130b , Run in Charge Sustaining Mode.
  • the battery packs 130a and 130b can work with the generator sets (101, 110) in the charge depleting mode after the vehicle enters the long slope section to supply power to the driving motors 140 and 170 through the ePSD 123 to meet the driving dynamics of the vehicle. And the requirements of the timeliness of freight.
  • VCU 201 When the VCU 201 predicts that the remaining electric energy of the battery packs 130a and 130b is sufficient to drive the vehicle uphill, VCU 201 instructs the internal combustion engine 101 to switch to a reactive power low-load operating point, as far as possible, when the vehicle starts to go downhill, basically exhaust the battery pack The charge in 130a and 130b, and then use the negative gradient power of hundreds of kilowatts during long downhill slopes to quickly charge the battery packs 130a and 130b through regenerative braking, and recover tens of kilowatt-hours of electrical energy to save fuel .
  • the ACE heavy truck may also include an automotive-grade millimeter wave radar module (mWR) 230 and a radar antenna 231 installed on the front end of the heavy truck for real-time Monitor the absolute distance between the heavy truck and the following vehicles in the same lane and the relative speed of the two vehicles.
  • mWR millimeter wave radar module
  • the millimeter-wave radar 230 may also include a vehicle-level short-range and large-view radar (SRR) with a detection distance of 70 meters and a viewing angle range of +/-65 degrees.
  • SRR vehicle-level short-range and large-view radar
  • LiDAR LiDAR
  • FOV+/-10 degrees viewing angle
  • the heavy truck may also include a vehicle-mounted wireless communication gateway (T-Box) 210 and an external antenna 211, through, for example, WiFi, the third generation/fourth generation/fifth generation (3G/4G/5G) cellular mobile communication network 002 (see Figure 4), let the heavy truck network with the cloud computing platform 001.
  • T-Box vehicle-mounted wireless communication gateway
  • 3G/4G/5G third generation/fourth generation/fifth generation
  • VCU 201 can receive signals from many on-board sensors including satellite receiver 220 and millimeter wave radar 230, and control the internal combustion engine 101 and its control module (ECU) 102, generator 110, and electric power splitter ePSD 123 (internal Including inverters 121, 122a and 122b, high-power soft switches 133, choppers 132a and 132b), battery packs 130a and 130b, drive motors 140 and 170, automatic transmission 150 and transmission controller (TCU) 151, Any combination of many modules or sub-systems, including the map instrument 240, realizes the predictive adaptive cruise function (PAC) of ACE heavy-duty highway driving in the same lane through the "symphonic band-like" multi-module real-time dynamic coordination, liberating the driver Both feet, while optimizing the vehicle's power and fuel economy, and reducing vehicle exhaust emissions.
  • ECU internal combustion engine 101 and its control module
  • ePSD 123 internal Including inverters 121, 122a and 122b, high-power
  • VCU201 can effectively use the electronic horizon three-dimensional road information in the range of 50 kilometers or even 500 kilometers, and realize the real-time predictive adaptive power control of the ACE heavy trucks with the granularity of the cumulative order of 100 meters of the road section, while ensuring the dynamics of the vehicle. The overall fuel consumption of the vehicle throughout the journey is minimized.
  • PAC predictive adaptive cruise
  • This function automatically controls the longitudinal driving of the vehicle in the same lane, frees the driver's feet, reduces the driving labor intensity, and realizes the automatic acceleration, deceleration, cruise, and taxiing in the same lane of the ACE heavy truck highway.
  • the PAC function can only be activated under closed highway conditions without congestion (average speed is not less than 45 highways/hour).
  • the aforementioned predictive adaptive cruise may include the following three modes: 1) Normal Mode N (Normal Mode), 2) Fuel Saving Mode Eco (Eco Mode), and 3) High Performance Mode P (Power Mode, also known as sports mode).
  • a passenger car with a total weight of only two tons the maximum driving power can exceed 100KW, and a fully loaded heavy truck with a total mass (or weight) of up to 40 tons, the maximum driving power is only 350KW, the unit weight of a heavy truck is driven
  • the power (kW/ton) is much smaller than that of passenger cars, and the dynamic driving characteristics of the two vehicles are quite different.
  • a heavy truck is driving on an open highway, it is difficult to maintain a constant speed up and down a longitudinal slope of more than 1.0 degree, and it is also difficult to maintain a constant distance to follow the passenger car directly in front.
  • the above three PAC modes have different focuses.
  • the normal mode (N) takes into account both fuel saving and freight efficiency (that is, vehicle dynamics); the fuel saving mode (Eco) focuses on fuel saving and relaxes the freight time requirements; the high-performance mode (P) emphasizes freight Timeliness and relaxation of fuel-saving requirements.
  • the upper and lower limits of the following cruising speed band can be selected.
  • N In normal mode (N), cruising speed (1.0-0.08)Vc ⁇ V ⁇ (1.0+0.08)Vc and cannot be higher than the legal maximum speed of the road section; in fuel-saving mode (Eco), cruising speed (1.0-0.12) Vc ⁇ V ⁇ (1.0+0.08)Vc and cannot be higher than the legal maximum speed; in high performance mode (P), the cruising speed (1.0-0.05)Vc ⁇ V ⁇ (1.0+0.05)Vc and cannot be higher than the legal maximum speed .
  • the VCU 201 combines the current 3D road information (longitude, latitude, longitudinal slope) of the vehicle with the vehicle’s current 3D road information (longitude, latitude, longitudinal slope) and the longitudinal slope distribution function and curve stored in the vehicle’s electronic horizon range road 3D information such as road curvature, dynamically adjust the safe following distance L s of adaptive cruise.
  • Road longitudinal slope data (plus/minus/size) has a huge impact on the dynamics and braking effectiveness of ACE heavy trucks.
  • passenger cars have high driving power and braking power per unit mass, it is not necessary to dynamically adjust their safe following distance L s according to the road longitudinal gradient distribution function, but dynamic adjustment of L s is for ACE heavy trucks to drive in the above PAC mode Security is very important.
  • the safe following distance L s can be subdivided into three specific distances: L1 is the warning distance, L2 is the warning distance, and L3 is the dangerous distance, where L1>L2>L3.
  • VCU 201 can be based on vehicle parameters and driving conditions (such as total vehicle mass, vehicle speed, etc.), real-time weather conditions (wind, rain, snow, ice, temperature, etc.), and 3D road data (longitude, Latitude, longitudinal slope, etc.), dynamically calculate the above three following distances (L1, L2, L3).
  • the VCU 201 passes the sound, vision, and A variety of physical signals such as tactile sensation gradually increase its warning strength to remind the driver.
  • the VCU 201 controls the generator set (101 plus 110) and the drive motors 140 and 170, and first gradually reduces the output power of each power source.
  • the output power of the drive motors 140 and 170 drops to zero, it can also gradually increase its regenerative braking Power, slow down the vehicle, and recover energy by charging the battery packs 130a and 130b.
  • the maximum regenerative braking power of the drive motor of 500KW can only meet the auxiliary braking deceleration requirement of a deceleration of about 0.1g (g is the acceleration of gravity) for a full-load heavy truck running at a high speed.
  • g is the acceleration of gravity
  • the driver In an emergency, the driver must rely on the driver to step on the brake plate and start the mechanical braking system of the heavy truck to achieve emergency braking with a deceleration greater than 0.2g.
  • the total response time of the driver's braking response plus the heavy truck mechanical braking (pneumatic braking) system is about 1.0 second.
  • the response time of the VCU 201 from the 100-kilowatt drive mode to the 100-kilowatt regenerative braking mode is completed within 25.0 milliseconds, which is dozens of times faster than the response speed of the traditional heavy-duty truck driver + mechanical braking system, and the electric regenerative system
  • the dynamic system and the mechanical brake system are completely independent of each other.
  • the regenerative braking function of the drive motor of ACE heavy truck not only improves the comprehensive braking performance of the vehicle, but also provides safety redundancy.
  • ACE heavy-duty truck predictive adaptive cruise (PAC) can not only save fuel and reduce emissions, but also improve vehicle safety and reduce vehicle rear-end collisions.
  • Predictive adaptive cruise (PAC) work is divided into two categories.
  • the first type is when there is no vehicle within 200 meters in front of the same lane, the vehicle will control the ACE heavy truck to drive within the specified speed band according to the fuel-saving control algorithm.
  • the second category is when there is a forward vehicle within 200 meters directly in front of the same lane, the priority is to control the ACE heavy truck beyond the safe following distance L s , and then consider the fuel-saving control algorithm.
  • Trunk logistics heavy trucks will encounter congested roads caused by factors such as commuting traffic peaks, road repairs, or traffic accidents from time to time (average speed is less than 35 km/h; active acceleration and deceleration are frequent), at this time the driver's driving labor intensity and heavy truck fuel consumption All risen.
  • Congested highways are one of the "pain points" of the highway logistics industry. China has a higher average congestion level than the US highways.
  • ACE heavy trucks can turn on the "smart follow-up" function at this time. This function can only be used when driving at low speed on closed roads (average speed is less than 30 km/h), and is not suitable for use on open urban or suburban roads.
  • ACE heavy trucks Use forward-looking radar (SRR) and cameras to maintain a set safe following distance L0 from the pilot vehicle directly in front of the same lane in a closed congested road section, and VCU201 will direct the ACE heavy truck to disconnect the clutch 111, and in the series hybrid architecture Running down to achieve frequent active acceleration or braking.
  • the drive motors 140 and 170 can maintain their maximum torque output from zero speed to the rated speed.
  • the starting acceleration and braking deceleration of ACE heavy trucks are significantly higher than that of traditional internal combustion engine heavy trucks, and may even be the same as that of traditional internal combustion engine ordinary light trucks. Performance is comparable.
  • heavy trucks brake frequently at low speeds, which is very beneficial to the recovery of energy from 100-kilowatt regenerative braking.
  • ACE heavy trucks are more fuel-efficient than traditional internal combustion engine heavy trucks in the "intelligent follow-up" mode (fuel saving rate can be greater than 30%), and it can also greatly reduce the driver's driving labor intensity.
  • eddy current retarders such as eddy current retarders, hydraulic retarders, and internal combustion engine brake retarders
  • Both the eddy current retarder and the hydraulic retarder have only one retarding function, which does not participate in the driving of the vehicle, and also increases the weight of the vehicle and the cost of more than 10,000 yuan, and its retarding effect decreases when the vehicle is at low speed.
  • the in-cylinder brake retarder of the internal combustion engine can be used for multiple purposes, the slow braking noise is huge, the braking power is lower than the peak power of the internal combustion engine, and its retarding effect decreases when the vehicle is at low speed.
  • the ACE heavy-duty truck power assembly of the present disclosure can also realize the function of ACE heavy-duty truck long downhill retarder, without adding any hardware, and can completely replace the eddy current retarder and hydraulic retarder.
  • the price ratio of the retarder is higher than the above-mentioned commercial heavy truck retarder products. It can also integrate the two different requirements of internal combustion engine "reactive power and low load” and "in-cylinder braking". Through the variable valve timing (VVT) device, one machine can be used for multiple purposes and add heavy trucks without significantly increasing the system hardware cost. The beneficial effect of retarder.
  • VVT variable valve timing
  • the VCU 201 commands the clutch 111 to close and lock, the vehicle works in a parallel hybrid architecture, and the internal combustion engine 101 runs at low or high reactive power (no fuel injection; idling with low pumping effect; High pumping response to in-cylinder braking), the generator 110 and the drive motors 140 and 170 generate electricity through regenerative braking to recover the mechanical energy of the vehicle and internal combustion engine, and charge the battery packs 130a and 130b through the ePSD123.
  • the choppers 132a and 132b disconnect the battery packs 130a and 130b, the soft switch 133 is switched from the off state to the on state, and the brake resistor 131 is connected, as The effective electrical load converts excess electrical energy into heat energy for consumption.
  • the generator 110 can also be driven by the inverter 121, and the internal combustion engine 101 is used as an effective mechanical load to consume regenerative electric energy and provide another redundant retarder. Regenerative braking can not only recover energy, save fuel and reduce emissions at near zero cost, but also greatly extend the life of mechanical brake pads and reduce the total cost of brake system operation and maintenance during the life cycle of ACE heavy trucks.
  • the ACE heavy-duty truck hybrid powertrain system of the present disclosure is a fully digital software-defined powertrain system, including L1-L2 level automatic driving functions.
  • the mass commercialization of ACE heavy trucks will have a profound impact on the global trunk logistics heavy truck industry, similar to the industrial upgrading of the global mobile communications industry from feature phones to smart phones.
  • ACE heavy trucks can easily upgrade L1.5 level ACE heavy trucks to L3 or L4 autonomous driving heavy trucks by adding a variety of environmental sensing sensors, wire-controlled automatic steering devices, autonomous driving AI chips and other hardware and software upgrades. Industry experts agree that it is difficult for L5 unmanned heavy trucks to enter mass commercial use in major global markets before 2030.
  • ACE heavy trucks from L1 to L4 must comply with the road vehicle functional safety standard ISO26262 and reach the designated safety level (ASIL safety level).
  • ACE heavy trucks are equipped with system integration including drive motors 140 and 170, battery packs 130a and 130b, and ePSD 123 to achieve pure electric driving, regenerative braking energy recovery, automatic emergency brake assist function (AEBA), and long downhill
  • AEBA automatic emergency brake assist function
  • the retarder function adds a completely independent redundant electric active safety system, and also adds a redundant vehicle electric drive system (internal combustion engine plus multiple motors).
  • the ACE heavy truck of the present disclosure can simultaneously improve the three ultimate goals of the automobile: safety, energy saving, and environmental protection with high cost performance.
  • heavy-duty truck array is to use a complete set of advanced driver assistance technology (ADAS) plus real-time and reliable wireless mobile communication (V2V, V2X) between the vehicle and the vehicle and the cloud.
  • ADAS advanced driver assistance technology
  • V2V, V2X real-time and reliable wireless mobile communication
  • the vehicle distance has been significantly reduced from more than 45 meters required by the law to less than 15 meters, which helps to significantly reduce the wind resistance power of the front and rear heavy trucks.
  • the pilot heavy truck can save 4% fuel, and the following heavy truck can save 10%. From a safety perspective, the emergency braking performance of the following heavy truck must be better than that of the pilot heavy truck to avoid rear-end collisions.
  • ACE heavy trucks are always suitable for following heavy trucks in the heavy truck train, which may further save fuel.
  • the following distance of the heavy truck array is not as small as possible.
  • the effective wind speed of the front water tank of the following heavy truck will decrease, and the heat dissipation effect will be reduced. It is required to turn on the heavy truck water tank fan with a power consumption of tens of kilowatts to meet the dynamic heat dissipation power requirements of the heavy truck diesel engine. The overall fuel consumption rose instead of decreasing.
  • the displacement of the internal combustion engine of the ACE heavy truck is nearly 25% less than that of the traditional heavy truck, which means that the cross-sectional area and heat dissipation power of the water tank are reduced by about 25%.
  • the ACE heavy truck has faster emergency braking response speed and braking distance than the traditional heavy truck.
  • ACE heavy truck is used as a follower vehicle. In the highway section (longitudinal slope +/-2.0 degrees) without large up and down slopes, the safe follow-up distance of ACE heavy trucks can be shortened to 6 meters. By reducing the wind resistance power, it is possible to achieve The additional fuel saving rate exceeds 10%.
  • each European heavy truck is equipped with an auxiliary power supply system (APU) based on battery packs or compact diesel engines worth tens of thousands of yuan.
  • APU auxiliary power supply system
  • Some of the United States and China Heavy trucks are also gradually equipped with the above system.
  • the ACE heavy truck of the present invention can fully charge the battery packs 130a and 130b (SoC 100%) before parking and rest for a long time.
  • the electric power splitter (ePSD) 123 can completely replace the above-mentioned APU.
  • the ACE heavy truck achieves the beneficial effect of 30% reduction in comprehensive fuel consumption (L/100km) compared with traditional fuel heavy trucks through the predictive adaptive cruise (PAC) in the same lane of the expressway according to the present invention.
  • Hybrid powertrain technology coupled with proprietary structured big data with artificial intelligence fuel-saving algorithms and electronic horizon 3D maps.
  • ACE heavy trucks can manually control ACE heavy trucks to basically achieve a fuel-saving rate of 25%+ (compared to traditional diesel heavy trucks); under the command of the "fuel-saving robot" AI brain, it can achieve L1.5 or L2 automatic driving in the same lane on expressways (predicted Adaptive cruise PAC), it can ensure that the comprehensive fuel consumption (L/100km) of each ACE heavy truck has nothing to do with the driver’s personal ability and work attitude, and is consistently lower than the level of an optimal human driver.
  • the ACE heavy truck of the present invention adopts mature and commercialized core components and system integration technology, which has obvious fuel-saving effects, high cost performance, and can be used in the industry within three years without relying on subsidies. To achieve large-scale commercialization.
  • ACE heavy trucks can be directly applied to ACE heavy trucks. It is expected that the ACE heavy trucks that will be commercialized around 2021 will reduce the overall fuel consumption (L/100 km) of the 2017 version of the traditional diesel heavy truck benchmark by more than 25%.
  • the ACE heavy truck of the embodiment shown in Figures 1 to 4 of the present disclosure combines predictive adaptive cruise (PAC), lane departure warning (LDW), forward collision warning (FCW), and automatic emergency brake assist (AEBA) and many other advanced driving assistance (ADAS) functions and long downhill heavy truck slowing function are effectively integrated.
  • PAC predictive adaptive cruise
  • LWD lane departure warning
  • FCW forward collision warning
  • AEBA automatic emergency brake assist
  • ADAS advanced driving assistance
  • ADAS advanced driving assistance
  • the “fuel-saving robot” AI brain dynamically links, just like AlphaGo Zero (Alpha Yuan) plays Go, learns and evolves independently, and directs ACE heavy trucks to achieve the beneficial effect of vehicle comprehensive fuel consumption exceeding human drivers.
  • the regenerative braking of the driving motors 140 and 170 charges the battery packs 130a and 130b, and every downhill from tens of meters to several kilometers along the way, it is possible to harvest kilowatt-hours of "zero-cost electrical energy" (regenerative braking charge), The long flow of water will accumulate more.
  • the comprehensive energy conversion efficiency of ACE heavy trucks from the battery to the driving wheels is more than twice higher than the comprehensive energy conversion efficiency from the fuel tank to the driving wheels. In other words, compared with the chemical energy in the fuel tank, the electric energy in the ACE heavy-duty truck battery pack equals one to three when driving the vehicle to perform useful work.
  • the secret of ACE heavy truck fuel saving under highway conditions is to maximize the use of the nearly zero-cost "regenerative braking charge" accumulated in battery packs 130a and 130b to provide driving power for some vehicles.
  • the rapid turnover method of the battery pack 130a and 130b improves the total electric energy of the charging and discharging of the battery pack 130a and 130b, and achieves the fuel saving effect.
  • VCU 201 assesses the situation and ensures that before the vehicle encounters a long uphill with a length of more than ten kilometers, a longitudinal slope of more than 2.0% and a slope of more than 10 kilometers, there is sufficient time to command the clutch 111 and 112 is engaged and locked, switched to the hybrid architecture, the internal combustion engine 101 and generator (MG1) 110 fully charge the battery packs 130a and 130b in advance, and safely raise the vehicle speed to the legal speed limit before the vehicle reaches the long uphill slope.
  • MG1 internal combustion engine 101 and generator
  • the VCU 201 can dynamically predict the time function of the vehicle's full slope power and the vehicle's road load power in real time with an accuracy of ten kilowatts, so as to dynamically adjust the battery pack 130a and 130b State of Charge (SoC), according to various predictive adaptive cruise (PAC) modes selected by the driver, under the premise of ensuring driving safety and real emission (RDE) compliance, seek ACE
  • SoC Battery pack 130a and 130b State of Charge
  • PAC predictive adaptive cruise
  • RDE real emission
  • the following describes how to use the proprietary structured big data recorded by the above-mentioned many ACE heavy trucks during driving, desensitization and encryption, and upload via the mobile Internet 002 via the on-board wireless gateway 210 in quasi real-time (minute or hour delay) To cloud computing platform 001 to store for subsequent analysis and processing.
  • Cloud platform 001 mobilizes sufficient public or private cloud computing power by optimizing machine learning specific open source or proprietary algorithms, using the increasingly accumulated ACE heavy trucks to run proprietary structured big data, and training the AI of the cloud "heavy truck fuel-saving robot"
  • the brain focusing on the collective wisdom, seeks the best fuel-saving control strategy for a specific journey, and downloads and provides the fuel consumption benchmark value for the specific journey and the default fuel-saving control strategy for each ACE heavy truck, so that every ACE heavy truck can learn from it Benefit.
  • Each ACE heavy truck uses its VCU 201 to command all on-board computing units to perform “Edge Computing” on the vehicle side.
  • the fuel-saving control strategy is dynamically modified in real time. , To minimize the overall fuel consumption of the vehicle during the journey.
  • each major powertrain subsystem such as 130b can be measured and collected in real time by the multi-sensor "Internet of Things" carried by the ACE heavy truck 010 (measurement frequency above 5 Hz), and stored in, for example, the on-board VCU in the format of structured big data commonly used in the industry 201's memory and other on-board memory.
  • the measurement data can also be stored in a distributed manner in the memory of the microprocessor corresponding to each subsystem.
  • structured big data refers to the multi-dimensional time series data of various subsystems during the operation of ACE heavy trucks that are "correlatedly” recorded in a certain "mapping relationship".
  • the ten-nanosecond ultra-high-precision time service of the on-board satellite navigation system (GNSS) 220 can be used to dynamically calibrate the clocks of the microprocessors of each on-board subsystem including the VCU 201 clock, using an orderly and unique time sequence , To mark and synchronize the structured big data of each subsystem of ACE heavy truck.
  • GNSS satellite navigation system
  • the vehicle 010 includes a VCU 201, an internal combustion engine 101, an internal combustion engine control module 102, a generator 110, an electric domain power splitter (ePSD) 123 (including inverters 121, 122a, and 122b; soft switches) 133; choppers 132a and 132b), clutch 111, drive motors 140 and 170, battery packs 130a and 130b, gearbox 150, gearbox controller 151, millimeter wave radar 230, mobile communication gateway 210, map instrument 240, satellite Important subsystems such as the navigation receiver 220 have dedicated microprocessors, memories, and sensors.
  • ePSD electric domain power splitter
  • the internal combustion engine control module 102 can measure and record the vehicle speed, the speed, torque, specific fuel consumption (BSFC) and other operating data of the internal combustion engine 101 at a measuring frequency of 20 Hz;
  • the generator controller (inverter) 121 can record at a measuring frequency of 20 Hz
  • ePSD 123 can record the DC bus junction X at a measuring frequency of 20 Hz DC voltage function plus various DC current functions and other data;
  • the battery management module (BMS) of the battery pack 130a and 130b can record the output DC voltage, current, and the level of its internal cells and battery modules at a measurement frequency of 10.0 Hz
  • VCU 201 uses time series annotation as the benchmark for all subsystem measurement data to summarize and assemble the proprietary structure related to ACE heavy-duty truck fuel-saving generated during the operation of ACE heavy-duty truck 010 Big data, referred to as "fuel-saving data package". Then, the "fuel-saving data package” will be uploaded to the cloud computing platform 001 in a centralized or distributed "real time” (sub-second delay) or "in time” (hour delay) via the mobile Internet 002 or wired Internet Stored in a format for subsequent data analysis and processing.
  • real time sub-second delay
  • in time hour delay
  • the fuel-saving data package can be uploaded to the cloud computing platform 001 in "quasi real time". Server-side storage for subsequent data processing.
  • the so-called “quasi real-time” refers to the delay of uploading fuel-saving data packets within a few hours.
  • the data package can be desensitized and encrypted before uploading to ensure data security and protect customer privacy and trade secrets.
  • the cloud platform 001 will collect all fuel-saving data packages that use the numerous ACE heavy-duty trucks of the present invention.
  • the dynamic optimal fuel-saving control strategy of 20 meters to one kilometer commands the ePSD 123 to dynamically adjust the charging and discharging power of the battery pack (130a and 130b) within a system response time of ten milliseconds by a hundred kilowatts.
  • the peak fills the valley, keeps the engine 101 working stably at its high efficiency point for a long time, and satisfies the vehicle dynamics equation (1-1) in real time.
  • VCU 201 instructs the ACE heavy truck 010 to achieve the best fuel-saving effect through predictive adaptive cruise (PAC) when driving in the same lane on a highway.
  • PAC predictive adaptive cruise
  • PAC predictive adaptive cruise
  • the ACE heavy-duty truck "fuel-saving robot” of the present disclosure can surpass human drivers in terms of fuel-saving heavy trucks.
  • the “fuel-saving robot” of the present invention will not completely replace the human driver, but will be a good assistant for the heavy truck driver of the trunk logistics.
  • the starting point and ending point of the main logistics heavy truck journey are known in advance and will not change randomly.
  • the VCU 201 of ACE heavy truck 010 can automatically request the AI "fuel-saving brain" of cloud platform 001 to download the best fuel-saving control default plan and the current best fuel consumption through the wireless mobile gateway 210.
  • the value (liters/100 kilometers) is used as a reference for the on-board AI "fuel-saving brain" included in the vehicle VCU201 to perform local real-time calculations (edge calculations) and dynamic adjustments.
  • every ACE heavy truck can enjoy the collective wisdom of ACE heavy trucks operating on the same road section in the whole industry, and achieve the best fuel-saving effect in the trunk logistics industry.
  • the driver drives the ACE heavy truck onto the closed expressway, he can select the mode (normal mode/fuel-saving mode/high-performance mode), enable the predictive adaptive cruise function, and replace the driver with the fuel-saving AI brain of VCU201
  • Part of the driving function of the heavy truck is realized in the same lane driving (acceleration/cruise/glide/deceleration) automation (L1.5 level) of the heavy truck, liberates the driver’s feet, reduces the driver’s labor intensity for long-distance driving, and achieves the best fuel saving effect.
  • the driver is still responsible for the steering and emergency braking of the vehicle, and always maintains all-round monitoring of the heavy truck.
  • Another beneficial effect of the present invention is the control of the fuel-saving AI brain, which eliminates the well-known pain point in the trunk logistics industry that the actual comprehensive fuel consumption of the vehicle is as high as 25% due to the driver's human factors, and ensures that each ACE heavy truck is on the same road section.
  • the best fuel-saving effect can be achieved with high consistency. This bright spot is very important for transportation companies to reduce costs and increase efficiency.
  • the essential difference between the ACE heavy-duty truck 010 with predictive adaptive cruise function in the present invention and any diesel-electric hybrid vehicles and traditional diesel heavy-duty trucks with similar functions on the market today is that the former highly focuses on trunk logistics heavy trucks and can effectively save fuel.
  • the fuel-saving robot for heavy trucks of the present disclosure will not replace human drivers, and is always a loyal and reliable assistant of human drivers.
  • Its design scope (ODD-Operational Design Domain) is a closed expressway. Under highway conditions (average speed is higher than 50 km/h; seldom actively accelerate or brake), the heavy-duty truck fuel-saving robot drives through the "predictive adaptive cruise" of the leading vehicle to realize the autonomy of the ACE heavy-duty highway in the same lane ( Autonomous) Refueling acceleration, braking deceleration, constant speed cruise (L1.5 level vehicle longitudinal automatic control), achieving energy saving and emission reduction, reducing the labor intensity of heavy truck drivers in long-distance driving, and improving the active safety performance of vehicles.
  • the present invention is not directly related to the automatic lateral control of vehicle driving, and the vehicle steering control (ie lateral control) of the ACE heavy truck is always completely dominated by the human driver.
  • the trunk logistics ACE heavy trucks of the present disclosure can easily be upgraded to L3 partially automated driving (PA) or L4 highly automated driving (HA) vehicles by adding various driving environment sensing sensors and autonomous driving AI controllers (Autonomous Drive AI Controller). .
  • PA partially automated driving
  • HA highly automated driving
  • trunk logistics heavy trucks are among various types of road vehicles, and are most likely to be the first to realize the application scenario of L3/L4 level automatic driving in batches for commercial use within ten years.
  • the ACE heavy truck of the present disclosure upgrades L3/L4 automatic driving in the main logistics application scenario, and realizes mass commercialization at a lower overall cost than the traditional internal combustion engine heavy truck upgrade, and the lead time is shorter.

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Abstract

一种主要针对公路干线物流的混联重卡节油机器人系统。该系统根据车载三维电子地图，卫星导航仪实测的车辆动态三维定位数据，车辆各个子系统的参数及动力电池包荷电状态，和前视毫米波雷达实测的本车辆与同车道前方车辆之间的相对速度和绝对距离等数据，通过节油机器人云端AI大脑与车载AI大脑之间动态协同，由车辆控制器指挥车载电功率分流器，以十毫秒级响应时间，在内燃机(101)、发电机（110）、电池包（130a,130b）和驱动电机(140,170)四者之间精准动态地调配百千瓦级电功率的流动方向和幅度，实时地满足车辆动力学方程瞬态功率平衡，通过预测性自适应巡航节油控制算法，达到车辆油耗和排放最小化、降低司机长途驾驶劳动强度、改善车辆行驶主动安全性等有益效果。

Description

重卡节油机器人装置和控制方法 技术领域
本发明涉及一种重卡节油机器人装置和控制方法。尤其涉及一种在干线物流应用场景下，基于双电机单离合器时分串联-并联混合动力总成的智能网联电动(ACE)重卡，通过车联网、卫星导航、3D电子导航地图、车辆运行结构化大数据、云计算、人工智能，实现内燃机高效点工况稳定运行、预测性自适应巡航控制、前方碰撞预警、车道偏离预警、紧急制动辅助、长下坡缓速等功能，达到车辆节能减排、提升车辆主动安全性、驾驶便捷性、和真实驾驶环境(RDE)排放系统70万公里耐久性达标等有益效果。
背景技术
公路物流对世界各个主要经济体都至关重要。干线物流(平均日行驶500公里以上；90％以上行驶里程为高速公路)重卡即是公路物流行业的中坚力量，也是交通领域的油耗和污染大户，是各国常年节能减排监管整治的重点之一。当今欧美针对包括公路重型卡车(简称“重卡”)在内的大型商用车辆(车辆总重量大于15吨)的强制性排放法规已从聚焦减少尾气污染物排放的欧-6标准(2014年在欧洲全面实施)和美国EPA-2010(2010年在美国全面实施)转变为聚焦降低尾气中以二氧化碳(CO 2)为主的温室气体(GHG)碳排放的一系列新排放法规。车辆的碳排放(CO 2克/公里)和其油耗(升/百公里)成正比，降低油耗(或提高燃油经济性MPG；英里/加仑)等同于减少碳排放。
美国2016年颁布的针对中/重型内燃机和商用车的温室气体第二阶段法规(GHG Phase II)，明确规定了2021年到2027年期间，所有在美国销售的新中/重型内燃机和商用车在维持EPA-2010尾气污染物排放限值不变的前提下，逐年提高车辆燃油经济性(FE，英 里/加仑)，降低油耗(FC，升/百公里)及碳排放(克/公里)的详尽强制性标准。2018年11月，欧洲议会投票通过欧洲历史上首个重卡碳排放强制性法规(即欧-7标准)。该法规以2019年柴油重卡为基准，要求到2025年，欧洲新重卡碳排放(二氧化碳克/公里)下降20％，到2030年，新重卡碳排放下降35％。中国2017年开始全国实施大型商用车辆国-5强制性排放法规，从2021年7月全国开始实施国-6强制性排放法规。国-6标准在尾气污染物排放限值方面与欧-6标准和美国EPA-2010标准基本相同，个别限值甚至更严格。
排放法规是世界各国车辆动力总成技术发展的主要推动力。中国国-6重卡的动力总成将和目前北美和欧洲重卡的动力总成在历史上首次处于同一技术平台水平。根据近二十年以来中国国-1到国-6法规制定颁布都参照欧盟欧-1到欧-6法规的历史经验，预计中国将会追随欧盟，很快推出聚焦重卡碳排放强度和油耗的国-7法规。2020年以后，全球三大重卡市场(中国、美国、欧盟)的排放法规和行业聚焦都将从降低尾气污染物排放转向减少油耗和碳排放。
重卡在世界各地都是污染和油耗的大户，是各国常年节能减排治理的重点。干线物流重卡的燃油是高频海量的刚需。一辆干线物流重卡在美国平均燃油费近六万美元/年，在中国和欧洲平均燃油费近四十万元人民币/年。美国二百多万辆重卡每年总油费超过千亿美元，中国四百多万辆重卡每年总油费超过一万亿人民币。通过技术创新，降低重卡油耗和排放，对主机厂、司机、车队、运货人、社会等各利益攸关方都意义非凡。
美国在重卡排放和油耗法规和技术开发方面一直走在世界前列。由美国能源部牵头并资助的“超级卡车“项目(SuperTruck)，四支由美国前四大重卡主机厂领衔的技术团队，通过五年研发，所打造的四辆超级重卡样车，2016年底都超额完成对标2009年重卡货运燃油经济性(加仑/吨英里)改善50％的目标。
美国的超级卡车项目，集成了全部2025年前可能商用量产的各种重卡节能减排技术。今后主要挑战是提高各项节能技术实施的综 合性价比。目前美国重卡行业中长期挑战是如何在有效地控制新重卡售价涨幅的前提下，达到GHG Phase II重卡油耗2027年的强制性要求。而中国重卡行业各利益攸关方，都要对应从2019年开始销售的新国六重卡的零售价预计比当今国五重卡售价大幅上涨的严峻考验。
近十年来，在世界主要汽车市场，特别是世界最大的中国汽车市场，纯电或油电混合动力的乘用车和大型客车，在大力补贴之下，都有大规模商用的成功先例。但在中国/美国/欧盟这三个全球范围体量最大、技术最先进的干线物流重卡市场，国内外行业专家一致认为2030年以前，受限于当今可产业化的动力电池技术和性能极限，纯电重卡或深混重卡在无补贴的情况下，无法实现大规模干线物流商用。细节参见下列公开行业研究报告:1)里卡多(Ricardo)公司2017年题为“重型车辆技术潜力和成本分析”的研究报告。Ricardo(2017),“Heavy Duty Vehicle Technology Potential and Cost Study”,Final Report for ICCT；2)国际清洁交通协会(ICCT)Oscar Delgado等专家2018年1月发表的白皮书”European Heavy-Duty Vehicles:Cost Effectiveness of Fuel-Efficiency Technologies for Long-Haul Tractor-Trailers in the 2025-2030 Timeframe”；3)国际清洁交通协会(ICCT)Felipe Rrodriguez博士2018年6月28日学术报告”HDV Fuel Efficiency Technologies”；4)美国能源部2016年6月提交国会的报告”Adoption of New Fuel Efficient Technologies from SuperTruck”。
油电混动车辆的实际油耗(升/百公里)与其车辆行驶工况密切相关。城市工况下车辆平均车速低，主动加速、减速或制动频繁；高速工况下车辆平均车速高，主动加速、减速或制动不频繁。混动车主要通过驱动电机的再生制动来回收能量，达到节能减排的有益效果。长期以来，全球汽车产业界和学术界对混动车辆的节油潜力有如下“共识”：城市工况下，混动车辆比传统燃油车节油明显，综合油耗可降低30％以上；但在高速工况下，混动车辆比传统燃油车节油不明显，综合油耗降幅不可能达到10％以上，特别是串联混动 车辆，在高速工况下甚至可能比传统燃油车更费油。
全世界在用重卡内燃机中柴油机占比超过95％。重卡柴油机在高速工况下可稳定地工作在其燃烧高效区，经过几十年不断改进后，节油效益递减，进一步减低传统柴油机油耗的技术挑战越来越大，成本增加也越来越高。在过去二十年间，美国、欧洲、和中国干线物流重卡行业平均油耗改善降幅每年不足1.5％。对欧美和中国的重卡制造商而言，年年以市场认可的性价比持续降低干线物流重卡油耗(升/百公里)在技术上和商务上挑战非常大。参见欧洲汽车制造商协会(ACEA)2018年8月针对欧盟重卡欧-7排放标准立法的立场文件“The European Comission Proposal on CO2 Standards for New Heavy-Duty Vehicles”。ACEA认为欧盟即将批准的欧-7碳排放标准2025年油耗降20％，2030年油耗降35％的目标过于激进，目前没有高性价比的技术路线，来实现2025年节油目标。
任何节油技术，都有降低车辆尾气污染物排放和温室气体(或碳)排放的双重益处。干线物流重卡除节能和减排这两大永恒挑战外，还有驾驶安全这一重中之重。绝大多数(90％+)重卡交通事故都源于司机分心，疲劳驾驶，操作失误等人为因素。开发干线物流L3/L4级自动驾驶商用车的主要目的之一便是消除人为因素，改善驾驶安全。要达到ISO26262汽车功能安全等级要求，L3/L4级自动驾驶商用车需要配置有冗余的制动系统。
节能、减排、和安全是全球汽车行业长期不懈追求的三大终极目标。欧美主流重卡主机厂及相关研究机构近十年来，投入大量的人力和物力，积极探索和开发多种重卡节油技术，但迄今为止，欧美主流重卡主机厂和一级供应商还没有找到并公布能够满足欧-7法规2025年碳排放目或标值和/美国GHG-II法规2027年碳排放目标值的可及时产业化的主流重卡动力总成技术方案。
德国大众“柴油门”事件以后，各国纷纷加强了对柴油车在使用过程中实际污染物排放的监控；主要依靠移动排放测量系统(PEMS)，随机抽查柴油车，对其实际行驶下的排放控制(RDE)随车测量。同 时，中国的新国-6排放法规、欧盟的欧-6和新欧-7排放法规、美国的EPA-2010和新GHG Phase II排放法规中，都明确规定柴油重卡动力总成的后处理系统必须保证不低于70万公里(43.5万英里)真实驾驶环境(RDE)排放达标耐久性，否则需要强制性召回。国-6排放法规中也有关于重卡RDE排放达标70万公里耐久性的强制性要求，该耐久性要求对中国重卡行业的主机厂和一级供应商研发、生产并销售新国-6重卡或动力总成子系统极具挑战性。同时也对中国各级各地环保和交警等部门，公正、严格、一致地监管治理公路重卡和其它大型商用车等交通能耗和污染大户提出更高的要求。
2018年，全球著名的重卡柴油机企业康明斯(Cummins)因其柴油机后处理系统耐久性设计缺陷，无法保证其所有柴油机的在70万公里内都满足EPA-2010的RDE排放达标耐久性，在北美(美国，加拿大)主动召回了其2010至2015年期间生产销售的全部50万台重卡柴油机。美国环保部(EPA)特别将康明斯柴油机召回事件作为政企合作，满足排放法规的好典范。量产新国-6重卡柴油机虽难，但保证所有国-6重型柴油机都满足70万公里RDE排放达标耐久性的要求更难，需要依靠近五年使用时间和数十万计的国-6重卡实际行驶的大数据才能验证国-6重卡RDE排放达标耐久性。中国强调环保依法监管治理，动真格，讲实效。数年之后，某些品牌的国-6重卡因排放系统有效寿命达不到70万公里而批量召回将是大概率事件。
公开于该背景技术部分的信息仅旨在增加对本发明的总体背景的理解，而不应当被视为承认或以任何形式暗示该信息已成为本领域一般技术人员所公知的现有技术。
发明内容
本发明的目的在于提供一种新颖独特的重卡节油机器人装置和控制方法，旨在解决现有技术中干线物流新重卡逐年油耗改善缓慢(年均降幅不足1.5％)，难于找到及时满足新欧-7排放标准 2025年碳排放目标(降幅20％)和美国温室气体排放二阶段(GHG-II)标准2027年碳排放目标(降幅24％)的可量产和批量商用化的高性价比重卡动力总成技术路线这一世界性难题。在干线物流应用场景下，配有重卡节油机器人的智能网联电动(ACE：Automated-Connected-Electrified)重卡对比同期传统柴油重卡，在保证车辆动力性、安全性、和出勤率的前提条件下，综合油耗降幅可高达20％以上。本公开ACE重卡节油机器人的各个主要子系统都已产业化，不依赖于任何目前尚不成熟或无法近期产业化的产品或技术，能够近期实现批量商用，提前满足欧-7法规2025年碳排放目标和美国温室气体排放第二期(GHG-II)法规2027年碳排放目标。本公开的ACE重卡节油机器人指在公路运输环境下(On Highway),作为大型商用车司机的可靠高效的助手，为人类司机提供车辆节能减排、减低长途驾驶司机劳动强度、改善行驶安全等多重有益效果的基于多种高科技技术集成并可自主学习进化的智能化装置。
为实现上述技术目的，达到上述技术效果，本发明通过以下技术方案实现：
当前各种油电混动的道路车辆，在主动加速和制动频繁且平均车速低于40公里/小时的城市或近郊工况下，通过限制内燃机在高效区运行，及驱动电机通过再生制动给电池包充电，有效地回收能量，比传统内燃机车辆综合油耗大幅降低(节油率30％～60％)，节能/减排效果明显，性价比高，已经在世界各主要汽车市场实现大规模商用。但对干线物流重卡而言，其产品生命周期内绝大部分的运行时间和里程(90％以上)为高速公路工况，中国经济发达区域高速公路网常年较拥堵，干线物流重卡平均车速约60公里/小时，而美国干线物流重卡平均车速约95公里/小时，且很少主动加速或制动。传统柴油重卡高速公路工况下，其内燃机长时间稳定地工作在高效区，综合油耗竞争力强，改善空间有限；而油电混动车辆此时再生制动能量回收功能因车辆主动刹车不频繁而英雄无用武之地，同时油电混动车辆还背负化学能-机械能-电能-机械能之间多次能量转换的额外 损耗，所以全球汽车及公路运输业界长期存在下列“共识”：干线物流混动重型卡车(简称为“混动重卡”)对比传统柴油车综合油耗降幅有限，其最大节油率不可能超过10％，特别是串联混动车辆在高速工况下，甚至可能出现综合油耗略升。根据当前国际/国内大三电(电池、电机、电控)的技术及产业发展现状，混动重卡比传统柴油重卡购车成本增加显著，但节油效果不佳，导致混动重卡性价比低(例如通过节省油费弥补混动重卡与传统燃油重卡的综合成本差价的回报期ROI长于三年)，缺乏可持续性市场竞争力。如上节(背景技术)所述，多数全球重卡行业专家一致认为，2030年前在包括中国、美国、欧洲这三大重卡市场在内的全球重卡市场，无法实现干线物流混动重卡无补贴大规模商用。
另外，受制于当今动力锂电池技术极限和产业化发展局限，干线物流纯电动重卡更无法在2030年前批量商用。以氢燃料电池为低碳清洁增程器的氢电混动重卡，也要等到2030年后才可能开始批量商用。
全球公路货运行业还面临另一大挑战是重卡司机缺失率及流失率常年居高不下。同样的重卡、载货和路段，不同经验和能力的司机开车，实际综合油耗差异可高达25％。干线物流重卡实际油耗因人而异，司机管理耗费车队管理资源且效率低下，为公路物流行业的另一大痛点。很多货运公司通过培训司机，节油奖惩，加装车载传感器，进行司机驾驶行为大数据分析加节油辅导等多种方法，来减少司机人为因素所造成的实际油耗与最佳油耗之间的差异。但上述方法治标不治本，对多数干线物流车队来讲，重卡油耗因人而异始终是一大痛点。
干线物流ACE重卡要想与传统燃油重卡在无补贴情况下长期可持续地竞争，早日实现大规模商用，必须大幅提其高性价比。干线物流混动重卡在美国或中国的整车平均售价(零售价15万美元/辆或40万元人民币/辆)是该国市场普通乘用车车价的三到十倍，但其年燃油费则是家用普通内燃机乘用的三十到五十倍。美国和中国的汽 油或柴油零售价都明显低于欧洲，欧洲乘用车与重卡车价和年油费的比例类似中美。提高干线物流混动重卡性价比的有效方法一是增大其对比传统柴油车的节油率，二是减小其与传统柴油车一次购车成本加累计车辆运维成本之和(总成本TOC)之间的差价，即开源节流。在保证ACE重卡动力性、安全性、出勤率的前提下，节省的燃油费直接转化成车队的利润。
全球汽车行业专家(特别是重卡行业专家)，基于对绝大部分油电混动乘用车(总重小于3.5吨；串联、并联、或混联系统架构)在全高速工况下节油效果不明显这一客观事实进行主观外延推测，断定干线物流混动重卡，尤其是串联混动重卡，节油率不可能超过10％，有时甚至油耗略升。迄今为止(2019年3月)，全球范围没有发现关于混动重卡，特别是增程式串联或混联重卡，在干线物流场景下“三真”(真车、真路、真货)大规模路试，油耗对比分析的公开报道或论文。但上述共识如同历史上的所谓“白天鹅共识”，有其历史局限性。行业专家们都忽略了干线物流混动重卡能够大幅降低油耗的秘密源泉：在高速行驶工况下，由于道路纵坡倾角(简称“纵坡”)的细微变化(1.0度)所带来的百千瓦级坡度功率的时变函数P g(t)和重卡高速下坡时产生的众多通过百千瓦级驱动电机的再生制动来回收千瓦时(KWh)级电能的机会。
本发明的核心就是基于百千瓦级电力电子三端网络的“电域功率分流器”(ePSD–electrical Power Split Device；又称“电功率分流器”),通过有效地集成车辆双电机单离合器混联(Mixed Hybrid)动力总成技术、卫星导航(GNSS)、三维电子导航地图(3D地图)、物联网、大数据、人工智能等多项新兴技术，创造一种重卡新物种：具备车载“节油机器人”功能的智能网联电动(ACE：Automated-Connected-Electrified)重卡，实现重卡节能、减排、和改善行驶安全的多重有益效果。在干线物流应用场景下，ACE重卡比传统柴油重卡综合油耗降幅可高达30％，并且消除了司机“人为因素”导致重卡综合油耗值高离散性这一行业痛点；同时ACE重卡还能明 显地改善刹车性能，增加长下坡缓速功能，减少司机长途驾驶的劳动强度，提升车辆行驶安全性；从而大幅提升ACE重卡的性价比。对于运输车队而言，效率和安全是两大永恒的主题。ACE重卡上的各种机电硬件及软件，配合云端与车端动态协同的结构化大数据和人工智能，集合构成“重卡节油机器人“系统。该节油机器人将协助人类司机，实时自动地优化干线物流重卡的能量及功率管理，比传统柴油重卡实现综合油耗降幅20％以上。预计五年内，在美国、中国、欧盟这世界三大重卡市场，能够实现公路干线物流ACE重卡节油机器人的大批量商用。
ACE重卡节油机器人技术的第一性原理便是汽车行业熟知的车辆纵向动力学方程(1-1)：
Figure PCTCN2020079536-appb-000001
其中，P v为车辆功率或称路载功率，所有功率项都是以千瓦(KW)为单位。
滚动功率P r指车辆行驶时，克服轮胎滚动摩擦阻力所需功率，其可通过如下公式(1-2)表示：
Figure PCTCN2020079536-appb-000002
风阻功率P d指车辆行驶时，克服空气阻力(无风天气时)所需功率，其可通过如下公式(1-3)表示：
Figure PCTCN2020079536-appb-000003
坡度功率P g指车辆行驶上坡时，克服重力增加势能所需功率，车辆下坡时坡度功率为负值，代表其势能与动能转换所产生的驱动功率，坡度功率P g可通过如下公式(1-4)表示：
Figure PCTCN2020079536-appb-000004
加速功率P a指车辆平路行驶时达到预定加速度值所需额外功率。当加速度为负值时，代表机械制动，将车辆动能转变成热能消 耗掉，或再生制动，将部分车辆动能转变成电能，回收能量。加速功率P a可通过如下公式(1-5)表示：
Figure PCTCN2020079536-appb-000005
在上述公式(1-1)-(1-5)中：V为车辆速度(米/秒)；η为车辆转动系统效率；M为车辆总质量(公斤)；g为重力加速度，g＝9.8(米/秒平方)；f r为轮胎滚动摩擦系数；α为公路纵坡角度，正值为上坡，负值为下坡；ρ a为空气密度(公斤/立方米)；C D为车辆风阻系数；A f为车辆正前方面积(平方米)；δ为滚动质量转换系数；dV/dt为车辆加速度(米/秒平方)，正值为加速，负值为减速或刹车。
高速公路行驶工况，车辆很少制动或加速。当车辆恒速行驶时，加速功率为零，滚动功率在小纵坡(即几度内的纵坡)的公路段基本不变，风阻功率亦可近似为常数，只有坡度功率为时间变量，其变化幅度与高速公路段的坡度变化幅度、车速、和车总质量成正比。
中国干线物流重卡总重一般限值为40吨，最高法定限速为90公里/小时，中国主要高速公路长期拥堵，公路物流全行业重卡平均速度约60公里/小时；而美国干线物流重卡总重限值为36吨，最高法定限速高达125公里/小时，公路物流行业重卡平均行驶速度约95公里/小时。多数美国运输公司，出于节油和安全的考虑，通常将重卡的最高时速限定在105公里/小时。
举例来说，一辆满载总质量40吨、车速60公里/小时的重卡，遇到公路纵坡2.0度的小上坡时所需坡度功率高达228千瓦，而此时车辆的滚动摩擦功率与风阻功率之和仅为71千瓦。如果此时车辆动力总成功率余量不足时，需换挡减速才能继续上坡。对比一辆2吨总质量的乘用车上坡时，这时该车辆的坡度功率仅为11.4千瓦(为重卡纵坡功率的5.0％)，滚动摩擦功率与风阻功率之和仅为3.6千瓦，这对拥有近百千瓦驱动功率余量的乘用车来讲，此小坡不足为虑，如履平地。换句话讲，对于每辆高速行驶的满载重卡而言，公 路纵坡每变化肉眼难以察觉的1.0度时，该重卡的路载功率(主要源于坡度功率的变化)有超过一百千瓦的巨大变化。有上坡就必有下坡，下坡时重卡的百千瓦级纵坡功率为负值(等同于主动刹车时的负加速度功率)，可通过驱动电机的再生制动，将机械能转换成电能来给电池包充电，回收能量。虽然ACE重卡在高速工况下很少有主动刹车，但因高速公路纵坡沿途1.0度级别的细微变化，能带来百千瓦级的纵坡功率变化，基本匀速行驶的ACE重卡仍然有众多通过下坡再生制动来回收千瓦时级电能的机会，细水长流，积少成多。
公路纵坡通常简称“纵坡”，其计量单位有两种，一个是路面与水平面的夹角的度数，另一个是路面海拔升高与该路段水平投影距离之比值，以％表示。各国高速公路设计和建造多数将其纵坡限制在-7.0％～+7.0％范围内，主要是基于满载重卡在高速公路上安全有效地行驶方面的考量。
车辆在60公里/小时车速时，要实现减速度2米/秒平方(即0.2g，重力加速度)的中等强度制动，对总质量2.0吨的乘用车，需要加速功率或制动功率为67千瓦；但对总质量40吨的重卡而言，所需加速功率或制动功率则高达1333千瓦。城市电动公交大巴总质量20吨，平均时速约30公里/小时，城市公交大巴实现0.2g减速度所需的制动功率为333千瓦。受限于车载驱动电机和/或电机控制器(电力电子)的峰值功率值，油电混合车辆通过再生制动可回收能量的功率峰值基本都在500千瓦以下。而车辆制动功率高于500千瓦部分的能量，无法通过再生制动变成电能回收，只能通过机械制动，将这部分车辆动能转换成热能完全浪费掉。目前世界上已商用化的最大功率的直流快速充电桩为375千瓦。所以在加速/减速频繁的城市或城郊混合的行驶工况下，油电混动车辆(轻型车或大型客车)比传统内燃机车辆明显节油，节油率在30％～60％。
在主动加速和减速不频繁的封闭高速公路行驶工况，平均时速高于60公里/小时，传统内燃机能够稳定地工作在其高效区，油电混动车辆比传统内燃机车辆节油效果不明显(小于10％)，特别是串 联混动车辆，还背负多次能量转换的额外损耗，甚至可能综合油耗不降反升。上述汽车行业的“共识”，对全部油电混合乘用车(总重小于3.5吨)和并联混动(峰值功率大于250千瓦内燃机机械并联一个峰值功率小于200千瓦的中型电机)大型商用车都适用。但是，发明人发现该行业“共识”对干线物流应用场景下的采用增程式串联或者混联(串联-并联)动力总成的ACE重卡并不适用。高速工况下的ACE重卡，虽很少主动刹车减速，但由于高速公路沿途纵坡1.0度级的细微变化，有众多利用下坡时百千瓦级纵坡功率，通过驱动电机再生制动，回收千瓦时级电量的机会，细水长流，积少成多。
本公开的串联或混联ACE重卡，都包含一台峰值功率大于250千瓦的重卡内燃机(柴油或天然气)和两台峰值功率大于200千瓦的大型电机。其中一台电机(MG1)主要工作模式是发电机，另一台电机(MG2)主要工作模式为驱动电机。驱动电机是混动重卡动力性的决定性因素之一，其峰值功率应大于250千瓦。驱动电机越大，车辆动力性越好，同时再生制动能量回收的效果也更佳。为解决车规大型驱动电机成本长期居高不下的问题，可考虑采用标配主驱动电机(MG2)加一选配付驱动电机(MG3)的三电机混动系统。
干线物流混动重卡即便基本匀速行驶，也能充分利用高速公路沿途1.0度级别的纵坡细微变化所产生的百千瓦级下坡纵坡功率，通过车辆再生制动来回收千瓦时级能量，实现频繁快速充电，等效于混动乘用车或混动大客车在城市工况下，通过频繁主动刹车时的再生制动来回收能量，对比传统燃油车节油效果明显。换句话讲，即便是在广大平原地区(大部分道路纵坡在-2.0度到+2.0度范围)，对一辆基本恒速(车速变化幅度小于10％)高速行驶的ACE重卡而言，利用高速公路沿途纵坡2.0度以内的细微变化，获得众多通过再生制动来回收能量并且避免使用机械刹车的机会。这就是干线物流ACE重卡能够比传统柴油重卡节油显著的秘密所在。
近十年来，欧美部分中高端内燃机重卡，利用包含道路纵坡信息的车载3D地图，在丘陵或山区高速公路，通过预测性巡航控制， 实现节油。但传统重卡预测性巡航节油有其局限和不足：纯机械式动力总成不宜瞬间(亚秒级)大幅度变化内燃机输出功率及自动变速箱频繁换档，预测性巡航控制只适用于纵坡角度大于2.0度、坡长数公里以上的长上坡，而且传统内燃机车辆没有再生制动功能，无法动态地有效回收长下坡产生的车辆势能和动能之间的变化，真实世界综合油耗降幅不到3.0％。
需要指出，世界上没有绝对水平的高速公路。即便在广大平原地区，高速公路沿途各个米级路段的纵坡也会绝大部分在正负3.0度之间连续分布。对高速工况下基本恒速行驶的载货重卡，其滚动功率P r与风阻功率P d之和则近似为常数，而其车辆路载总功率P v时间变量最大的影响项就是坡度功率P g，该项与纵坡角度成正比。道路沿途每个微小上下坡(纵坡变化1.0度)，纵坡功率的变化振幅高达一百千瓦以上，为ACE重卡提供了众多通过百千瓦级再生制动功率来回收千瓦时级能量的机会，细水长流，积少成多。如果能有高速公路纵向米级间隔密度、道路定位米级精度(经纬度)、纵坡测量精度达0.1度的车载3D地图，再加上车联网和米级高精度卫星导航(GNSS)及惯性导航(IMU)实时定位(经度和纬度)及测姿(纵坡)，依据车辆动力学方程(1-1)，车辆控制器(VCU)就可实时精准地预测车辆沿途数百公里内的道路负载功率变化，特别是车辆前方百公里级电子地平线范围内坡度功率P g(t)和路载功率P v(t)千瓦级精度的时间变化函数。VCU预测刷新频率可高达10.0赫兹(Hz)以上,也就是说车辆每行驶2～3米，VCU就能够刷新其功率预测。
目前已在全球各国已批量商用的各种ADAS电子导航地图，基本都可用作本发明的3D地图，为车辆提供电子地平线(Electronic Horizon)。所谓电子地平线，是指车辆行驶前方指定范围内的3D地图所涵盖的各种道路信息，特别是高速公路沿途经度、纬度、和纵坡的信息。传统柴油重卡实施预测性控制，受限于其不宜快速连续变换内燃机工况及换挡，且无再生制动能量回收功能，只能有效 使用10公里范围内的电子地平线。然而，本发明的ACE重卡，能够有效地使用从10公里到1000公里范围内的各种量程的电子地平线。详情见下。
对于在高速公路上行驶的ACE重卡，很少主动刹车或加速，其车速基本恒定，车辆道路负载功率的时间变化，主要来源于公路纵坡变化所带来的坡度功率变化。然而车辆行驶路径和公路沿线纵坡分布函数都确定且预先可知，所以ACE重卡的VCU可在0.1秒内，根据车辆动力学方程(1-1)、电子地平线、和实际路况，迅速刷新计算出车辆电子地平线范围内车辆路载功率的时变函数，有效地预测车辆未来路载功率需求的变化。本发明的ACE重卡节油机器人装置及控制方法，将干线物流重卡节油的问题变换成AlphaGo下围棋这一等价人工智能(AI)问题。可利用众多ACE重卡运行产生的专有结构化大数据，结合各种深度学习算法和云端算力，训练云端及车端的节油机器人的AI大脑，重卡节油机器人能比人类司机实现更低的油耗。详情后叙。
本发明提出的ACE重卡预测性功率控制系统，其车辆控制器VCU指挥电功率分流器ePSD,能够在十毫秒级系统响应时间内，在内燃机、发电机、电池包、和驱动电机这四个机电动力源之间精准连续地调配数百千瓦级的电功率的幅度及其流向，将内燃机工况长期稳定地设定在其高效工况点，通过电池包数百千瓦级快速充电或放电，削峰填谷，实时地抵消坡度功率项亚秒级时间内数百千瓦级瞬态变化，随时提供满足车辆动力学方程(1-1)所要求的路载功率。在保证车辆动力性、货运时效性、和车辆安全性的前提条件下，ACE重卡比传统柴油重卡实际运营综合油耗降幅可达30％。
本发明的ACE重卡，采用双电机单离合器的混联系统架构，如后续图1和图2所示。ACE重卡可通过车辆控制器(VCU)来指挥离合器断开或闭合，分别实现串联混动架构和并联混动架构。城市工况下，车辆平均速度较低(小于45公里/小时)且主动加减速频繁，使用串联混动架构可将内燃机工况与车辆路载工况完全解耦，内燃 机能稳定地工作在其高效点，驱动电机也有众多通过再生制动回收能量的机会，与传统燃油车相比，串混车辆此时节油效果显著(30％以上)。而在高速工况下，车辆平均速度较高(大于50公里/小时)且少有主动加减速，内燃机即便和驱动轮有机械耦合，也能够稳定地工作在其高效点。从节油性和动力性两个角度考虑，在高速工况下，内燃机直驱或并联混合动力车辆比串混车辆更优。以丰田Prius为代表的功率分流混合动力系统同时具备串联和并联混动功能，能兼顾优化车辆的动力性和节油性，二十年来一直是乘用车混合动力的国际标杆。但受限于当前金属材料和生产工艺，该功率分流混动系统的核心部件行星齿轮难以承受峰值功率大于150千瓦的内燃机、发电机、和驱动电机三端同时发力，所以基于行星齿轮的机械式功率分流混动系统难于高性价比地扩展到大型商用车。连丰田汽车都没有将其特有的单行星排的功率分流混联动力总成技术运用到大型商用车上。
本公开提供了一种可时分切换串联或并联架构的混联混合动力车辆，见后续图1和图2；包括：由内燃机直接驱动发电机(MG1)组成的发电机组，用于将车载燃料的化学能转化为电能；电功率分流器(ePSD)，其被配置为具有三个端口的电力电子网络，其中ePSD的第一端口与发电机组的输出端交流双向电联接；ePSD的第二端口与至少一个驱动电机(MG2)交流双向电联接；ePSD的第三端口与至少一个功率型电池包双向电联接；自动变速箱，其输出轴与车辆的驱动桥双向机械联接；地图仪，其预先存储有3D地图，包含有车辆行驶道路的经度、纬度和纵坡的三维信息；至少一个主驱动电机(MG2)，与ePSD第二端口双向电联接并且其输出轴与自动变速箱的输入轴通过一柔性联轴器双向机械联接，其中主驱动电机(MG2)可被操作为：将电能转化为机械能以用于驱动车辆(驱动模式)，或将车辆的机械能转化为电能(再生制动模式)，并通过ePSD对电池包进行充电；其中，内燃机飞轮端输出轴与发电机(MG1)的机械轴双向机械联接，该机械联接即可以为单轴同转速 (同轴)，也可以为平行双轴固定齿轮比；该内燃机的输出轴还通过一个离合器与主驱动电机(MG2)双向机械联接，该机械联接即可以为单轴同轴，也可以为平行双轴固定齿轮比；同时该主驱动电机还通过一个柔性联轴器与自动变速箱的输入轴双向机械联接，该变速箱的输出轴与车辆的驱动桥双向机械联接；并且车辆还包括：车辆控制器(VCU)，其通过车辆的数据总线，并基于车载卫星导航接收机(GNSS)和/或地图仪(MU)中的3D地图数据，来对内燃机、发电机、离合器、ePSD、驱动电机、自动变速箱、以及电池包中的至少一者以独立方式进行控制。
本公开的ACE重卡混合动力系统架构为双电机加单离合器的混联系统，该混联系统通过百千瓦级大型离合器结合电功率分流器(ePSD)来动态控制百千瓦级的内燃机、发电机、电池包、和驱动电机四者之间的机械或电力功率幅度和流向，通过开闭离合器来切换串联混动模式和并联混动模式，有效地融合串联混动和并联混动两种系统架构各自的优势，同时优化车辆的动力性和节油性，比纯串联混动系统性价比更高。发电机(MG1)被配置在汽车行业熟知的P1位置(内燃机飞轮之后，离合器之前)，主驱动电机(MG2)在P2位置(离合器之后，变速箱之前)，选装项付驱动电机(GM3)可被配置在P3(变速箱之后，传动轴之前)或P4(传动轴之后，轮边)位置。
上述混联架构的ACE重卡实现了以ePSD为核心的全数字化软件定义动力总成。ePSD三端口电力电子网络硬件设计时，其功能及性能预留余量，增加可塑性，通过每辆ACE重卡在其全运营生命周期内软件远程更新迭代(OTA)，实现产品的不断升级和进化。依靠持续软件远程更新(OTA)，基于大数据加云端-车端互动的人工智能，可量身定制地不断修正每辆ACE重卡动力总成的实际性能，即保证每辆ACE重卡在排放法规要求的质保期70万公里内，随时随地满足排放法规限值(RDE)，又实现该重卡节油效果最优化和智能运维(M&R)。
在一些实施例中，ePSD被配置为三端口的电力电子网络，其内部包含三个百千瓦级的独特功能模块：内联接第一端口的是一个双向交流-直流转换器(又称逆变器)，内联接第二端口的是至少一个双向交流-直流转换器(又称逆变器)，内联接第三端口的是至少一个双向升降压直流-直流转换器(又称斩波器)。本公开聚焦ACE重卡ePSD的主要外围输入/输出特性和内含三大功能模块，各种能同时实现上述三大功能模块的电力电子电路拓扑结构之集合，都属于本发明范围。ePSD的物理包装形态，即可是将上述三大功能模块集中包装在一个金属盒中，也可将三大功能模块分别与发电机(MG1)，主驱动电机(MG2)，和电池包分散包装布置。
上述ACE重卡的混联动力总成通过控制离合器的开关状态，分别实现串联混动(离合器断开)和并联混动(离合器闭合)两大独特系统架构，每种系统架构下，又有多种不同的运行模式。车辆控制器(VCU)以电控方式(而非机械方式)指挥线控机电式离合器，精准平顺切换串联和并联架构。下面分别描述。为同时优化车辆的节油性和动力性，在高速工况(高速路顺畅，车速50公里/小时以上，主动加速或刹车不频繁)或下长坡(沿途纵坡绝对值大于2.0度，坡长大于10公里)任何工况下(任何车速，需要缓速功能)，优选并联架构；在城市工况下(车速低于50公里/小时，主动加速或刹车频繁)，优选串联模式。
首先在串联混动架构下，离合器断开，从内燃机到驱动轮只有电力功率流回路，没有机械功率流回路，ePSD内部三大功能模块的直流端口都双向电联接到直流母线汇流点X，该汇流点处的直流电压和电流时变函数的乘积为对应能量转换装置的电功率时变函数，这些功率项时刻满足下列三个方程：
P V＝η dt P MG2      (2-1)
P BAT+P MG1+P MG2＝0      (2-2)
P ICE＝-P MG1/η g       (2-3)
上述所有的功率项均为百千瓦级时变函数，并假设发电机(MG1)、电池包、和驱动电机(GM2)的一次往返能量转换系数可近似为1.0。
其中：
P MG1>0，为发电机(MG1)的驱动功率(以内燃机启停或内燃机缸内制动为负载，电能转换为机械能)；P MG1<0，为发电功率(内燃机直驱发电，机械能转换为电能)；
P MG2>0，为主驱动电机(MG2)的驱动功率(电能转换为机械能)；P MG2<0，为再生制动功率(机械能转换为电能)，给电池包充电，回收能量；
P BAT>0，为所有电池包的总充电功率(电能转换为化学能)；P BAT<0，为总放电功率(化学能转换为电能)；
P ICE>0,为内燃机净输出功率(化学能转换为机械能)；P ICE<0,为内燃机不喷油时启停拖动或缸内制动的等效负载功率；
四个能量转换装置的功率优选配置原则：P ICE-p>＝P MG2-m>＝P MG1-m；P BAT-m>P MG2-m。其中P ICE-p为内燃机的峰值功率(最大连续功率)，P MG1-m、P MG2-m、P BAT-m分别为发电机、驱动电机、和电池包的额定功率(即最大连续功率)。与内燃机不同，电机可以承受短时间过载，其脉冲峰值功率(分钟级)通常比额定功率高25％以上；电池包的脉冲峰值功率(15秒)可比其额定功率高100％。串联混动架构下，动力总成的系统峰值功率(即最大连续驱动功率)完全由标配主驱动电机的P MG2-m决定。为改善车辆的动力性、节油性、和安全性，可考虑选配付驱动电机(MG3)。MG3即可安置在P3位置(变速箱输出与第一驱动桥之间)，也可安置在P4位置(第二驱动桥)。当然加了第三个电机，在提高车辆动力性的同时，系统成本也会增加。
P MG2为独立变量，与车辆的路载功率P v成正比，η dt为转动系统效率(小于1.0的正数)。P MG1为另一个独立变量，与内燃机净输出功率P ICE成正比，η g为发动机效率(小于1.0的正数)。可以主动 设置内燃机(ICE)和发电机(MG1)运行在特定转速和扭矩的高效工况点，确保此时内燃机的燃烧热效率最高，尾气排放优化；ePSD内部的三大电力电子功能模块和内燃机、发电机、驱动电机、自动变速箱、电池包等相关子系统，在车辆控制器(VCU)的统一指挥下，根据整车的功率控制策略，动态地调节非独立变量P BAT，削峰填谷，实时地满足车辆动力学方程(1-1)，在保证车辆动力性和货运时效性的前提下，达到最佳节油效果。
ePSD内部直流母线额定电压V bus0优选范围在600V至800V之间。ePSD的第三端口可双向电联接至少一个功率型电池包，每个电池包的额定电压V bat<V bus0，同时第三端口还可以单向电联接一个自带散热器的百千瓦级刹车电阻R bk，作为ACE重卡长下坡时，驱动电机通过再生制动实现缓速器功能，且电池包满电荷(SOC＝100％)时的有效负载。
在一些实施例中，ePSD的端口III可以双向电联接多个不同额定电压甚至不同电化学成分电芯的电池包，给优化ACE重卡整车系统性价比带来多重益处。ACE重卡的电池包为超长循环寿命，高低温下均可持续高倍率(大于3C)充放电的“峰值动力源“(Peak Power Source)，其主要作用是提供百千瓦级”削峰填谷“的瞬态电功率，叠加上发电机组提供的稳态平均电功率，确保驱动电机能实时地提供所需车辆路载功率，满足车辆动力学方程(1-1)。该功率型电池包的容量一般都在100千瓦时以内。后续详述。
混动重卡的电池包容量一般只有几十千瓦时。如干线物流ACE重卡遇到几十公里连续上高山(纵坡大于2.0度)的极限情况，很可能在车辆登顶前电池包荷电耗尽，此时车辆爬山的动力性(Gradeability)将取决于发电机组的最大连续功率。串联混动重卡要在上高山的极限情况下保持与传统内燃机重卡相同的动力性，需选配额定功率与内燃机最大功率相同的发电机(MG1)、驱动电机(MG2)和逆变器。目前主流干线物流重卡内燃机(排量11L～15L)的峰值功率(指内燃机的最大连续功率)都超过350千瓦，顶配15L 内燃机的峰值功率可高达450千瓦。然而额定功率(指电机的最大连续功率)超过350千瓦的车规大型发电机或驱动电机及逆变器虽已产业化，但因无法与用量更大的新能源乘用车共用，仍非常昂贵。一个350千瓦额定功率的车规电机的成本要明显高于两个175千瓦额定功率电机的总成本。这种大功率高配置的纯串联混动系统的成本会长期居高难降，整体性价比不佳。
其次在并联混动构架下，离合器闭合且锁定，从内燃机到驱动轮，机械功率流回路和电力功率流回路都闭环，可共同发力。ePSD内部三大功能模块的直流端口都双向电联接到直流母线汇流点X，该汇流点处的直流电压和电流时变函数的乘积为对应能量转换装置的电功率时变函数，这些功率项时刻满足下列二个方程：
P V＝η dt(P ICE+P MG1+P MG2)      (3-1)
P BAT+P MG1+P MG2＝0         (3-2)
在并联混动架构下，内燃机与驱动桥之间有机械联接。路载功率P V为独立变量，与车辆传动轴的转速和扭矩的乘积成正比。换句话讲，车辆正常行驶时(轮胎不打滑)，其轮胎转速为独立变量。此时，内燃机的转速为非独立变量，与轮胎转速成正比，而其扭矩在一定范围内可为独立变量，根据控制策略来独立设定。从节油角度考虑，在城市工况下(平均时速小于50公里/小时，主动加速和刹车频繁)，优选串联架构；而在高速工况下(平均时速大于50公里/小时，主动加速和刹车不频繁)，优选并联架构。
重卡的内燃机90％以上为柴油机。重卡柴油机的高效区一般在转速1200～1800转/分(rpm)范围，扭矩50％～85％最大扭矩范围。在高效区外，内燃机的比油耗(克/千瓦时；g/KWh)将明显升高。通过发动机降转速(Down speed)或减排量(Down size)来降低油耗，是欧美重卡行业近十年的趋势,但上述两项措施与提高车辆动力性有矛盾。好在并联架构下，有两个百千瓦级的发电机和驱动电机可和内燃机同时发力，此时混联重卡的动力性远优于传统内燃机重卡或纯串联混动重卡。
干线物流混联ACE重卡遇到几十公里连续上高山的极限路况，可根据车载3D地图和车辆定位，车到山脚下提前闭合离合器，切换到并联混动架构，由内燃机直接驱动车辆，省去从内燃机到驱动轮的多次能量转换，提高驱动效率。如果混联重卡登顶前电池包荷电耗尽，发电机和驱动电机都可被配置为无负载空转，此时车辆的动力性只取决于内燃机的峰值功率(大于350千瓦)。在本发明的混联架构下，峰值功率参数配置条件：P ICE-p>P MG2-m>P MG1-m，可选配P ICE-p>350KW,P MG2-m<300KW,P MG1-m<200KW。当电机额定功率小于250千瓦，可以明显降低电机和逆变器的成本。除上高山的极限情况外，在平原和丘陵地带，并联混动架构都能长期运行在荷电维持(CS)模式，通过内燃机高转速(1200转/分)启停控制，将电池包荷电状况(SOC)保持在合理范围(例如20％～80％)，此时内燃机和双电机(MG1、MG2)可三者共同发力驱动车辆，并联动力总成最大连续功率可高达500千瓦以上，混联重卡的动力性和节油性即明显优于传统内燃机重卡，也优于高配置的串联混动重卡。
在并联架构下，ACE重卡遇到长下坡(例如纵坡绝对值大于2.0度，连续下坡长度超过5公里)时，内燃机缸内制动功率与双电机(发电机和驱动电机)总再生制动功率可叠加。此时ACE重卡在高速或低速下长坡情况下，长期稳定地具备超过500千瓦的非摩擦式有效刹车功率，其缓速器功能明显优于串联混动重卡和带缓速器(例如液力缓速器、涡流电磁缓速器)的传统内燃机重卡。同时还克服传统内燃机重卡缸内制动缓速、液力缓速、或涡流电磁缓速等现有技术在低车速下坡时(例如低于30公里/小时)非摩擦刹车功率较低，缓速功能不强的缺点。
经常检查并定期(按累计行驶里程计算)更换刹车片，是干线物流重卡运维(M&R)的主要成本项之一。混联重卡通过再生制动来回收能量节油或下长坡缓速，还显著降低刹车片的使用频率，可延长刹车片使用寿命100％以上，降低运维成本。
目前欧美的新重卡，大部分都配置自动变速箱，特别是十挡以 上的自动机械变速箱(AMT)。中国的新重卡，也逐年增加自动变速箱选装占比。干线物流重卡的离合器绝大部分为摩擦式离合器，极少使用液力式离合器。摩擦式离合器的实际寿命和重卡司机的驾驶习惯关联度高。摩擦式离合器寿命短的主要原因是在高转速差、大扭矩下频繁断开或接合所带来的机械磨损、振动和冲击。传统内燃机重卡的摩擦式离合器的寿命都小于内燃机和自动变速箱的寿命，是重卡运维中高成本项之一。
本公开中的离合器是新颖的线控离合器(Clutch-by-wire)。该离合器的压紧、接合、锁定、和分离等操控机构不采用传统的机械式控制，改用机电或电磁式线控控制。该离合器的主动端与从动端即可通过摩擦接触，以柔性联接方式转递扭矩和功率，也可通过齿轮牙嵌接触，以刚性联接方式转递扭矩和功率。与传统内燃机重卡的离合器联接和操控不同，本公开中的混联ACE重卡的离合器的主动端始终是与在P2位置的驱动电机和变速箱输入轴机械联接。而其从动端始终是与在P1位置的发电机和内燃机的飞轮机械联接。电机转速和扭矩调整的速度和精度都明显高于内燃机。离合器切换时，内燃机暂停喷油空转，P1位置的发电机(MG1)在驱动模式下从电池包获取电能，拖动内燃机来实现离合器的主动端和从动端两者精准同步或保持微小转速差(转速差小于10转/分)，并且在离合器接合的瞬态过程中，逐渐增加发电机的扭矩，直到离合器的主动端与从动端完全同步闭合并锁定。此时内燃机再重新开始喷油点火(柴油机为压燃)，逐渐加载，输出机械功率。断开离合器时，对内燃机和发电机的控制方式类似，内燃机停止喷油，发电机拖带内燃机和离合器的从动端与其主动端同步旋转，逐渐减小扭矩来打断离合器主动端和从动端之间的扭矩转递(torque interrupt),然后断开离合器。在并联模式下，发电机和驱动电机可以同时发力驱动车辆，双电机的额定功率之和远大于内燃机的峰值功率，完全可以短时间(分钟级)内承担100％的车辆驱动任务。此时内燃机的扭矩和净输出功率与车辆的行驶工况可以完全解耦，不会出现因柴油机重新喷 油压燃后，因扭矩不足而被憋熄火或启停转换不平顺的不良结果。
为同时优化车辆的节油性、动力性、和主动安全性，可采用下列离合器控制策略：无高山区域高速工况下(车速大于50公里/小时)和下长坡路况下(不限车速；纵坡绝对值大于2.0度，坡长大于10公里)，优选闭合并锁定离合器，实现并联混动架构。其它路况和车辆工况下，优选断开离合器，实现串联混动架构。
在一些实施例中，混合动力车辆还包括：卫星导航接收机(GNSS)，其为双天线载波相位实时动态差分(RTK)接收机，能实时地测算车辆行驶过程中的纵向道路的经度、纬度、海拔高度、纵坡、以及线速度等参数；或其为高精度单天线卫星导航接收机，能以米级定位精度实时地测算车辆行驶过程道路的经度、纬度、以及线速度等；再加上含动态倾角传感器的惯性导航单元(IMU)，能实时地测量道路纵坡，测量精度达到0.1％。
在一些实施例中，VCU被配置为：基于卫星导航仪(GNSS)实时测算的车辆在行驶过程中的经度、纬度、纵坡、和车速，并结合存储在3D地图中的车辆前方电子地平线范围内的3D道路信息(经度、纬度、纵坡等)，来对ACE重卡的发电机组(内燃机+发电机)、离合器、驱动电机、自动变速箱、ePSD、和电池包(统称“混联动力总成“)进行预测性控制；和/或基于由RTK接收机所测算的车辆在行驶过程中的纵向道路的经度、纬度、纵坡、和线速度，并结合存储在3D地图中的车辆前方电子地平线范围内的纵向道路的经度、纬度、纵坡，来对混联动力总成进行预测性控制。
电池包中所存储的荷电分两种：一种为来自发电机组的高价荷电，另一种为来自驱动电机再生制动所回收的低价荷电，其成本近似为零。ACE重卡节油机器人功率控制策略的两大重点一是尽量增加单位里程电池包的荷电吞吐量(千瓦时/公路；即荷电库存周转率)用于驱动车辆，二是尽量提高低价荷电所占比重。
VCU可根据电子地平线范围内的公路3D数据(经度、纬度、纵坡)和实时交通状况，指挥线控离合器，动态切换车辆的串联或 并联架构。本发明的混联ACE重卡在任何架构或车速下，都可以通过预测-自适应性控制(PAC-Predicative-Adaptive Control)内燃机启停(Start-Stop)的功率控制策略，长期工作在荷电维持(Charge Sustaining)混合驱动模式下，增加荷电吞吐量，提高低价荷电占比，进一步降低油耗。
在一些实施例中，VCU还被配置为：在车辆的行驶过程中，当检测到由RTK接收机所测算的纵坡与存储在3D地图中的同一位置点的纵坡差异超过允许公差的情况下，选择基于由RTK接收机所测算的纵坡以及电子地平线3D地图数据来对混联动力总成进行预测性控制。然后根据车辆动力学方程来及时判断对错并随时记录，以备后续更新纠错3D地图。
在一些实施例中，VCU还被配置为：基于RTK接收机的授时，实时地校准包括VCU的内置时钟在内的各个子系统微处理器的内置时钟，以唯一性的时间序列来标注ACE重卡的所有运行数据，进行采样频率高于5赫兹的测量和存储；在第一维度上，将来自包括RTK接收机、地图仪、发电机组、ePSD、离合器、驱动电机、自动变速箱、以及电池包的中至少两个子系统的测量参数和/或工况参数，对齐拼接成数据组；以及按照经校准的时钟所提供的时间序列，将多个数据组在第二维度上进行校准和排列，以形成结构化的大数据包，用于描述ACE重卡的动态运行状况。
换言之，在VCU指挥下，基于RTK接收机的精准授时，实时地校准包括VCU的内置时钟在内的各个子系统微处理器的内置时钟，以时间为唯一有序数据标注，将来自包括RTK接收机、地图仪、发电机组、ePSD、离合器、驱动电机、自动变速箱、以及电池包的至少两个子系统的测量参数和/或工况参数，拼装成描述ACE重卡动态运行状况的专用结构化大数据包。
可选地，可以对专用结构化大数据包进行加密，以便随后以安全的方式通过移动互联网，实时地(亚秒时延)或及时地(小时级时延)上传云端计算平台存储，供后续大数据分析处理。
在一些实施例中，发电机组由内燃机和交流发电机组成，其中内燃机直接双向机械联接到P1位置的交流发电机(MG1)，同时发电机双向地电联接到ePSD第一端口内的交流-直流转换器模块的交流端。内燃机的输出轴还通过离合器和柔性联轴器与自动变速器的输入轴双向机械联接；在P2位置的主驱动电机(MG2)的机械轴即与离合器双向机械联接，又通过柔性联轴器与自动变速器的输入轴双向机械联接。该双电机加单离合器的混联动力总成在通过离合器可切换的串联混动和并联混动两大构架下，可分别实现多种驱动模式，并根据司机选定的功率控制策略，在各种复杂多变的车辆行驶工况和道路纵坡分布函数下，优化动力性和节油性。
在串联混动架构下(离合器断开)，除了最基本的内燃机驱动发电机(MG1)的发电模式外，百千瓦级的MG1还可以取完全代传统内燃机所配置的十千瓦级的重卡启动马达，降低系统成本。MG1在驱动模式下，可轻松地将内燃机从静止且不喷油状态快速精准地带动到指定转速，然后内燃机再喷油点燃(柴油为压燃)，在内燃机飞轮任何转速下，都能够高性能平顺地实现重卡内燃机的启停运行(Start-Stop)模式切换；由驱动电机(MG2)在电池包荷电消耗模式下(CD)纯电驱动车辆；当电池包荷电状态(SOC)下降到下限值时，由MG1启动内燃机开始发电，进入荷电保持工作模式(CS)，在城市工况和高速公路严重拥堵时，进一步节油。MG1还可以将有缸内制动的内燃机作为其驱动模式下的有效负载，通过逆变器消耗直流电，为主驱动电机(MG2)在重卡长下坡通过再生制动发电实现缓速器功能时，提供除电池包和刹车电阻外的另一冗余有效负载。
在一些实施例中，VCU还被配置为：基于3D地图电子地平线范围内路径纵坡分布函数、内燃机的万有特性曲线数字模型、发电机特性的数字模型、电池包充放电特性的数字模型、自动变速箱特性的数字模型、以及驱动电机特性的数字模型中的至少一者，来对内燃机、发电机、电池包、ePSD、自动变速箱、以及驱动电机中的相应的至少一者进行控制。
在一些实施例中，内燃机的万有特性曲线数字模型包括：无路载的怠速工作点和内燃机的比油耗最小的若干高效工作点；并且其中VCU还被配置为：使内燃机只工作在怠速工作点或者若干高效工作点，由此使内燃机长期稳定地工作几个高效工作点，变面工况为点工况，并能实现其不同工况点之间的平顺切换。
在一些实施例中，VCU还被配置为：在车辆行驶过程中，指挥车联网实时采集并本地存储ACE重卡运行的专用的结构化大数据包；并且将车载存储的结构化大数据包，经由无线移动互联网，实时地(亚秒级时延)或及时地(小时级时延)向远处云端计算平台进行发送并存储，以供后续大数据云端分析处理。在云平台上，集成深度学习算法、云平台算力、和众多ACE重卡运营的结构化大数据，来培训ACE重卡节油机器人的云端AI大脑和特定车辆的本地AI大脑。根据特定ACE重卡和具体货运路径，结合同一路径历史上所有ACE重卡的运行大数据，云端AI大脑迅速计算出该车辆在该路径行驶的默认最佳节油功率控制方案，下传推送给该车辆，再由车端AI大脑根据具体车况和路况，做实时修正。
本公开的第二方面提供了一种云计算平台，包括：至少一台云端服务器；每台服务器均包括：处理单元；以及存储器，耦合到处理单元并包含有计算机程序代码，计算机程序代码当被处理单元执行时，使得服务器执行如下动作：
经由无线移动互联网，从多辆ACE重卡接收并存储专用结构化大数据，其中每辆ACE重卡可采用双电机单离合器的混联动力总成，至少包括：
-发电机组(由内燃机直驱P1位置的发电机)，用于将车载燃料的化学能转化为电能；
-电功率分流器(ePSD)，其被配置为具有三个端口的电力电子网络，其中ePSD的第一端口与发电机组的输出端双向电联接；
-至少一个电池包，与ePSD的第三端口双向电联接；
-自动变速箱，其输出轴与车辆的传动轴双向机械联接；
-地图仪，其预先存储有电子导航3D地图，3D地图包含有车辆行驶路段的纵向道路经度、纬度和纵坡的三维信息；
-至少一个P2位置的驱动电机，与ePSD的第二端口双向电联接并且其输出轴与变速器双向机械联接。其中驱动电机可被操作为：将来自发电机组和/或电池包的电能转化为机械能，以用于驱动车辆；或通过再生制动发电，将车辆的机械能转化为电能，并通过ePSD对电池包进行充电。其中内燃机飞轮通过一线控离合器与变速箱的输入轴双向机械联接；
-车辆控制器(VCU)，其通过车辆的数据总线(例如CAN总线)，并基于从车载卫星导航接收机(GNSS)和/或地图仪(MU)中的三维道路数据(特别是电子地平线内的纵坡函数)，来对地图仪、发电机组、离合器、ePSD、驱动电机、自动变速箱、以及电池包中的至少一者以独立方式进行控制；
基于云端存储的多辆ACE重卡运行专有结构化大数据，形成针对重卡节油机器人专用深度学习算法；
基于所形成的专用深度学习算法，利用云平台的计算能力，对云端节油机器人的人工智能(AI)大脑进行训练，其中结构化大数据包括与发电机组、离合器、ePSD、驱动电机、自动变速箱、以及电池包中至少一者相关联的运行数据；以及
响应于某一辆ACE重卡的请求，针对该车辆特定行驶路径，云端节油机器人的AI大脑将给出量身定制的功率控制方案，作为该车辆的VCU的节油策略的默认初始控制方案。该车辆的VCU根据实时路况，对默认节油控制方案进行实时修正，达到最佳节油效果。
在一些实施例中，其中多个ACE重卡中的每辆车还包括：高精度卫星导航接收机(GNSS)，可配置为双天线载波相位实时动态差分(RTK)接收机或单天线GNSS加包含动态纵坡测量功能的惯性导航仪(IMU)，用于实时地测算车辆行驶过程中纵向道路的经度、纬度、海拔高度、纵坡、以及车辆线速度。其中从多个车辆接收到 的测量数据还包括：针对由多个车辆在行驶途径相同路段所测量到的包含多个纵向道路经度、纬度和纵坡的道路三维数据，并且其中动作还包括：将通过车辆动力学方程、车辆运行大数据、和实测道路3D数据与3D地图道路数据的动态误差值，来自动判断3D地图的准确性，并将道路三维数据的更新值或超标误差值，及时地传输给电子导航3D地图制造商，以及更新车辆导航仪中存储的3D地图。由此，可以以众包的形式不断改善所述3D地图的精准性，保持其新鲜性，并不断更新所述车辆地图仪中存储的所述3D地图。
国-6重卡柴油机的后处理系统由柴油氧化催化器(DOC)、柴油颗粒过滤器(DPF)、和消除氮氧化合物(NOx)的选择性催化还原器(SCR)三大子系统从前向后依次循序串联组成。催化剂减排转换高效温度范围一般在250℃(摄氏度)至550℃之间。柴油机的尾气温度一般在300℃到500℃。内燃机冷启动时(指后处理系统内部催化剂表面温度低于100℃)，其后处理系统内部的各种催化剂表面温度无法立即达到300℃，此时催化剂转换效率不高(例如小于50％)，污染物(颗粒、NOx等)排放污染较高。车辆累计排放污染的一大部分来自其内燃机冷启动和其它转速和扭矩突变的瞬态。北京公交公司响应“蓝天保卫战三年行动计划”，2018年提前退役一批插电式混动大巴(PHEV)，主要原因便是插电混动大巴在城市工况下，其柴油机频繁零启动，实际污染排放比传统柴油机大巴还高。
受控于实时监测车辆尾气排放情况的车载自诊断模块(OBD-II)，现代重卡隔一段时间，就必须停车完成DPF主动再生(Active Regeneration)，清除淤积在DPF内的碳颗粒。主动再生的频次(次/百公里)主要取决于车辆的配置参数和其主流运行工况(Duty Cycle)。DPF主动再生即耗时(约30分钟停车怠速柴油机)，又费油，还做无用功,一直是欧美重卡司机和运输公司的痛点之一，也将成为使用新国-6重卡的中国司机和车队的痛点之一。
本发明的混联ACE重卡，能在其运行全生命周期内，将内燃机长期稳定地设置在其燃烧高效工况点，可比插电式并联重卡或传统 内燃机重卡主动再生频次降低80％以上；同时还能通过并联构架下内燃机高速启停控制策略(例如1200转/分喷油开关切换)，在优化油耗的同时，保证其排放后处理系统内催化剂表面温度长期稳定地落在高效转换温度范围内，控制内燃机比插电式并联重卡减少75％以上的冷启动次数；即能降低油耗，又能减少重卡实际运行中的污染物排放，长期稳定地满足国-6排放法规中实际行驶下的排放控制(RDE)要求。
串联混动车辆、并联混动车辆、和混联(串联-并联)混动车辆所具备的各种典型驱动模式，本领域一般技术人员都应熟悉，不再赘述。如上所述，在干线物流应用场景下，本公开的双电机单离合器混联重卡能比传统内燃机重卡综合油耗(升/百公里)降低30％，且动力性、主动安全性、RDE排放达标一致性更优。同时与增程式混动重卡(即纯串混重卡)相比，混联重卡在节油性、动力性、主动安全性、和成本竞争力等方面都更具优势。
本公开的ACE重卡，其全部核心子系统或零部件都基于已产业化的产品和技术，在公路干线物流应用场景下，对比现有技术的柴油重卡，在保证车辆动力性、主动安全性、货运时效性、和出勤率的前提条件下，能够实现综合节油率30％的节能减排有益效果。ACE重卡在无补贴的情况下，通过节省车辆燃油费、运维费、提高重卡司机的劳动生产率，使车队或个体车主在两年内或五十万公路货运里程内收回成本差价(指ACE重卡与传统柴油重卡之间综合成本(TOC)的差价)。量产全新ACE重卡(即原装ACE重卡)能够提前两年达到欧盟2019年颁布的欧-7法规2025年碳排放目标值和美国温室气体排放第二阶段法规(GHG-II)2027年碳排放目标值。同时在美国，重卡总使用寿命高达15年或150万英里，每辆重卡全生命周期内一套车架可能会配置两到三套动力总成(内燃机+变速箱；50万英里动力总成可靠运行寿命)，第二套或第三套动力总成多为大修过的动力总成。北美新重卡平均年销售量约二十万辆，而每年改装重卡数量(二手重卡换动力总成)超过二十万辆。得益于 美国允许改装后的重卡不经过重新认证而直接上路商业化运营这一宽进严出的交通法规体系，本发明的ACE重卡节油机器人还可用于批量改装美国市场存量近二百万辆二手重卡，使大量改装ACE重卡也能像全新原装ACE重卡一样，提前数年达到美国GHG-II法规2027年碳排放目标值。这对美国干线物流行业节能减排意义重大深远。
附图说明
图1示出了根据本公开的一个实施例的混联ACE重卡的系统框图(I-型)；
图2示出了根据本公开的另一个实施例的混联ACE重卡的系统框图(II-型)；
图3示出了根据本公开的一个实施例的ACE重卡的电功率分流器(ePSD)子系统框图；以及
图4示出了根据本公开的一个实施例的ACE重卡与移动互联网和云计算平台之间的数据交换的系统框图。
这些附图中，相同或相似参考符号用于表示相同或相似元素。
具体实施方式
现在将参照若干示例实施例来论述本公开。应当理解，论述了这些实施例仅是为了使得本领域普通技术人员能够更好地理解且因此实现本公开，而不是暗示对本公开的范围的任何限制。
如本文所使用的，术语“包括”及其变体要被解读为意味着“包括但不限于”的开放式术语。术语“基于”要被解读为“至少部分地基于”。术语“一个实施例”和“一种实施例”要被解读为“至少一个实施例”。术语“另一个实施例”要被解读为“至少一个其他实施例”。术语“第一”、“第二”等等可以指代不同的或相同的对象。下文还可能包括其他明确的和隐含的定义。在本文中，“单向”或“双向”联接，是指电力或机械功率流或能量流从其动力源流向负载的方向是否可逆，角色是否可转换。单向联接时，动力源和负载的角色固定，功率流从源向负 载流向单一，且不可逆；双向联接时，动力源和负载的角色可以转换，功率流向可逆,能够双向流动。
以下参考附图来说明本公开的基本原理和若干示例实施例。图1示出了根据本发明一个实施例的混动重卡动力总成、车辆控制器、核心传感器等装置。该系统既可以是一套含一根主动驱动桥和一根从动驱动桥的6x2动力总成系统，或含一根主驱动桥和一根付驱动桥的6x4动力总成系统。采用图1中动力总成系统的重卡可称为智能网联电动(ACE-Automated,Connected,Electrified)ACE重卡。在一些实施例中，该重卡可以例如是车辆总重大于15吨的主要用于干线物流的混动重卡。
参考图1示出了根据本公开的一个实施例的混联ACE重卡的系统框图(II-型I-型)。如图1所示，总体上，该ACE重卡包括：内燃机101、发电机(MG1)110、电功率分流器(ePSD)123、离合器111、至少一个主电池包130a、自动变速箱(Tran)150、至少一个主驱动电机(MG2)140、以及车辆控制器(VCU)201。主电池包130a和主驱动电机140为必装件(标配)，而付电池包130b和付驱动电机170为选装件(选配)。
具体来说，内燃机101的飞轮端双向机械联接配置在P1位置的发电机(MG1)110，并受控于发动机控制器(ECU)102，主要用于将柴油或天然气等车载燃料的化学能转化为电能。内燃机101和发电机110的组合可统称发电机组。内燃机101的飞轮端和发电机110的机械轴同时还和线控离合器111的一端双向机械联接，三者(101、110、111)之间的双向机械联接即可采用单一同心轴(Coaxial)布置,也可采用多轴平行布置。可优选采用多平行轴布置，此时内燃机101的飞轮输出端与离合器111的一端直接双向机械联接，同时发电机110可通过固定齿比的减速器与上述内燃机101的飞轮输出端和离合器111的一端双向机械联接。
参考图3，电功率分流器(ePSD)123为三端口的电力电子网络(Power Electronics Network)，其端口I(也称为“第一端口”)内 逆变器121的交流端与发电机110的三相交流电输出端双向电联接。电池包130a和130b与所述ePSD 123的端口III(也称为“第三端口”)内的斩波器(又称直流-直流转换器)132a和132b双向直流电联接；自带散热器的百千瓦级刹车电阻131与端口III单向直流电联接。驱动电机140和170与所述ePSD的端口II(也称为“第二端口”)内部逆变器122a和122b的交流端双向交流电联接。逆变器121、122a、122b的直流端都双向电联接到直流母钱汇流点X。百千瓦级软开关133一端电联接汇流点X，另一端与刹车电阻单向电联接。
返回参考图1，自动变速箱150的输出轴与车辆的驱动桥160的输入轴双向机械联接，并受控于变速箱控制器(TCU)151。配置在P2位置的标配主驱动电机140与离合器111的另一端双向机械联接，同时还通过柔性连轴器或线控离合器152与变速箱150的输入轴双向机械联接。离合器111的另一端和驱动电机140的机械轴同时还和变速箱150的输入轴双向机械联接，三者(111、140、150)之间的双向机械联接即可采用单一同心轴(Coaxial)布置,也可采用多轴平行布置。采用多平行轴布置时，驱动电机140的输出轴可通过固定齿比的减速器与变速箱150的输入轴和离合器111的主动端双向机械联接。主驱动电机140可被操作为：将电能转化为机械能以用于驱动该ACE重卡，或者将该ACE重卡的机械能转化为电能(再生制动)，通过所述ePSD 123内部的功能模块逆变器122a和斩波器132a对电池包130a进行充电。配置在P4位置的选配付驱动电机(MG3)170与第二驱动桥180双向机械联接。以降低系统成本为重点考虑，可以不选用MG3。
参考图2示出了根据本公开的另个实施例的混联ACE重卡的系统框图(II-型I-型I)。具体来说，内燃机101的飞轮端双向机械联接线控离合器112的一端，离合器112的另一端和配置在P2位置的发电机(MG1)110的机械轴双向机械联接。由内燃机101和发电机110组成发电机组，主要用于将柴油或天然气等车载燃料的化学能转化为电能。当离合器112闭合时，内燃机101的飞轮端和发电机110 的机械轴可通过接合并锁定的离合器111的一端双向机械联接，该离合器111的另一端与变速箱150的输入轴双向机械联接，五者(内燃机101的输出轴、离合器112、发电机110的机械轴、离合器111、变速箱150的输入轴)之间的双向机械联接即可采用单一同心轴(Coaxial)顺序布置,也可采用多平行轴布置。可优选采用多平行轴布置，发电机110的机械轴可以通过固定齿比的减速器与内燃机101的输出轴和双离合器111和112双向机械联接。发电机(MG1)110的机械轴还通过另一个线控离合器111与自动变速箱150的输入轴双向机械联接。当离合器111和112同时闭合时，内燃机101、电机110、和变速箱150处在机械并联状态，此时电机110即可用作发电机，也可用作驱动电机。当离合器112断开而离合器111闭合时，电机110主要用作驱动电机，此时内燃机处在怠速或停机状态；当离合器112接合而离合器111断开时，电机110主要用作发电机，是内燃机101的负载，并不直接参与机械驱动车辆。任何时刻，双离合器111和112中，必须至少有一个离合器在闭合状态，不允许出现双离合器111和112都断开的情况。
自动变速箱150的输出轴与车辆的驱动桥160双向机械联接，并受控于变速箱控制器(TCU)151。配置在混动P3位置的主驱动电机(MG2)140与变速箱150的输出轴双向机械联接，二者(150和140)之间的双向机械联接即可采用单一同心轴(Coaxial)布置,也可采用多轴平行布置。优先采用多平行轴布置，此时驱动电机140通过固定齿比的减速器与变速箱150的输出轴双向机械联接。配置在P4位置的选配付驱动电机(MG3)170与第二驱动桥180双向机械联接。在图2的系统中，MG1为必选标配电机，而MG2和MG3任意一个均可为标配电机，另一个为选配电机。若以降低系统成本为重点考虑，可以只采用两个标配电机，去掉选配电机。双电机配置的II型ACE重卡实施例即可只保留发电机(MG1)110和P3位置的驱动电机(MG2)140，也可只保留发电机(MG1)110和P4位置的驱动电机(MG3)170。驱动电机(MG2)140或(MG3)170 可被操作为：将电能转化为机械能以用于驱动该ACE重卡，或者将该ACE重卡的机械能转化为电能(再生制动)，以通过所述ePSD 123内部的功能模块逆变器122a和斩波器132a对电池包130a进行充电。
图1所示I-型混联系统更适合以串联架构运行为主的车辆，而图2所示I-型I混联系统则更适合以并联架构运行为主的车辆。II-型I-型和II-型I-型I两种混联系统的主要差异在于三个额定功率百千瓦级的电机MG1 110、MG2 140、MG3 170被配置的机械位置不同，与内燃机101、变速箱150、驱动桥160和180的机械联接方式不同。换句话讲，上述两类混联系统的机械功率回路不同。同时，上述两类混联系统的电力功率回路相同，电机MG1、MG2、和MG3与电功率分流器(ePSD)123端口I和II的双向电联接相同。
作为本公开关键部件之一的车辆控制器(VCU)201通过例如车载数据总线(未示出，例如CAN总线)并基于对车载卫星导航接收机(GNSS)220接收到的定位数据(经度、纬度、纵坡)和地图仪(MU)240存储的电子地平线范围内3D地图数据进行分析计算，来对上述的内燃机101、发电机110、ePSD 123、离合器111或112、驱动电机140和170、自动变速箱150、以及电池包130a和130b中的一者或多者以“独立”的方式分别或同时进行控制。
在一些实施例中，VCU 201可以是汽车级高性能嵌入式单核或多核微处理器。可以理解，非限制性地，VCU 201也可以是异构微电子硬件逻辑部件，包括：现场可编程门阵列(FPGA)、专用集成电路(ASIC)、专用标准产品(ASSP)、片上系统(SOC)、复杂可编程逻辑设备(CPLD)等等。
例如，内燃机101和发电机110可以在VCU 201的指挥下，将车载燃料的化学能先转换成机械能，再转换成电能。由于有多次能量转换，这种电能为高成本电能，对车辆节油帮助不大。又例如，通过VCU 201尤其还可以操控离合器111或112和ePSD 123来实现油电混合动力总成两种不同混动系统架构(串联或并联)下的多种工作模式之间的快速平顺切换(在后面将进行详细描述)，实时地 满足车辆纵向动力学方程(1-1)，达到车辆节油、环保、和改善主动安全的有益效果。
优选地，内燃机101为排量8升到11升，峰值功率280千瓦到380千瓦之间的六缸重卡用柴油或天然气内燃机。更大排量(13升～15升)的内燃机也能用，其峰值功率可大于400千瓦，留有更多功率余量，高速公路上爬高山(连续几十公里上山，纵坡大于2.0度)时，车辆爬坡动力性更好，但节油效果比优选排量内燃机时将略减弱，且成本较高，性价比次优。更小排量(低于7升)内燃机，峰值功率一般小于300千瓦，虽然节油效果明显，成本较低，但内燃机的功率余量不足，高速公路上爬高山时，如果电池包中的荷电耗尽，无法继续向驱动电机提供补充电功率，则ACE重卡动力性会明显不足，需要换低挡位减速才能继续上坡。可以理解，备选地，内燃机101还可选用满足上述功率要求的车用燃气轮机。汽油机燃烧热效率和使用寿命(B10寿命公里数)都明显低于柴油机，不适合干线物流重卡使用。
注意到，如图1所示，在本公开的各种实施例中，当离合器111断开时系统为串联混动架构，此时内燃机101与车辆的驱动轴160之间无任何机械联接，这将使其运行工况与车辆行驶工况完全解耦，使得内燃机101能够长期稳定地工作在其万有特性曲线高效区(包括最佳燃油效率范围和/或最佳排放范围)内指定的若干工况点(指定转速/扭矩)。离合器111和112接合并锁定时，ACE重卡动力总成切换为并联混动架构。此时内燃机101通过变速箱150与车辆的第一驱动桥160双向机械联接，内燃机101的转速由车速和变速箱150的挡位决定，内燃机101的输出扭矩仍可以独立设定，不受制于车辆的行驶工况。在高速工况下，内燃机可以稳定地工作在几个预先设定的高效工况点。发电机110和驱动电机140的额定功率之和大于内燃机101的峰值功率，完全可以动态调节双电机(110和140)的驱动功率，削峰填谷，动态满足车辆的动力学方程(1-1)。离合器111和112的控制策略，在高速工况下(平均时速高于50 公里/小时；很少主动加速或刹车)，优选并混架构；城市工况下(平均时速低于40公里/小时；频繁主动加速或刹车)，优选串混架构。
传统重卡内燃机电控的难点在于必须在面工况(全部转速和扭矩范围)下同时优化其动力性、节油性、排放性、和成本等多个相互矛盾的目标，满足世界各国日益严格的排放法规(污染物排放和碳排放)。内燃机的运行范围如果能从面工况变为点工况，为其通过技术创新，突破当前内燃机热效率上限，最大限度的优化油耗和排放开辟了新天地，同时也可能有效地对应今后二十年为满足世界各国不断推出更严格的新汽车排放(污染物排放和碳排放)强制性法规，重卡内燃机本体，ECU和尾气处理系统设计、标定、和制造的复杂性和成本日益飙升的严峻挑战。
对比点燃式汽油机(SI)，压燃式柴油机(CI)以节油，低转速时大扭矩，皮实耐用，超长寿命，高性价比等优点，成为全球绝大多数重卡(超过95％)的内燃机首选。但在污染物排放方面，特别是对大气环境和人体健康有害的氮氧化合物(NOx)和微颗粒(PM)等污染物排放方面，柴油机比汽油机逊色。减少重卡柴油机NOx和PM排放的世界主流后处理技术路线分别为选择性催化还原(SCR)及柴油微粒捕捉器(DPF)，SCR和DPF都需要在内部达到数百摄氏度指定高温时，减排系统才能正常高效地工作。柴油机在冷启动及瞬间大幅度输出功率调整时，其污染物排放和比油耗(克/千瓦时)都会大幅增加；而在高速公路工况下，内燃机能够稳定地工作在其燃烧高效工作区，此时柴油机的污染物排放和比油耗都小。传统重卡，很难在内燃机万有特性曲线全部转速/扭矩范围内(即面工况下)，同时优化油耗和污染物排放。本发明的ACE重卡能指定其内燃机长期稳定地工作在若干燃烧高效点，基本消除内燃机冷启动和转速及扭矩快速变化的瞬态工况，在降低比油耗和碳排放的同时，还能有效地减少污染物(NOx,PM)排放，实现节能减排的协同效应。由于ACE重卡的尾气中NOx少，其SCR系统能减少耗材尿素的用量(克/百公里)，从而进一步降低运营费用。同时，混动重卡的DPF也长 期稳定地工作在其高效区，基本消除通过阶段性驻车30～45分钟，通过柴油机多喷柴油空转，进行DPF主动再生(Active Regeneration)，以消除沉积在其内部的大量微粒这一即耗时又费油的用户痛点，进一步降低车队运营费用。
2021年中国开始全面强制执行的柴油重卡国六排放标准，对绝大部分技术积累不足的中国本土内燃机和关键动力总成零部件供应商来说，是巨大的技术和商务挑战。在确保整车出厂时达到并持续满足国六排放标准，特别是70万公里排放系统质保期的前提条件下，本发明的ACE重卡所使用的柴油机的技术性能要求从面工况降维为点工况，要比传统柴油重卡的要求下降或放松很多，有多种高性价比的技术路线可行，为广大中国的重卡动力总成和关键零部件供应商提供了在后国六时代生存发展的另一片新天地。
电机的功率与其转速和扭矩的乘积成正比，同时电机的体积、重量、和成本都与其最大扭矩正向关联。混动或纯电乘用车(总重小于3.5吨)多使用高转速(峰值大于12000转/分)低扭矩(峰值小于350牛米)的电机；而混动重卡多使用低转速(峰值小于6000转/分)大扭矩(峰值大于2000牛米)的电机。转速1200转/分及峰值扭矩2000牛米的电机I和转速12000转/分及峰值扭矩200牛米的电机II的输出功率功率都是251千瓦。但电机I的体积、重量、和成本都明显高于电机II。与乘用车应用相比，重卡对其电机和其它子系统的体积和重量限制较少，但两者对成本都很敏感。乘用车的年产销量比重卡高几十倍。目前新能源乘用车所使用的高转速-低扭矩电机的额定功率基本都低于200千瓦，成本逐年下降。但混动商用车(总重大于15吨)所使用的额定功率高达250千瓦以上的低转速-低扭矩大电机今后十年内仍然会非常昂贵。如果混动重卡在大三电子系统(电机、电池、电控)选型上与新能源乘用车的要求尽量靠拢，则非常有利于混动重卡的三电子系统逐年降低成本、保质保供。
优选地，针对图1(II-型I-型)实施例，标配发电机(MG1)110 为永磁同步电机(PMSM)，额定功率为150千瓦到250千瓦之间，也可选用满足上述额定功率要求的交流感应电机或磁阻电机。标配主驱动电机(MG2)140可选额定功率200千瓦至350千瓦的永磁同步电机、交流异步电机或磁阻电机。选配付驱动电机(MG3)170可选额定功率150千瓦至250千瓦的永磁同步电机、交流异步电机或磁阻电机。针对图2(II-型I-型I)实施例，标配发电机(MG1)110优先选用永磁同步电机(PMSM)，额定功率为200千瓦到350千瓦之间，也可选用满足上述额定功率要求的交流感应电机或磁阻电机。驱动电机(MG2)140和(MG3)170优选额定功率150千瓦至250千瓦的永磁同步电机、交流异步电机或磁阻电机。图1和图2各种实施例中，三个电机(110、140、170)的额定功率分别超出上述优选参数范围时，ACE重卡仍能正常工作。当额定功率低于下限值时，电机成本降低，但车辆的动力性和节油率也明显下降；当额定功率高于上限值时，车辆的动力性和节油率改善，但电机成本明显升高。
图3所示的电功率分流器(ePSD)123为具有三个端口的额定功率百千瓦级大功率电力电子网络，其中包含至少一个IGBT或碳化硅(SiC)功率模块，但可以不包含任何电源或电储能装置。有多种电力电子电路拓扑设计，可实现该三端网络的输入输出特性和各种系统功能。需要指出，本公开并不旨在限制某种包括有IGBT或SiC模块的三端网络的具体电路拓扑实现，而是只要是能够实现本公开所描述的ePSD的核心输入输出功能的各种电力电子电路拓扑设计，均应落入本公开的范围内。鉴于电力电子模块集成设计的灵活性，为提高系统性能和/或降低成本，ePSD 123内部的逆变器121，122a和122b和斩波器132a和132b即可集成在一个金属盒中，也可以分散在多个金属盒中，分散包装布置。目前IGBT为性价比最高的主流电力电子功率模块，碳化硅(SiC)模块为后起之秀，性能更好但近期成本也更高，其商用占比会逐渐提升。本公开中提及的IGBT模块，可泛指包括IGBT和SiC在内的各种已产业化的电力电子功率模块。
在图3所示的实施例中，ePSD的端口I内联逆变器121的交流端口与发电机(MG1)110的三相交流电输出端双向电联接；端口II内联逆变器122a的交流端口与主驱动电机(MG2)140双向交流电联接,逆变器122b的交流端口与付驱动电机(MG3)170双向交流电联接；端口III内联斩波器132a一端(直流电压较低的一端)与电池包130a双向直流电联接，斩波器132b的一端(直流电压较低的一端)与电池包130b双向直流电联接。所有逆变器的直流端都双向直流联接到ePSD的直流母线汇流点X，所有斩波器的另一端(一般为直流电压较高的一端)也都双向直流电联接到ePSD的直流母线汇流点X。百千瓦级电子开关133的一端与汇流点X电联接，另一端与百千瓦级带散热器的刹车电阻电联接。
当电池包130a和130b的额定电压V bp等于ePSD的直流母线额定电压V bus0时，为简化系统，降低成本可以考虑省略斩波器132a和132b，将电池包直接双向电联接汇流点X。但这时电池包的额定电压必须等于直流母线额定电压，将失去主动调节百千瓦级充放电功率的功能；而且ePSD 123也失去了通过软件定义(现场或OTA远程迭代)，灵活匹配不同额定电压多种型号的电池包的能力。为次优选项。
本公开ePSD内部的直流母线汇流点X，是ACE重卡动力总成的电力神经中枢，该点的一个直流电压时变函数和三个直流电流时变函数的集合，从数学上完整准确地描述了ACE重卡电力功率回路的动态工作状态，是ACE重卡运行节能、减排、及安全控制的关键点。汇流点X在电路拓扑上是一个点，但在物理实施时可以是一个金属汇流排或一段多接头的大功率电缆。
ePSD 123可以通过内含几大功能模块(逆变器121，逆变器122a和122b，斩波器132a和132b)来进行脉宽调制(PWM)，实现三个端口之间数十毫秒级响应时间内,数百千瓦级电功率分配精准连续可调，动态地匹配车辆行驶过程中瞬态变化的路载功率P v(Raod Load Power)时变函数，实时地满足车辆动力学方程(1-1)。由此， 通过VCU 201操控离合器111或112和ePSD 123，车辆可以分别实现串混和并混两种不同系统架构下的多种工作模式之间的快速平顺切换，在满足车辆行驶动力性、安全性和货运时效性的前提下，达到内燃机油耗及排放最优化(即最小化)。
可选地或附加地，ePSD还可以配置若干传感器和存储器，以便以例如高于10赫兹的测量频率来测量并记录直流母线汇流点X处的动态电压V bus(t)和电流I g(t)，I m(t)，I b(t)，并作为专用结构化大数据的一部分，并通过车载无线通信网关210，及时地上传到云计算平台001存储，以供后续分析处理。关于专用结构化大数据的实施方式将在后面进行描述。
已知ePSD 123内部直流母钱汇流点X处的电功率平衡方程为：P g+P b+P m＝0(4-1)。其中P g∈[-P igx,P igx],P b∈[-P bx,P bx],P m∈[-P imx,P imx]。P igx为逆变器121的峰值功率，P bx为主电池包130a和付电池包130b的总合峰值充放电功率，P imx为逆变器122a和122b的总合峰值功率，P bx>P imx。P g为发电机(MG1)110的电功率，P gx为其峰值功率(P igx>P gx)，正值为驱动功率(电能变机械能)，负值为发电功率(机械能变电能)。P b为电池功率，正值是充电功率(电能变化学能)，负值是放电功率(化学能变电能)。P m为驱动电机(MG2)140的电功率，P mx为其峰值功率(P imx>P mx)，正值是驱动功率(电能变机械能)，负值是再生制动功率(机械能变电能，回收能量)。在本公开中，除非特别标注，峰值功率对内燃机而言，为最大连续功率；对电机、逆变器、斩波器、或电池包而言，则指15秒最大脉冲功率。
本公开实施例描述时，重点讨论只有标配主驱动电机(MG2)140和主电池包130a的情景。如果ACE重卡系统还包含选配付驱动电机(MG3)170和/或付电池包130b，普通行业人士很容易扩展来描述。ACE重卡在高速工况下(平均时速50公里/小时以上，很少主动加速或刹车)，优选闭合离合器111和112，实现并联混动架构；在城市/郊区工况和拥堵的高速路时(平均时速35公里/小时以下， 频繁主动加速或刹车)，优选断开离合器111，实现串联架构。当ACE重卡遇到上高山或下高山时(纵坡大于2.0度，连续上坡或下坡路程超过15公里)，出于车辆行驶安全性和动力性考量，不论平均车速高低，优选并联混动架构。干线物流ACE重卡在干线物流应用场景，近95％的里程为高速工况，其离合器111不需要频繁切换(每日几次)。同时由于有双电机(MG1和MG2)，在离合器111切换接合或断开状态的瞬态，车辆动力总成并不会出现扭矩中断。在串联混动架构(A)或并联混动架构(B)下，ACE重卡还可以有多种工作模式。下面简要描述。
在串联混动架构(A)下，车辆为纯电驱动，此时P m＝P v。
工作模式A-1：车辆静止，P m＝P v＝0，P g+P b＝0,内燃机101驱动发电机110通过ePSD 123给电池包130a和130b充电。
工作模式A-2：车辆在平缓道路行驶，P g+P b+P m＝0。当|P g|>P m>0时，发电机110首先给驱动电机140供电，提供车辆所需的动力，剩余电功率再给电池包130a和130b充电。而当|P g|<P m时，发电机110和电池包130a需要同时给驱动电机140供电，才能满足车辆的动力性要求。要想最大限度节油，内燃机101要长期稳定地工作在几个指定的高效工况点(定扭矩/转速)，或怠机甚至完全停机。通过ePSD 123动态调节百千瓦级电功率，P b可跟随P m实时反相变化，在时刻满足车辆动力性要求的前提下，维持P g为常数(Pg(t)＝-P m(t)-P b(t))。换句话讲，CVU 201可以将内燃机101的工作点长期稳定地设置在其比油耗(克/千瓦时)最小的高效点，指挥电域功率分流器(ePSD)123实时精准调节电池包130a和130b的充放电功率方向和数值，削峰填谷，实时地抵消掉驱动电机140和170功率的瞬态变化，实现节油目标。如果遇到爬高山或上大坡(纵坡+2.0度以上，长度10公里以上)时，由于电池包130a和130b总容量有限，电池包在荷电消耗(Charge Depleting)工作模式下可能耗尽其电能，暂时失去继续提供上坡功率助力的能力，此时车辆在串联混动架构下，只能靠发电机P gx直接供电驱动,功率不足，无法维续恒 速上坡所需的路载功率P v，车辆需换低挡减速继续上坡。此时ACE重卡的动力性和货运时效性都暂时下降。干线物流ACE重卡在大部分公路上不会遇到大长坡。对于经常在崇山峻岭区域公路行驶的ACE重卡，可考虑加装一个或多个容量超过10千瓦时的功率型付电池包，以改善车辆经常工作在重负载高速运行上长坡情景下的动力性。
工作模式A-3：当车辆行驶遇到下坡时，可关停内燃机，内燃机电功率输出P g为零，此时坡度功率项P gd为负值，其超过驱动车辆所需功率P r+P d的坡度功率部分，可通过驱动电机140和170的再生制动功能来吸收并对电池包130a和130b充电。此时车辆下坡可达到法律允许的最高时速，抢回部分减速上坡损失的时间。如遇到大下坡，驱动电机再生制动在车辆下坡途中就会将所有电池包都充满(SOC 100％)。此时，ePSD三端电力电子网络内的大功率电力电子开关(SS)133闭合，斩波器132a和132b断开电池包130a和130b,，把驱动电机140再生制动产生的充电电流，切换到带散热器的百千瓦级刹车电阻131，将电能变成热能消耗掉，实现ACE重卡(非机械制动)缓速器功能。同时逆变器121还可驱动电机110，以内燃机101的缸内制动功能作为电机101的有效负载，消耗来自主驱动电机140的过剩再生电能，实现缓速器功能，为大功率刹车电阻131提供冗余负载。
图1的I-型系统和图2的II-型系统都可以通过闭合离合器111和112来实现并联混动。在并混架构下，内燃机101的机械驱动功率和双电机110和140的电力驱动功率可三者直接叠加，此时ACE重卡动力总成的总驱动连续功率远高于500千瓦，其动力性(平路超车能力或满载高速爬坡能力)明显优于顶级配置的15L大排量传统柴油重卡。ACE重卡所带电池包130a和130b总容量一般在20～60千瓦时范围，能支持车辆高动力性纯电行驶15～40公里。本行业普通技术人员熟悉并联混动车辆的各种典型工作模式，不再逐一赘述。在通畅的高速公路数百公里长途行驶时，ACE重卡在并混架构下， 内燃机101的转速取决于车辆行驶速度和变速箱150的挡位，可以通过控制内燃机101高转速启停来节油。
电池包130a和130b通过再生制动所回收的电能为“准零成本电能”，而内燃机发电所提供的则是“高成本电能”。ACE重卡节油控制的要点就是在车辆行驶旅程中，不断提高电池包130a和130b的荷电周转率，特别是不断提高再生制动荷电周转率，同时尽量降低内燃机荷电周转率。ACE重卡可根据前方百公里电子地平线范围内的道路三维信息(经度、纬度、纵坡)、驾驶员选定的预测性自适应巡航模式(节油模式Eco、正常模式N、高性能模式P)、路况及车辆工况，来动态调节内燃机101喷油量(喷油或不喷油)，让电池包130a和130b随充随放，提供车辆行驶所需驱动功率，通过内燃机101的高速启停来降低高成本“内燃机荷电”周转率，提高低成本“再生制动荷电”周转率，进一步节油。所谓内燃机101高速启停，指内燃机101在运行转速范围800转/分～2000转/分，通过间歇地切断其喷油，动态地调整缸内进气阀和出气阀开关时延或角度，使内燃机能在无功低负载工况(无喷油、无输出机械功率、和拖机转动低负载)和有功高负载(正常喷油、有输出机械功率、和驱动转动高负载)两种不同工况之间以分钟级间隔平顺切换。这样才能保证挂在内燃机101上的各种车辆传统辅助子系统，能通过内燃机101飞轮不间断地旋转，持续获得机械动力，维持正常工作。
ACE重卡对电芯和电池包的技术要求与混动乘用车的要求有明显差异。ACE重卡需要采用超长寿命、耐低温、安全可靠、高性价比的功率型电池包，其电芯需要能承受5C～10C倍率的连续充放电和15C～30C倍率的峰值充放电(15秒脉冲)，而且充电倍率经常高于放电倍率，车辆外工作环境温度-30℃～+55℃，等效深度充放电(DoD 100％)循环寿命超过12000次。整车寒冬室外-30℃熄火停车24小时后，内燃机101冷启动后，原地驻车怠速热车三分钟以内，车辆启动行驶后，电池包要能正常工作。此时电池包充放电能力可暂时降低，等电芯内部温度上升到10℃时恢复全部充放电能力，但 不能因低温高倍率充电而损伤电芯，甚至造成电芯热失控的重大安全隐患。
主流的锂离子动力电芯例如磷酸铁锂(LFP)和三元锂(NCM或NCA)等都普遍怕冷。当电芯温度低于零摄氏度时，其2C以上高倍率放电能力明显下降。低温放电虽不损伤电芯，但低温2C以上高倍率充电，则易造成电芯负极镀锂(Lithium Plating)而严重损伤电芯寿命。损伤机理为负极的金属锂枝晶刺穿隔膜，造成电芯内短路引发热失控的安全隐患。电池管理系统(BMS)会实时监控电芯的温度，严禁电芯低温时高倍率充电。LFP，NCM，或NCA等主流动力电芯均无法单独胜任ACE重卡的电池包。
当前，钛酸锂电芯(LTO；正极三元锂/负极钛酸锂)是唯一能完全满足ACE重卡全部技术要求的量产动力电芯。对比上述几种主流锂离子电芯，LTO有比能量低(65wh/KG)和成本高($/KWh三倍于LFP)两大缺点。因ACE重卡对总容量仅几十度电的电池包的体积和重量基本没有限布置制，LTO比能量低和体积大的缺点不足为虑；但其成本高昂的缺点却会严重影响ACE重卡大规模商用。通过混搭LTO主电池包(10度～20度)加上低成本LFP或NCM付电池包(20度～50度)，可以根据ACE重卡具体应用场景，优化整车系统性价比。当寒冬车辆室外久停后冷启动后，LTO主电池包130a立即参与工作，LFP或三元锂的付电池包130b暂时不参与工作，等十几分钟后将付电池包130b内部电芯加热到10℃以上后，付电池包130b再参与工作。电池包130a和130b是ACE重卡中最昂贵的子系统之一，混搭不同电化学电芯的两个甚至多个电池包，有益于改善电池包综合性能，降低电池包总成本，对优化ACE重卡综合性价比至关重要。
LTO单电芯电压仅2.2V，低于LFP单电芯电压3.3V和NCM单电芯电压3.7V。同样容量(千瓦时)的电池包，高额定电压的电芯多串联少并联结构比低额定电压的电芯多并联少串联结构设计更复杂，材料和制造成本更高，且系统冗余度和鲁棒性较差。采用至少 两个不同电化学电芯的两个或更多个电池包并联混搭，有益于提高ACE重卡系统性价比。多数新能源乘用车所采用的动力电池包额定电压范围200V～400V。本发明ePSD的峰值功率高达500千瓦，其直流母线额定电压优选范围：600V～800V。本公开所用电池包优选额定电压值在350V至500V之间，尽量与年产销总量巨大的主流新能源乘用车电池包的额定电压范围重合，便于充分利用当今新能源乘用车成熟的动力电池供应链，降本保供。这些电池包可通过ePSD端口III内部的百千瓦级双向升降压直流-直流转换器(Boost-Buck，又称斩波器)132a和132b与ePSD 123的直流母线匹配。除直流变压外，该斩波器的另一功能是通过脉宽调制(PWM)，在0％～100％充放电电流峰值范围内，主动连续精准地调节电池包130a和130b的充放电电流幅度。
优选地，主电池包130a可以采用容量10KWh～30KWh的钛酸锂电芯(LTO),可连续充放电5C～10C，15秒峰值充放电15C～30C，等效深度充放电(100％ DoD)寿命超过1.2万次，室外工作环境温度-30～+55摄氏度。已知商业化的各种电化学配方的汽车规格动力电池中，只有钛酸锂电芯(LTO)一套电池就可以满足上述苛刻要求，特别是超长寿命要求。LTO电芯比能量(Wh/KG)不高的缺点对其ACE重卡应用影响不大，但其每千瓦时(KWh或度)电芯的成本(元/瓦时)为其它主流汽车级锂离子电芯(例如LFP、NCM、NCA)成本的三倍以上，将导致LTO电池包的成本居高难降，会严重限制ACE重卡的广泛应用。还可以选用适合恶劣工作环境下高倍率部分充放电(HRPSoC)应用的如下功率型电芯：镍氢电池(NiMH)、磷酸铁锂(LFP)、三元锂离子电池(NCM/NCA)、或碳铅电池(PbC)。这四种电芯都可能需要两套电芯，才能满足过1.2万次等效深度充放电(100％ DoD)循环超长寿命的要求。可以考虑将上述几种电芯混合搭配，并将电池包总容量提升到50KWh～95KWh，以谋求电池包在ACE重卡全生命周期内性价比最优。
优选地，付电池包130b可以采用容量20KWh～60KWh的主流 的锂离子功率型电芯(连续充放电3C+)，例如磷酸铁锂(LFP)或三元锂(NCM或NCA)电芯。当然也可选用容量大于100KWh的付电池包，这样虽有利于增强整车在各种运行工况下的动力性，减少电池包等效循环寿命上限值和充放电倍率峰值；但大容量电池包的重量、体积、和成本都将升高，需综合考量。本发明中，电池包的作用像一个带有小号油箱的大功率内燃机，其爆发力极强但耐力不足。电池包即可以较长时间(5～20分钟以内)连续提供驱动电机的百千瓦级电力额定功率，也可短时间(60秒以内)提供驱动电机超过300千瓦的驱动电机峰值功率。假定电池包容量30千瓦时，驱动电机额定功率300千瓦，满荷电状态(100％ SoC)的电池包(容量30千瓦时)，在发电机组零输出时，可单独连续6分钟给驱动电机以300千瓦强度连续供电(10C放电)，让满载混动重卡(40吨)在平缓不拥堵的高速公路上以90公里/小时的中国法定极限速度行驶近10公里。
电池包130a和130b中存储的电能分两种，一种是由内燃机101驱动发电机110所产生的“内燃机荷电”，为“高成本电能”；另一种则是通过驱动电机140和170再生制动回收能量所产生的“再生制动荷电”，可视为“准零成本电能”。要想提升节油率，需要尽量将电池包中的电能量(荷电)随放随充，提高电池包的累计吞吐电能或荷电周转率。最好在减少电池包的累计内燃机荷电吞吐量的同时，充分利用道路沿途的纵坡变化带来的百千瓦级纵坡功率，不断提高电池包累计再生制动荷电吞吐量，尽量减少内燃机荷电累计吞吐量，以达到最佳节油效果。电池包130a和130b放电时通过驱动电机140和170给ACE重卡010行驶提供动力，充电时通过驱动电机140和170再生制动回收能量。在并联架构下(离合器111和112接合并锁定)，发电机110也可以参与再生制动，回收能量，能进一步提升再生制动荷电吞吐量，改善节油效果。但是，当电池包荷电状态(SoC)小于20％，而且车辆还要持续加速超车或上长坡时，ACE重卡的道路负载功率P v大于发电机组的额定功率，此时电池包必须持续放电 来弥补功率差额(P b＝P v-|P g|)。当电池包130a和130b荷电耗尽(SoC＝0％)，则该ACE重卡的动力性完全取决于内燃机101的峰值功率(并混架构下运行)，如内燃机峰值功率不够大，则只好换低挡，减速行驶，暂时降低车辆的动力性和货运时效性。一直要等到出现平路或下坡时，发电机110和/或驱动电机140和170才能有机会再给电池包130a和130b充电。
今后二十年，基于硅IGBT或碳化硅(SiC)MOSFET的电力电子功率模块的性价比年改善率要明显高于电机或电池包的性价比年改善率。继续参考图3，优先考虑在设计电域功率分流器ePSD所包含的几大百千瓦级电力电子功率模块时(端口I内接标配发电机110的逆变器121，端口II内接标配主逆变器122a和选配付逆变器122b，端口III内接软开关133、标配主斩波器132a和选配付斩波器132b)，在电力电子硬件的功能和性能方面留有余地(过设计，Over-design)。逆变器121的峰值功率P igx应比发电机110的峰值功率P gx高近25％，主逆变器122a的峰值功率P imx应比主驱动电机140的峰值功率P pmx高近15％,付逆变器122b的峰值功率应比付驱动电机170的峰值功率P smx高近25％，P pmx>P smx。主斩波器132a和付斩波器132b的峰值功率总和应比主驱动电机140的峰值功率P pmx高近20％。
功率半导体模块例如IGBT或SiC性价比改善的速度要高于电池包、电机、和刹车电阻。可以充分利用大功率半导体产业的不断创新和升级，采用多种电力电子拓扑结构来实现高性价比的ePSD 123。具备硬件设计余量的ePSD 123从一开始就是一种基于软件定义的电域功率分流器，可通过远程软件更新迭代(OTA)不断改善和进化。采用上述模块化设计策略，ePSD的三个端口与外接的电机和电池包等机电负载可采用标准的机械和电气接口，方便灵活配套多家优质供应商提供的满足性能要求、目标成本、且能保质保供的各种电机和电池包，持续改进和提高ACE重卡整车性价比。
逆变器(Invertor)是电机控制器(MCU)的核心部分。在本公 开中，逆变器和电机控制器作为同义词使用，对本领域普通技术人员不会产生歧义。逆变器(121，122a，122b)以矢量控制(Vector Control)方式精准控制电机(110，140，170)的转速和扭矩，可以实时(毫秒级)连续地调节百千瓦电功率的幅度和流向。斩波器(132a，132b)为双向升降压直流-直流转换器(Boost-Buck),一侧双向电联接ePSD123的直流母线，优选额定电压范围为650V～750V；另一侧双向电联接电池包130a和130b，优选电池包额定电压范围为350V～650V。斩波器132a和132b即可外接匹配各种不同额定电压的电池包130a和130b，也可提供精准连续调节百安培级电池包130a和130b充放电电流幅度的功能。ACE重卡的整车控制器(VCU)201能根据其节油控制策略，指挥ePSD 123实时连续地调节三个相互独立的百千瓦级电功率时间函数(独立变量发电机功率P g(t)，独立变量驱动电机功率P m(t)，非独立变量电池包充放电功率P b(t))，随时满足ePSD直流母线汇流点X处的电功率平衡方程：
P m(t)+P g(t)+P b(t)＝0  (5-1)。
优选地，标配的主驱动电机140为永磁同步电机，额定功率范围200KW～300KW，峰值功率范围300KW～450KW，峰值扭矩范围2000NM～2500NM。驱动电机140也可选用满足功率和扭矩要求的交流感应电机或磁阻电机。主逆变器122a的峰值功率必须高于主驱动电机的峰值功率。油电混合乘用车的年销量比油电混合商用车高近两个数量级，所以尽量选择与乘用车共用某些核心零部件，可有效降低混动商用车的成本并保证批量供应。电动(包括油电混动)乘用车所用单个电机和逆变器的额定功率通常小于150千瓦。一种优选方案是采用六相或九相永磁交流电机和与之匹配的多相逆变器。九相永磁交流电机实际上是三个较小三相永磁交流电的同轴/同壳集成，所对应的九相逆变器由三个相互独立的较小三相逆变器同壳集成。这种多相电机+多相控制器的结构有冗余度，即提高系统的性能和可靠性，也降低全系统的综合成本。电机和控制器的功率参数超出上述优选范围，混动重卡也能工作。只是要么过低配置导致 车辆经济性提升但动力性降低，要么过高配置导致车辆动力性提高但经济性降低。
针对图1的6x2或6x4的ACE重卡I-型系统框图，标配发电机(MG1)110与内燃机101的飞轮端双向机械联接(即所谓混动P1位置)，同时还与离合器111的一端双向机械联接。具体机械联接结构又分两类，I类为单轴同轴结构，三者(内燃机、发电机、离合器)串在同一根机械转传动轴上，此时发电机110的转速与内燃机101的转速完全相同(转速比1.0)；II类为平行轴结构(多轴)，通过齿轮将三者双向机械联接，此时发电机110与内燃机101通过齿轮联接，转速比固定。重卡内燃机高效区的转速范围一般为：1000转/分～1600转/分。内燃机稳定低转速，高负荷工作时，其比油耗(柴油g/KWh)最低。发动机和电机的功率与其转速和扭矩的乘积成正比。同时发动机和发电机的最大扭矩与其体积、质量、和价格正相关。采用II类多平行轴结构可通过定速比减速器将发电机110与内燃机101的转速比提升到2.0～5.0范围，从而有可能选配新能源乘用车体系内的大功率永磁同步电机，大幅降低发电机110的体积、质量、和价格。发电机110可优选额定功率在150KW～250KW，峰值扭矩小于500NM的中速(最高转速12000转/分)车规永磁同步电机。
标配主驱动电机(MG2)140与离合器111的另一端双向机械联接(即所谓混动P2位置)，同时还通过柔性联轴器152与自动变速箱150的输入轴双向机械联接。具体机械联接结构又分两类，I类为单轴同轴结构，三者(离合器、驱动电机、变速箱)串在同一根机械传动轴上，此时驱动电机140的转速与变速箱150输入轴的转速完全相同(转速比1.0)；II类为平行轴结构(多轴)，通过齿轮将三者双向机械联接，此时驱动电机140与变速箱150输入轴的转速比固定。当离合器111闭合时，内燃机101飞轮端的输出轴与变速箱150的输入轴同心同轴双向机械联接，两者转速相同，转速比为1.0。一般重卡变速箱输入轴的最大输入扭矩小于2500NM。采用II 类平行轴结构可通过固定速比减速器将驱动电机140与变速箱150的输入轴的转速比提升到2.0～6.0范围，从而有可能选配新能源乘用车体系内的大功率永磁同步电机，大幅降低驱动电机140的体积和价格。此时主驱动电机(MG2)140可优选额定功率在175KW～280KW之间的永磁同步电机。I类结构下，驱动电机140为低转速(最高转速6000转/分以下)大扭矩(峰值扭矩2000NM以上)的永磁同步电机或交流异步电机；II类结构下，驱动电机140为中高转速(最高转速12000转/分以下)中扭矩(峰值扭矩500NM以下)的永磁同步电机或交流异步电机。后者比前者体积和质量小，价格低。
选配的付驱动电机(MG3)170即可以配置在变速箱150输出轴与驱动桥160之间(所谓混动P3位置)，也可配置在第二驱动桥180之前(所谓混动P4位置)，二者都是双向机械联接。重卡驱动桥输入端的峰值扭矩可高达20000NM以上，付驱动电机(MG3)170与驱动桥(160或180)之间需加一个减速器，速比范围5.0～15.0。可优选额定功率在100KW～150KW，峰值扭矩小于1000NM(牛米)的永磁同步电机或交流异步电机。
图1中，变速箱150的输入端通过柔性机械联接器152与主驱动电机140的输出端双向机械联接，其输出端与第一驱动桥160双向机械联接。优选地，采用输入端最大扭矩低于2500牛米的重型5速～12速的自动机械变速箱(AMT-5～AMT-12)，也可选用重型双离合器变速箱(DCT)或带液力扭矩转换器的自动变速箱(AT)。与内燃机低转速时扭矩较小的动力特性不同，驱动电机低转速时扭矩最大，所以该自动变速箱5～8前进速度挡足够用，无需更多挡位。但本发明中ACE重卡包括变速箱的驱动转动系统并非传统内燃机重卡的单向机械功率传递，而是双向机械功率传递，所以自动变速箱内的主要轴承和齿轮需要强化设计和制造，才能保证其性能和寿命都达标。
以下描述针对图2的6x2或6x4的ACE重卡II-型系统框图，标 配发电机(MG1)110与内燃机101的飞轮端双向机械联接(即所谓混动P2位置)，同时还与离合器111的一端双向机械联接。内燃机101的飞轮端与发电机110之间可以选装添加离合器112，增加II-型混联系统的控制自由度。如果不选装离合器112，则发电机110被配置在所谓混动P1位置。具体机械联接结构又分两类，I类为单轴同轴结构，三者(内燃机、发电机、离合器)串联在同一根机械传动轴上，此时发电机110的转速与内燃机101的转速完全相同(转速比1.0)；II类为多平行轴结构，通过齿轮将三者双向机械联接。此时发电机110与内燃机101的转速比固定，优选转速比范围：2.0～6.0。发电机110可优选额定功率在150KW～250KW，峰值扭矩小于500NM的中速(最高转速12000转/分)车规永磁同步电机，或交流异步电机。
图2中的标配主驱动电机(MG2)140分别与变速箱150的输出轴和第一驱动桥160双向机械联接(混动P3位置)。重卡运行时，变速箱150的输出轴峰值扭矩可高达20000NM以上，而峰值扭矩高于2000NM的电机体积和重量大，价格昂贵。此时I类单轴同轴结构不适用，优选采用II类多平行轴结构，通过一组齿轮将三者(变速箱输出轴、主驱动电机机械轴、第一驱动桥输入轴)双向机械联接，此时驱动电机140与变速箱150输出轴的转速比固定，转速比范围3.0～10.0。尽量选配新能源乘用车体系内的大功率永磁同步电机，谋求大幅降低驱动电机140的体积和价格，保质保供。此时主驱动电机(MG2)140可优选额定功率在175KW～280KW之间的中高转速(最高转速12000转/分以下)中高扭矩(峰值扭矩1000NM以下)的永磁同步电机或交流异步电机。
图2中选配的付驱动电机(MG3)170可以配置在第二驱动桥180之前(所谓混动P4位置)，双向机械联接。重卡驱动桥输入端的峰值扭矩可高达10000NM以上，付驱动电机(MG3)170与驱动桥(160或180)之间需加一个多齿轮减速器，其固定速比选值范围：5.0～15.0。可优选额定功率在100KW～175KW，峰值扭矩小于 1000NM(牛米)的永磁同步电机或交流异步电机。做为图2 II-型混联系统的一个简版，一种II-型双电机单离合器混联系统的实施例如下，取消主驱动电机(MG2)140，仅保留标配发电机(MG1)110和付驱动电机(MG3)170。
I-型混联系统(图1)和II-型混联系统(图2)的差异主要是三个电机110，140，和170的配置位置和参数匹配不同。I-型和II-型混联系统中的其它主要子系统的位置、联接方式、和参数选择都基本相同。本公开中，付驱动电机170、包含逆变器122b的电机控制器(MCU)、和第二机械驱动桥180可三者合一构成“集成电驱动桥”(Integrated e-Axle)。传统内燃机重卡也可选配集成电驱动桥而变成混动重卡，但此时内燃机加变速箱的纯机械式动力总成与集成电驱动桥相互独立运行，节油效果并非最佳。与现有技术不同，本公开图1或图2中的ACE重卡，其集成电驱动桥与包括内燃机101、发动机控制单元101、发电机110、ePSD 123、主驱动电机140、电池包130a和130b、离合器111和112、变速箱150、和变速箱控制单元151在内的至少一个子系统动态强耦合且密切协同，共同受控于整车控制器(VCU)201，根据具体车况和路况，通过机械功率流和电功率流两大回路动态调整，共同驱动ACE重卡，达到同时优化车辆动力性和节油性的有益效果，同时还改善了车辆动力性和刹车安全性，并增加了车辆动力系统和刹车系统的冗余度。
以上内容描述了根据本公开的ACE重卡系统，是实现干线物流应用场景下ACE重卡节油减排的混联系统架构和硬件系统基础。接下来将进一步描述如何利用车载三维电子地图、车载导航设备、以及云计算平台上(例如，云端服务器)存储的ACE重卡运行结构化大数据，结合机器学习的算法和云平台算力，培训云端和车端的节油AI大脑，来进一步实现ACE重卡高速公路上同车道内的的预测性自适应巡航(PAC)，实现节能减排的有益效果。
在图1或图2的某些实施例中，该ACE重卡上载有地图仪(MU)240和卫星导航接收机(GNSS)220。地图仪(或称导航仪)240中 预先存储有的覆盖全部高速公路和其它主要半封闭式道路的三维电子地图(或称3D地图)，而该3D地图信息包括但不限于：全旅程公路描述车辆绝对位置的经度、纬度、以及特别是指示道路纵向坡度(诸如图4中所示的上坡角度α u和下坡角度α d)的信息。例如，如图1或图2所示的车载地图仪240内存中可以包含道路米级定位(经纬度)和纵向0.1度精度的纵坡信息的3D地图。包含上述道路三维信息的各种高级驾驶辅助系统(ADAS)地图，在全球主要汽车市场，均已实现商业化批量应用。
卫星导航接收机(或称卫星导航仪)220用于实时测算ACE重卡010所处位置(即当前位置)处的经度、纬度、海拔高度、纵向道路坡度、纵向线速度等信息。在某些实施例中，采用双天线221和222输入的载波相位动态实时差分(RTK)技术的卫星导航接收机(简称“RTK接收机”)220，能以每秒十次的测量速度(测量频率10赫兹)对ACE重卡进行实时精准定位和测姿。国际卫星导航系统(GNSS)目前有四大独立体系，美国的GPS、俄国的Glonass、欧盟的Galileo、和中国的北斗BD。目前北斗三号可对许多国家提供最新卫星导航服务，2020年预计完成全球覆盖。同时中国的北斗系统已与其它三家卫星导航系统签署兼容协议。优选地，采用含最新北斗三号RTK芯片的卫星导航接收机(GNSS)220，匹配安装在重卡驾驶室顶部间隔至少一米的两个卫星天线221和222，实时动态测算车辆的授时、速度、位置(经/纬度)、和纵向姿态(即道路纵坡角度)。该RTK芯片可根据收到GNSS四大体系中任意组合的四颗导航卫星的相互独立的信号，完成卫星导航定位测姿的测算。授时精度50纳秒，测速精度0.2米/秒，水平面经纬度定位精度小于2.5米，公路纵坡进度小于0.15度，最高测算频率10赫兹。该RTK导航仪无法实时准确测算车辆轮下路面的垂直海拔高度。同时世界许多国家，对精准海拔高度信息的测绘和发布严格管控。所幸本发明对车辆路面绝对海拔高度的测量精准度要求10-米级即可。在某些实施例中，也可以采用单天线卫星导航接受机加惯性导航仪(IMU)完成 车辆三维定位和导航。基于多个微机电系统(MEMS)加速度传感器和陀螺仪(Gyro)加处理芯片的IMU能以高于10Hz的测量频率和0.1度的测量精度实时测量ACE重卡所行驶的道路的纵坡函数。需要强调，因为ACE重卡高速行驶时道路纵坡瞬间微小0.1度级变化是大幅节油减排的秘密源泉，所以实时精确测量高速公路沿途纵坡分布函数至关重要。
每辆ACE重卡的实际油耗，只和该重卡各重要子系统的性能参数常量、车辆总质量(牵引头加载货挂车)这一离散变量、车速和车加速度这二个连续变量、行驶路径的经度、纬度、和纵坡分布函数这三个连续量等有限的几个参数或变量直接相关，与包含所有ACE重卡在所有道路上行驶的宏观平均油耗没有直接关联。如果某辆ACE重卡的司机，在货运出发前，给系统输入货运路径的起点和终点，就能从云端主控节油机器人的人工智能(AI)大脑处，借助所有历史上在该路段运行的各个ACE重卡的运行专有结构化大数据，实时计算并下载针对该车辆和特定路径所定制的默认最佳节油控制策略，每辆ACE重卡，无论其司机是否有特定货运线路的驾驶经验，都可以依靠所有ACE重卡的集体经验和智慧，每次都能一致性地实现最佳油耗。
ACE重卡运行结构化大数据的核心之一是其电功率分流器(ePSD)的运行大数据，包括如下内容：采样频率至少10.0Hz,根据卫星导航接收机220的授时来校准所有子系统控制器的时钟，每个采样时刻点t i，ACE重卡的各个微控制器指挥传感器本地采集并存储至少下列变量值：道路的经度L lg(t i)、纬度L lat(t i)、纵坡G(t i)、车速v(t i)、车加速度a(t i)、发电机(MG1)直流电流I g(t i)、驱动电机(MG2)直流电流I m(t i)、电池包130a和130b直流电流I bat(t i)、直流母线电压V bus(t i)、电池包130a和130b荷电状态C bat(t i)、刹车电阻直流电流I bk(t i)、环境温度T(t i)、环境风速及风向v xyz(t i)。还可以本地采样并存储采样时间点(t i)各个电机(发电机110、主驱动电机140、付驱动电机170)、发动 机101、自动变速箱150的主要时间变量类运行参数，例如转速、扭矩、挡位等。需要强调，所有上述ACE重卡的运行结构化大数据，必须使用本公开图1或图2所示混联系统来动态实时本地(随车)采集并存储；而且无法分散(分时、分地、分子系统或分车)采集或模拟后再拼接而成。后续培训云端和车载节油机器人的人工智能(AI)大脑时，可采用多种开源或专用算法和算力，结合上述专用结构化大数据来完成。ACE重卡运行结构化大数据为专有，非公开，积累越多则价值越大，可以为授权使用本发明的企业不断提高其它竞争者的进入壁垒。
在某些实施例中，车辆控制器(VCU)201可以被配置为：基于预先存储在地图仪240中所存3D地图的全旅程公路沿途电子地平线(米级间隔密度)的经纬度(等效米级定位精度)、纵向道路坡度(简称“纵坡”，0.1度精度)，和/或基于由卫星导航接收机(GNSS)220所测算的所述车辆所处位置处的经度、纬度、海拔高度、纵坡，来对下列至少一个子系统，包括ePSD 123、内燃机101、发电机110、驱动电机140和170、离合器111、变速箱150、和电池包130a和130b以“独立”方式进行预测性功率控制，在保障驾驶安全性和货运时效性的前提下，追求ACE重卡实际油耗最小化。
可选地或附加地，当预存在地图仪240内的3D地图中道路信息与由卫星导航接收机220实测的道路信息之间的偏差超出允许公差范围时，尤其是在车辆当前的纵坡数据(作为节油的关键信息)出现偏差超出允许公差范围的时候，则VCU 201可先以GNSS 220实测的纵坡数据为准，来控制ePSD 123三端口之间的瞬态功率分布。如果实际情况是卫星导航接收机220测量数据出错，3D地图数据正确，VCU 201则可根据ACE重卡ePSD 123三端口的瞬态功率分布参数、车辆010纵向线速度和加速度，结合车辆动力学方程，进行车辆在环模拟计算后做出判断，改选以车载三维电子地图为准，实现自动纠错功能。
当然，为降低系统成本，也可选用只有单天线221而没有天线 222的卫星导航接收机220，再选配包含单轴或多轴动态倾角传感器的惯性导航仪(IMU)来实时测量行驶车辆的绝对定位(经度/纬度)和道路纵坡。动态倾角传感器有多种实现方法。其中一种高性价比的实施方案为车规微机电系统(MEMS)的加速度传感器、陀螺仪(Gyroscope)再加专用芯片集成。在下面的若干实施例中，将以示例性方式阐释VCU 201是如何利用车辆动态三维导航信息(尤其是道路纵坡分布函数)来实现自动化预测性节油控制。再次指出，下面具体示例并不应被理解为限制本公开的保护范围，而完全是出于为了本领域技术人员更好地理解本发明的目的。
例如，在一些实施例中，当测算到车辆前方斜坡路段的坡度小于预定义的第一坡度阈值(例如，小于2.0°)并且斜坡路段的长度大于预定义的第一长度阈值(例如，大于15公里)时，VCU 201可指挥内燃机101驱动发电机110，提前增加发电功率,将所产生的电功率中的大部分用来给驱动电机140供电，以提供车辆010匀速行驶时所需动力，同时将剩余的电功率用于给电池包130a和130b充电，确保电池包130a和130b在大上坡前充满荷电(SoC 100％),有足够电能为车辆爬坡助力。这尤其适于前方路段具有“长缓坡”的情景。
在一些实施例中，当车辆前方百公里范围内的高速公路仅有短坡，指坡度小于预定义第二坡度阈(例如，小于3.0°)值并且坡度路段的长度小于预定义的第二长度阈值(例如，小于10公里、或甚至小于2公里)的路段，VCU 201可指挥内燃机101切换到怠速点工作(转速低于800转/分)并暂停喷油，此时发电机110输出电功率为零，仅通过电池包130a和130b的放电来给驱动电机140供电，提供车辆匀速行驶所需的动力。这尤其适于前方路段具有“短坡”(也可以称为“小坡”)的情景。因为坡度长度较短(例如小于2公里)，所以在电池包130a和130b将其存储的电能释放完之前，车辆就已经爬上坡顶，在随后的下坡阶段，很快又能通过驱动电机140百千瓦级再生制动功率给电池包130a和130b再次充电，回收千瓦时级 能量。通过这种方式，使得几十千瓦时级的功率型电池包中的电能，被充分利用并多次充放，增加电能吞吐周转率，特别是增加准零成本的再生荷电的电能吞吐周转率，比使用数百千瓦时的大容量电池包(体积/重量大，价格高)来预先存储大量电能的方案性价比更高。
由于内燃机101的飞轮还需要保持旋转给车辆的各种辅助机电系统，例如刹车系统的空压机、空调系统的压缩机、水泵、油泵等提供机械动力，在车辆010行驶过程中，基于节油控制策略，即便不需要内燃机101输出机械功率来驱动车辆的时间段，也需要由发电机110工作在驱动模式下，提供动力来拖动内燃机101无燃料怠速空转(例如800转/分)。为避免内燃机101无燃料怠速空转时，因缸内压缩空气的泵气效应，给发电机110带来的驱动负载过高，耗费电能，优选采用具备可变阀门正时(VVT)的内燃机101，通过动态调节内燃机进气阀和出气阀的开关正时和角度，来降低内燃机无功空转时的泵气损耗。现有技术的油电混动车辆，通过内燃机启停技术(Stop-Start)来节油时，内燃机在零转速停机状态和怠速(小于1200转/分的某一固定转速)之间来回切换。内燃机停机时间过长时(超过10秒)，车辆上所有依靠内燃机来提供机械动力的辅助子系统将无法正常工作。本公开的内燃机“无燃料怠速启停”技术(Fuelless Idle Stop-Start Technology-FISS)与现有混动车辆发动机启停技术明显不同，其特点在于当ACE重卡运行在串混架构下，充分利用百千瓦级的发电机110和电功率分流器(ePSD)123,以及十千瓦时级的大功率电池包130a和130b之间动态协同,将内燃机101的转速始终保持在怠速(例如800转/分)，通过ECU 102动态控制是否喷油(100％或0.0％)来调节内燃机101在无功低载和有功高载两种工况下来回切换，在不影响车辆各个辅助子系统正常工作的前提条件下，同时优化车辆的动力性和节油性。所谓“无功低载”，是指内燃机101保持怠速转动，缸内不喷油，无机械功率输出，对在驱动模式下的发电机110来说为低负载；“有功高载”是指内燃机101工作在高效工况点，缸内喷油，以发电模式下的发电机110为负 载，高负载运行(50％～90％最大扭矩)。
如前面所提及的，发明人发现现有传统燃油重卡的“节油”策略虽然可以依赖于车载3D地图数公里级电子地平线，在丘陵或高山区的高速公路，通过预测性巡航控制，实现不足3％的节油效果；但传统重卡预测性巡航策略均无法应用到那些坡度路段长度较短且坡度较小的情形，也即“小坡”的情形(例如坡度路段长度小于2公里、纵坡小于2.0度)。这主要是因为传统燃油重卡的内燃机与其传动轴之间仍然保持机械联接，出于节油考虑，纯机械式动力总成不宜瞬间(亚秒级)大幅度变化内燃机输出功率(即转速和/或扭矩)及自动变速箱频繁换档。由此，导致了传统的预测性巡航控制只适用于纵坡角度大于2.0度、坡长数公里级的所谓“大坡”，而忽略了分布广数量大的众多“小坡”。同时传统燃油重卡没有再生制动功能，车辆下坡行驶时无法回收能量，只能通过机械刹车来避免车辆下坡时超速。这样，传统燃油重卡在干线物流场景实施预测性功率控制，将错失许多能够积少成多细微快变的节油机会，其综合油耗降幅难超3％。如上所述，传统燃油重卡只能有效地使用10公里范围内的电子地平线。小于1公里范围和大于10公里范围的电子地平线3D道路信息对传统燃油重通过预测性控制来节油没有实际意义。
在一些实施例中，当车辆前方电子地平线范围内(例如50公里或更长)公路的坡度很小(例如纵坡α在正负1.0度之间)或仅有如上所述的“小坡”而无“大长坡”或高山时，VCU 201可以根据电池包130a和130b的荷电状态(SOC)和电子地平线内3D道路信息，以来动态控制内燃机101的工况点。例如，可以在检测到电池包130a和130b的荷电状态(SOC)高于第一电荷阈值(例如，SOC高于80％)时，通过内燃机无燃料怠速启停控制,将内燃机调整到无功低载工况点(无喷油)，完全由电池包130a和130b的放电功率P bat来给驱动电机140和170供电，提供车辆行驶动力，以荷电消耗模式(Charge Depleting Mode)运行。如果检测到电池包130a和130b的荷电状态(SOC)低于第二电荷阈值(例如，SOC低于20％)，则将内燃机 调整到有功高载的高热效率工况点，提高发电机(MG1)110的输出功率Pg，直到其峰值P gx,并将所产生的电能的首先用来给驱动电机140和170供电，以提供车辆动力，并将剩余电功率用于给电池包130a和130b充电，以荷电维持模式(Charge Sustaining Mode)运行。以这种控制方式，确保电池包130a和130b里的荷电不会过早被耗尽，而总是存储有一定的荷电，可以提供需车辆加速或恒速上坡时所需的爆发力。
在一些实施例中，当距车辆地图仪(MU)240中电子地平线内(例如，前方10公里以上位置)出现坡度大于第一坡度阈值时(例如，大于2.0°)而且坡长大于10公里的所谓“长坡”，VCU 201可以预测性地提前指挥内燃机101和发电机110)以最大功率P gx来发电，并将所产生的电能的一部分用来驱动电机以提供车辆动力，剩余部分基本上全部用于给电池包充电，以使得在车辆到达该“长坡”路段起点处时，电池包130a和130b达到满荷电(SOC＝100％)。这样，电池包130a和130b在车辆进入长坡路段之后，能以电荷消耗(Charge Depleting)工作模式与发电机组(101，110)合力通过ePSD 123给驱动电机140和170供电，满足车辆行驶动力性和货运时效性的要求。当VCU 201预测电池包130a和130b的剩余电能足以将车辆驱动上坡顶时，VCU 201指挥内燃机101切换到无功低载工况点，尽可能在车辆开始下坡时，基本耗尽电池包130a和130b内的荷电，然后利用长下坡时的数百千瓦幅度的负坡度功率，通过再生制动给电池包130a和130b快速充电，回收数十千瓦时级的电能，从而实现节油。
返回参考图1和图2，出于行驶安全性的考虑，在一些实施例中，ACE重卡还可以包括安装在重卡前端的汽车级毫米波雷达模块(mWR)230和雷达天线231，用于实时监测重卡与其正前方同车道跟随车辆之间的绝对距离和两车的相对速度。所述长距离毫米波雷达(LRR)的前方探测距离范围：200米～500米，水平视角(FOV)范围：+/-10度。毫米波雷达230还可以包括车规级短距离大视角雷 达(SRR)，探测距离70米，视角范围+/-65度。还可采用车规级前视单目或双目摄像头加处理芯片，与前视毫米波雷达(LRR，SRR)融合，增强车辆前端测速和测距的性能和系统鲁棒性。如需要保证车辆前视速度和距离传感器系统的冗余性和鲁棒性，还可加装一个小视角(FOV+/-10度)前视16线或32线的低成本激光雷达(LiDAR)。本公开图1和图2中的mWR 230,应理解为上述三种测量速度和距离的传感器的任意组合。
在一些实施例中，重卡还可以包括车载无线通信网关(T-Box)210和外接天线211，通过例如WiFi,三代/四代/五代(3G/4G/5G)蜂窝移动通信网002(参见图4)，让重卡与云计算平台001联网。
这样，VCU 201可以从包括卫星接收机220、毫米波雷达230在内的众多车载传感器接受信号，实时操控包括内燃机101及其控制模块(ECU)102、发电机110、电功率分流器ePSD 123(内含逆变器121、122a和122b，大功率软开关133，斩波器132a和132b)、电池包130a和130b、驱动电机140和170、自动变速箱150及变速箱控制器(TCU)151、地图仪240在内的众多模块或子系统的任意组合，通过“交响乐队式”的多模块实时动态协同，实现ACE重卡高速公路同车道内行驶预测性自适应巡航功能(PAC)，解放司机的双脚，同时优化车辆的动力性和节油性，并且降低车辆尾气排放。
VCU 201可以有效地利用50公里范围，甚至500公里范围的电子地平线三维道路信息，通过累计顺序100米路段颗粒度的ACE重卡实时预测性自适应功率控制，在保证车辆动力性的前提下，实现车辆全旅程综合油耗最小化。
此外，ACE重卡在封闭的高速公路行驶时，还可由司机人工开启或关闭附加的预测性自适应巡航(PAC:Predicative-Adaptive-Cruise)功能，也可称为L1.5级自动驾驶功能。该功能(PAC)为车辆同车道纵向行驶自动控制，解放了司机的双脚，减轻其驾驶劳动强度，实现ACE重卡高速公路同车道内自动化加速、减速、巡航、滑行。从驾驶安全角度考量，PAC功能只有在不拥堵 的封闭式高速公路工况(平均车速不低于45公路/小时)下才可以启用。
在一些实施例中，上述预测性自适应巡航(PAC)可包括下列三种模式：1)普通模式N(Normal Mode)、2)节油模式Eco(Eco Mode)、和3)高性能模式P(Power Mode，又称运动模式)。
举例来说，一辆乘用车总重仅两吨，最大驱动功率可超过100KW,而一辆满载重卡总质量(或重量)高达40吨，最大驱动功率也只有350KW，重卡的单位重量的驱动功率(千瓦/吨)远小于乘用车，两种车辆的动态行驶特性差异巨大。重卡在空旷的高速公路行驶时，很难保持恒速上下1.0度以上的纵坡，也很难保持恒定距离地跟随正前方的乘用车。ACE重卡巡航控制时，需要以司机选定的车辆额定巡航速度Vc为中间值，来合理设定巡航速度带的上限和下限，从而确定重卡的巡航速度带，并将车辆控制在巡航速度带内。上述三种PAC模式侧重点不同，普通模式(N)兼顾节油和货运时效(即车辆动力性)；节油模式(Eco)侧重节油而放松货运时效要求；高性能模式(P)强调货运时效而放松节油要求。优选地，可选择下列巡航速度带的上下限值。
普通模式(N)下，巡航车速(1.0-0.08)Vc<V<(1.0+0.08)Vc且不可高于该路段的法定最高车速；节油模式(Eco)下，巡航车速(1.0-0.12)Vc<V<(1.0+0.08)Vc且不可高于法定最高车速；高性能模式(P)下，巡航车速(1.0-0.05)Vc<V<(1.0+0.05)Vc且不可高于法定最高车速。
VCU 201根据包括车辆总质量，车速等车辆的配置和状态信息，结合车辆当下的3D道路信息(经度、纬度、纵坡)和地图仪240存储的车辆电子地平线范围道路的纵坡分布函数和弯道曲率等三维信息，动态调整自适应巡航的安全跟车距离L s。道路纵坡数据(正负/大小)对ACE重卡的动力性和刹车有效性影响巨大。虽然乘用车因为其单位质量的驱动功率和刹车功率大，没有必要根据道路纵坡分布函数来动态地调节其安全跟车距离L s，但动态调整L s对ACE重卡在 上述PAC模式下行驶安全性十分重要。安全跟车距离L s可再细分为三个特定距离：L1为预警距离，L2为警告距离，L3为危险距离，其中L1>L2>L3。VCU 201可根据车辆参数和行驶工况(例如车辆总质量，车速等)、实时天气情况(风、雨、雪、冰、温度等)、和车辆前方500米范围内的3D道路数据(经度、纬度、纵坡等)，动态计算上述三个跟车距离(L1、L2、L3)。
当ACE重卡与正前方车辆间距L s逐渐小于L1、L2、和L3而且相对速度v>0时(表示不断缩短两辆车之间的跟车距离)，VCU 201通过车内声觉、视觉、触觉等多种物理信号逐级提升其示警力度，提醒司机。同时VCU 201控制发电机组(101加110)和驱动电机140和170，先逐步减少各个动力源的输出功率，当驱动电机140和170的输出功率降至零点后，还可以逐步增加其再生制动功率，给车辆减速，并通过给电池包130a和130b充电，来回收能量。但驱动电机500KW的最大再生制动功率，对高速行驶的满载重卡，也只够满足减速度约0.1g(g为重力加速度)的辅助制动减速要求。遇紧急情况，必须依靠司机踩刹车板，启动重卡的机械制动系统，才能实现减速度大于0.2g的紧急制动。司机刹车反应时间加上重卡机械制动(气动刹车)系统响应时间总和约1.0秒。而VCU 201上述由百千瓦级驱动模式转换为百千瓦级再生制动模式的系统响应时间在25.0毫秒内完成，比传统重卡司机+机械制动系统的反应速度快几十倍，而且电力再生制动系统与机械刹车系统完全相互独立。ACE重卡的驱动电机再生制动功能，即改善了车辆的综合刹车性能，又提供了安全冗余性。ACE重卡预测性自适应巡航(PAC)除节油减排外，还可以提升车辆行驶的安全性，减少车辆追尾事故。当ACE重卡的运行在并联架构下时(离合器111和112闭合锁定)，发电机110，驱动电机140和170都可以共同参与车辆驱动或再生制动，此时车辆的动力性和刹车有效性都优于串联架构(离合器111断开)。
预测性自适应巡航(PAC)工作分为两类。第一类是当同车道前方200米距离内无车辆时，车辆根据节油控制算法，将ACE重卡控 制在指定的车速带内行驶。第二类是当同车道正前方200米内有前行车辆时，优先需将ACE重卡控制在安全跟车距离L s以外，然后再考虑节油控制算法。
干线物流重卡不时会遇到因上下班交通高峰、修路、或交通事故等因素造成的拥堵道路(平均车速低于35公里/小时；主动加减速频繁)，此时司机驾驶劳动强度和重卡油耗都猛增。拥堵的高速路是公路物流行业的“痛点“之一，中国比美国高速路平均拥堵程度更高。ACE重卡此时可开启“智能跟车”功能，该功能只能在封闭道路低速行驶时(平均车速低于30公里/小时)才能使用，不适合在开放的城市或郊区道路上使用。利用前视雷达(SRR)加摄像头，在封闭的拥堵公路段，与同车道正前方领航车保持设定的安全跟车距离L0，由VCU 201指挥ACE重卡断开离合器111，在串联混动架构下运行，实现频繁主动加速或刹车。驱动电机140和170从零转速起到额定转速范围内都能够保持其最大扭矩输出，ACE重卡的启动加速性和刹车减速性都明显高于传统内燃机重卡，甚至可能和传统内燃机普通轻卡的加减速性能相媲美。此时重卡低速频繁刹车，十分有利于百千瓦级再生制动回收能量。ACE重卡在“智能跟车“模式下，比传统内燃机重卡更加节油(节油率可大于30％)，同时还可大幅减轻司机的驾驶劳动强度。
载货重卡高速公路长下坡行驶时，机械刹车系统因长时间制动摩擦生热而性能下降甚至完全失效的风险不可忽略。2018年3月，中国兰海高速公路兰州南收费站，因一辆重卡经17公里长下坡路段行驶时，刹车系统过热失灵，撞向多辆排队缴费的乘用车，造成17人死亡，34人受伤的特大交通事故。欧洲法规要求干线物流重卡必须加装重卡缓速器，美国和中国的重卡虽无法规强制要求，但越来越多的用户选装重卡缓速器。现有量产的缓速器，例如电涡流缓速器、液力缓速器、和内燃机缸内制动缓速器都各有优缺点。电涡流缓速器和液力缓速器都只有一项缓速功能，不参与车辆驱动，还增加车辆的重量和万元以上成本，且车辆低速时其缓速效果下降。内 燃机缸内制动缓速器虽能一机多用，但缓速制动噪声巨大，制动功率低于内燃机的峰值功率，且车辆低速时其缓速效果下降。本公开的ACE重卡动力总成，除节油减排的有益效果外，还能实现ACE重卡长下坡缓速器功能，不需增加任何硬件，可完全代替电涡流缓速器和液力缓速器，比上述已商用的几种重卡缓速器性产品的价比都高。还可以融合内燃机“无功低载”和“缸内制动”两类不同要求，通过可变阀门正时(VVT)装置，在不明显增加系统硬件成本的前提下，一机多用，增加重卡缓速器这一有益效果。
ACE重卡遇到长下坡道路时，VCU 201指挥离合器111闭合锁定，车辆工作在并联混动架构下，内燃机101无功低载或无功高载运转(不喷油；低泵气效应空转；高泵气响应缸内制动)，发电机110和驱动电机140和170通过再生制动发电来回收车辆和内燃机运行的机械能量，经过ePSD 123给电池包130a和130b充电。当电池包130a和130b充满时(SoC为100％)，斩波器132a和132b断开电池包130a和130b，软开关133从断开状态切换至导通状态，联接刹车电阻131，，做为有效电力负载，将多余的电能转换成热能消耗掉。如果此时内燃机101能带缸内制动功能，还可以通过逆变器121来驱动发电机110，以内燃机101为其有效机械负载，消耗再生电能，提供另一冗余缓速器。再生制动除能近零成本回收能量节油减排外，还可以大幅延长机械刹车片的寿命，降低ACE重卡全生命周期内刹车系统运维总成本。
本公开的ACE重卡混联动力总成系统为全数字化软件定义的动力总成系统，包含L1～L2级自动驾驶功能。ACE重卡批量商用将对全球干线物流重卡行业产生深远影响，类同全球移动通信行业从功能手机到智能手机的产业升级换代。ACE重卡很容易通过增加多种环境感知传感器、线控自动转向装置、自动驾驶AI芯片等硬件和软件升级换代，将L1.5级ACE重卡升级成L3或L4级自动驾驶重卡。行业专家一致认同，L5级无人驾驶重卡很难在2030年前在全球主要市场进入批量商用。L1到L4级的自动驾驶重卡都必须遵从道路车 辆功能安全标准ISO26262，达到指定的安全等级(ASIL安全等级)。ACE重卡具备基于包括驱动电机140和170、电池包130a和130b、和ePSD 123的系统集成，来实现纯电驱动行驶、再生制动回收能量、自动紧急刹车辅助功能(AEBA)、和长下坡缓速器功能，在车辆的传统内燃机和机械刹车系统之外，增加了一套完全独立冗余的电力主动安全系统，同时还增加了冗余的车辆电力驱动系统(内燃机加多电机)。本公开的ACE重卡对比基于现有技术的传统内燃机重卡，能够以高性价比来同时改善汽车的三大终极目标：安全、节能、和环保。
预计从2019年开始，在欧美较为空旷的全封闭高速公路区域能够实行重卡“阵列”(Truck Platooning)初步规模化商用。所谓重卡阵列，就是通过一整套高级驾驶辅助技术(ADAS)加上车与车和车与云端之间的实时可靠的无线移动通讯(V2V，V2X),将两辆高速行驶重卡之间的安全跟车距离从法规要求的45米以上大幅减小到15米以内，这样有助于明显降低前后两辆重卡的风阻功率，领航重卡可节油4％，而跟随重卡可节油10％。从安全角度考虑，跟随重卡的紧急制动性能一定要优于领航重卡，以避免追尾事故。ACE重卡的高速同车道紧急制动性能明显优于同总质量的传统燃油重卡，所以ACE重卡总适合在重卡整列中做跟随重卡，有可能进一步节油。从节油角度考虑，重卡阵列的跟车间距并非越小越好。当跟车距离小于7米时，跟随重卡正面水箱的有效风速降低，散热效果下降，要求开启功耗几十千瓦的重卡水箱风扇，才能满足重卡柴油机所需动态散热功率要求，可能导致跟随重卡的综合油耗不减反升。ACE重卡的内燃机排量比传统重卡的内燃机排量减少近25％，这意味其水箱的截面积和散热功率都减少25％左右，同时ACE重卡比传统重卡紧急制动反应速度快，制动距离短，ACE重卡作为跟随车辆，在无大上下坡的高速公路段(纵坡+/-2.0度)，可以将ACE重卡的重卡陈列安全跟车距离缩短到6米，通过减少风阻功率，可能实现额外节油率超过10％。
在北美或欧洲市场，干线物流重卡司机受制于强制性交通法规，每日上岗14小时，连续驾驶11小时后，必须驻车休息10小时。在中国，重卡司机(单司机或双司机)也需要在途中停车休息数小时。驻车时，重卡就是司机的旅馆，驻车时需要电力和空调，夏天制冷，冬天加热。出于节能减排考虑，欧洲已有严格的反重卡怠速法规(Anti Idling)，而中国和美国目前还没有反重卡怠速法规。为满足欧盟反重卡怠速法规和/或改善重卡司机长途货运生活质量，每辆欧洲重卡上都装有价值上万元人民币的基于电池包或袖珍柴油机的辅助电源系统(APU)，部分美国和中国的重卡也逐渐装备上述系统。本发明的ACE重卡，可在长时间驻车休息前，将电池包130a和130b充满电(SoC 100％)。电功率分流器(ePSD)123完全可以取代上述APU，在不增加硬件成本的前提下，支持重卡司机十小时驻车停内燃机休息时所需的全部旅店负载(Hotel Load)电力需求,例如加热、制冷、电视、冰箱、微波炉、电磁炉等。即节能减排，又明显改善重卡司机长途货运时的生活质量。
需要强调的是，ACE重卡通过本发明所述高速公路同车道内预测性自适应巡航(PAC)，达到综合油耗(L/100公里)对比传统燃油重卡减低30％的有益效果，主要依靠油电混合的动力总成技术，再加上专有结构化大数据配人工智能节油算法和电子地平线3D地图。人类司机手动操控ACE重卡，即可基本达到节油率25％+(对比传统柴油重卡)；由“节油机器人”AI大脑指挥，实现高速公路同车道行车L1.5或L2级自动驾驶(预测性自适应巡航PAC)，则可以确保每辆ACE重卡的综合油耗(L/100公里)与该车司机的个人能力和工作态度完全无关，都一致性地小于最优人类司机的水平。与L4/L5级自动驾驶车辆不同，本发明的ACE重卡采用已成熟并批量商业化的核心零部件和系统集成技术，节油效果明显，性价比高，不依靠补贴，也能够在三年内落地产业化，实现规模化商用。其它已商业化的各种干线物流重卡节油技术，例如低滚动摩擦轮胎、轻量化、降风阻空气动力学(牵引车头加挂车)等，都可以直接叠加 应用到ACE重卡上。预计2021年前后开始批量商用化的ACE重卡要比2017年版的传统柴油重卡基准线的综合油耗(L/100公里)降低幅度将超过25％。
与现有技术不同，本公开图1至图4所示实施例的ACE重卡，将预测性自适应巡航(PAC)、车道偏离预警(LDW)、前方碰撞预警(FCW)、自动紧急刹车辅助(AEBA)等多项高级驾驶辅助(ADAS)功能和长下坡重卡缓速功能有效融合，除改善车辆行驶安全和降低人类司机长途驾驶的劳动强度两大益处外，还增加了通过云端和车载“节油机器人”AI大脑动态联动，如同AlphaGo Zero(阿尔法元)下围棋，自主学习进化，指挥ACE重卡实现车辆综合油耗完胜人类司机的有益效果。
此外，对电池包容量仅几十度电的ACE重卡，其纯电驱动载货高速行驶800公里总耗电超过1000度(千瓦时)，采用插电混合技术虽技术可行，但商业意义不大。如前面所讨论的，ACE重卡在载货高速公路行驶时，通过巧妙地利用频繁出现的由道路沿途纵坡0.1度精度细微变化所产生的几十千瓦到数百千瓦的下坡坡度功率，通过驱动电机140和170再生制动给电池包130a和130b充电，从沿途每个几十米到几公里长度的下坡，均可能收获千瓦时级的“零成本电能”(再生制动电荷)，细水长流，积少成多。另外，ACE重卡从电池到驱动轮的综合能量转换效率比从油箱到驱动轮的综合能量转换效率高出两倍以上。换句话讲，ACE重卡电池包内的电能对比油箱内的化学能，在驱动车辆做有用功时以一抵三。ACE重卡高速路工况下节油的秘密，就在于最大限度地利用电池包130a和130b内累积的近零成本的“再生制动荷电”，提供部分车辆的驱动功率，通过随充随放的快速周转方式，提高电池包130a和130b全旅程充放电吞吐总电能，达到节油效果。
VCU 201实时地根据车辆全旅程道路3D电子地图，审时度势，保证当车辆遇到长度超过十公里以上且纵坡大于2.0％且坡长大于10公里的长上坡之前，有足够时间指挥离合器111和112接合并锁定， 切换到并混架构下，内燃机101和发电机(MG1)110提前将电池包130a和130b充满，并在车辆到达长上坡前，安全地将车辆速度提升到法定车速上限，最大限度地延缓和减少ACE重卡010爬坡途中，电池包电能耗尽后，因内燃机的峰值功率不足以单独支持车辆高速恒速上坡，只好换低挡减速上坡，影响车辆动力性和运输时效性。根据车载3D地图，特别是全程道路纵坡高精度分布信息，VCU 201可以在十千瓦精度下实时动态地预测车辆全程坡度功率和车辆路载功率的时间函数，以便动态预测性调整电池包130a和130b的荷电状态(SoC),根据司机选定的各种不同的预测性自适应巡航(PAC)模式下，在保证行车安全性和真实排放(RDE)始终合规的前提条件下，寻求ACE重卡节油性和动力性二者之间的最佳动态平衡，实时地满足车辆动力学方程(1-1)。需要强调的是，某一辆ACE重卡的日行驶综合油耗最优值和该车辆的配置和负载、特定旅程(或路线)沿途道路的纵坡时空函数、当日沿途气象条件、和沿途的交通状况等息息相关，而与类同配置和负载的重卡在全省甚至全国范围内宏观大数平均油耗值没有直接联系。每分钟每个路段实现平均油耗最低，日积月累，就能保证该ACE重卡每日、每月、每年、和全生命周期内累计综合油耗最优。所有不同配置和不同负载的ACE重卡，日积月累形成的在特定货运路线运行的专有结构化大数据，对该旅程运营的每一辆ACE重卡，都有普遍指导意义。
下面来描述如何利用由上述的众多ACE重卡在行驶期间所记录下来的专有结构化大数据，脱敏加密后经车载无线网关210通过移动互联网002准实时地(分钟或小时级时延)上传至云计算平台001来存储，供后续分析处理。云平台001通过优选机器学习特定开源或专有算法，调集足够公有云或私有云的计算力，利用日益累计的ACE重卡运行专有结构化大数据，训练云端“重卡节油机械人”的AI大脑，集中集体智慧，寻求针对特定旅程的节油最佳控制策略，向每辆ACE重卡下传并提供针对该特定旅程的油耗标杆值和默认节油控制策略，使每辆ACE重卡都能从中受益。每辆ACE重卡利用其 VCU 201，指挥所有车载计算单元，进行车端“边缘计算”(Edge Computing)，根据ACE重卡此时此地的环境、路况和车辆运行数据，实时动态地修改节油控制策略，实现该车辆该旅程的综合油耗最小化。
在一些实施例中，在ACE重卡010行驶过程中，来自上述发电机组(101、102、110、121)、ePSD 123、离合器111、驱动电机140和170、自动变速箱150、以及电池包130a和130b等各个主要动力总成子系统的运行数据可以被ACE重卡010车载的多传感器“物联网”实时测量采集(测量频率5赫兹以上)，以行业常用的结构化大数据的格式存储在例如车载VCU 201的存储器和其它车载存储器中。当然，也可以将测量数据分散式地存储在各个子系统所对应的微处理器的存储器中。所谓的“结构化大数据”是指以某种“映射关系”而被“相关联地”记录的关于ACE重卡运行过程中各个子系统的多维时间序列数据。
举例说明，可以利用车载卫星导航仪(GNSS)220的十纳秒级超高精度授时，来动态校准包括VCU 201时钟在内的各车载子系统微处理器的时钟,用有序唯一的时间序列，来标注并同步ACE重卡各个子系统运行的结构化大数据。如图1～4所示，车辆010上包括VCU 201、内燃机101、内燃机控制模块102、发电机110、电域功率分流器(ePSD)123(内含逆变器121，122a和122b；软开关133；斩波器132a和132b)、离合器111、驱动电机140和170、电池包130a和130b、变速箱150、变速箱控制器151、毫米波雷达230、移动通信网关210、地图仪240、卫星导航接收机220等重要的子系统都有专用的微处理器、存储器和传感器。这些子系统都能以在1.0赫兹<f m<50.0赫兹的测量频率(f m)范围内，在本地车端实时地测量、计算并记录各子系统以时间为标注的主要运行参数。例如：内燃机控制模块102可以20赫兹的测量频率测算并记录车速、内燃机101的转速、扭矩、比油耗(BSFC)等运行数据；发电机控制器(逆变器)121可以20赫兹的测量频率记录发电机110的输入轴的机械转速和扭 矩、内部温度和发电机控制器121的输出直流电压、电流和内部温度等数据；ePSD 123可以20赫兹的测量频率记录其直流母线汇流点X处一个的直流电压函数加上各个直流电流函数等数据；电池包130a和130b所带电池管理模块(BMS)能以10.0赫兹的测量频率记录其输出直流电压、电流,和其内部电芯和电池模组级别的电流、电压、温度、荷电状态等数据；逆变器122a和122b可以20赫兹测量频率记录驱动电机140、170的输出轴的机械转速和扭矩、内部温度等数据；变速箱控制器151能以2.0赫兹以上的测量频率记录变速箱挡位、输入端转速、输出端转速等数据；卫星导航仪220能以最高10赫兹的测量频率记录车辆的时速、经纬度、纵坡、授时等数据；毫米波雷达230能以10赫兹的测量频率记录本车辆与正前方车辆之间的距离和相对速度等数据。各个子系统的传感器测量参数可能相互有重叠，数据重叠冗余有助提高全系统的容错性和纠错性。
接下来，如图1～4所示，VCU 201以时间序列标注作为所有子系统测量数据的基准，来汇总和拼装ACE重卡010运行过程中产生的与ACE重卡整车节油相关的专有结构化大数据，简称“节油数据包”。然后，该“节油数据包”将经由移动互联网002或有线互联网被“实时地”(亚秒级时延)或“及时地”(小时级时延)上传到云端计算平台001集中式或分布式地存储，供后续数据分析处理。
例如，可以通过无线通信网关210(如图1～2所示)和蜂窝移动通信网002(如图4所示)，将该节油数据包“准实时地”上传到例如云端计算平台001的服务器端存储，供后续数据加工处理。所谓“准实时”，是指节油数据包上传的时延在数小时以内。可选地，该数据包在上传之前可以被脱敏并加密，以确保数据的安全性，保护客户的隐私权和商业秘密。该云平台001将汇集所有使用本发明的众多ACE重卡运行的节油数据包。利用这些日益累积增加的群体ACE重卡运行结构化大数据，通过机器学习的特定算法，调配相应的算力，来训练“节油机器人”的人工智能(AI)大脑，简称“节油AI大脑”，寻求ACE重卡的最佳节油控制策略和效果。云端节油AI大脑和车 载节油AI大脑实时联动，能根据不断变化的ACE重卡行驶状况，可进行上千万次/秒的运算，寻找每一秒钟、每一分钟时间段(对应行车距离二十米到一千米)的动态最佳节油控制策略，指挥ePSD 123在十毫秒级系统响应时间内以百千瓦级的幅度动态地调节电池包(130a和130b)的充放电功率，削峰填谷，保持发内燃机101长期稳定地工作在其高效点，并实时地满足车辆动力学方程(1-1)。通过每一时段内取得微观最佳节油，不断累积，线性叠加，最终达到ACE重卡010全旅程宏观最佳节油效果。车载节油AI大脑(VCU 201)指挥ACE重卡010在高速路同车道行驶时，通过预测性自适应巡航(PAC)来达到最佳节油效果这一问题与谷歌公司的AlphaGo下围棋相比较，在数学上为等价问题。如同AlphaGo下围棋完胜人类，本公开的ACE重卡“节油机器人”能在重卡节油方面超越人类司机。同时还要强调，本发明的“节油机器人”不会完全取代人类司机，而是甘当干线物流重卡司机的好助手。
干线物流重卡的旅程起点和终点都是预先知道的,不会随机变化。每次运货出发前，ACE重卡010的VCU 201能通过无线移动网关210自动地向云平台001的AI“节油大脑”要求下载针对该旅程的最优节油控制默认方案及当前最佳油耗值(升/百公里)，作为车辆VCU 201所包含的车载AI“节油大脑”进行本地实时运算(边缘计算)和动态调整的参考。这样，每辆ACE重卡，都能够将全行业ACE重卡在同路段运行的集体智慧为我享用，达到干线物流行业最佳节油效果。当司机将ACE重卡开上封闭式高速公路后，即可选定模式(普通模式/节油模式/高性能模式)，启用预测性自适应巡航功能，由VCU 201的节油AI大脑来替代司机的部分驾驶职能，实现该重卡同车道内驾驶(加速/巡航/滑行/减速)自动化(L1.5级)，解放司机的双脚，降低司机长途驾驶的劳动强度，实现节油最佳效果。司机仍然负责该车辆的转向和紧急制动，时刻保持对该重卡行驶的全方位监控。本发明的另一个有益效果是通节油AI大脑的控制，消除由于司机人为因素而导致车辆实际综合油耗离散性高达25％这一 众所周知的干线物流行业痛点，保证每一辆ACE重卡在同路段运行时，都能高一致性地达到最佳节油效果，该亮点对运输公司降本增效而言，非常重要。
总之，本发明中带预测性自适应巡航功能的ACE重卡010与当今市场上具备类似功能的任何油电混动车辆及传统柴油重卡的本质区别在于前者高度聚焦干线物流重卡节油，能有效地解决全球汽车行业公认的高速公路工况下油电混动重卡与传统燃油重卡相比节油效果不明显(节油率永远小于10％)这一世界性难题，可以达到实际干线物流综合油耗降低30％以上、同时还能明显改善车辆行驶主动安全性、并保证ACE重卡在中国/美国/欧盟三大重卡市场实际行驶环境下(RDE)，长寿命地(70万公里排放达标质保期)满足污染物排放和碳排放法规的有益效果。
本公开的重卡节油机器人不会替代人类司机，始终是人类司机的忠实可靠助手。其设计适用范围(ODD–Operational Design Domain)为封闭高速公路。在高速公路工况下(平均时速高于50公里/小时；很少主动加速或刹车)，重卡节油机器人通过主导车辆“预测性自适应巡航”行驶，实现ACE重卡高速公路同车道自主化(Autonomous)加油加速、刹车减速、恒速巡航(L1.5级车辆纵向自动控制)，达到节能减排、减轻重卡司机长途驾驶劳动强度、和改善车辆主动安全性能等多重有益效果。
本发明不直接涉及车辆行驶横向自动控制，ACE重卡的车辆转向控制(即横向控制)始终完全由人类司机主导。本公开的干线物流ACE重卡,很容易通过增加各种驾驶环境感知传感器和自动驾驶AI控制器(Autonomous Drive AI Controller)升级为L3级部分自动驾驶(PA)或L4级高度自动驾驶(HA)车辆。全球多数行业专家都认为干线物流重卡是各种公路车辆种类中，最可能在十年内率先实现L3/L4级自动驾驶落地批量商用的应用场景。本公开的ACE重卡在干线物流应用场景下升级L3/L4自动驾驶，实现批量商用要比传统内燃机重卡升级综合成本低，实现时间(Lead Time)短。
尽管本公开采用特定于结构特征和/或方法逻辑动作的语言描述了本主题，但是应当理解所附权利要求书中所限定的主题未必局限于上面描述的特定特征或动作。相反，上面所描述的特定特征和动作仅仅是实现权利要求书的示例形式。

Claims (12)

  1. 一种混合动力车辆，包括：
    发电机组，用于将车载燃料的化学能转化为电能；
    电功率分流器(ePSD)，其被配置为具有三个端口的电力电子网络，每个端口对外至少有一路单向或双向电联接，其中所述ePSD的第一端口与所述发电机组的输出端双向电联接；
    至少一个动力电池包，与所述ePSD的第三端口双向电联接；
    变速箱，其输出轴与所述车辆的驱动桥双向机械联接；
    至少一个驱动电机，与所述ePSD的第二端口双向电联接，并且所述至少一个驱动电机中的主驱动电机的输出轴与所述自动变速箱的输入轴双向机械联接，其中所述驱动电机可被操作为：
    将电能转化为机械能，以通过所述自动变速箱来驱动所述车辆，或
    将所述车辆的机械能转化为电能，以再生制动回收能量，并且通过所述ePSD来对所述动力电池包进行充电，
    第一可控离合器，设置在所述发电机组与所述驱动电机之间，所述第一可控离合器能够被操作为耦合或断开至所述驱动电机的机械联接。
  2. 根据权利要求1所述的混合动力车辆，其中所述驱动电机被设置在所述第一可控离合器与所述变速箱之间。
  3. 根据权利要求1所述的混合动力车辆，其中所述变速箱被设置在所述第一可控离合器与所述驱动电机之间。
  4. 根据权利要求3所述的混合动力车辆，其中所述发电机组由内燃机和电机构成，并且
    所述混合动力车辆还包括第二可控离合器，设置在所述内燃机和所述电机之间，并被配置为可控地耦合或解耦所述内燃机的飞轮端与所述发电机的机械轴之间的机械联接。
  5. 根据权利要求4所述的混合动力车辆，其中：
    当所述第一可控离合器和所述第二可控离合器同时闭合时，所述内燃机、所述电机、和所述变速箱机械上并联连接，以使得所述电机既能够操作为发电机，也能够操作为驱动电机；
    当所述第二可控离合器断开而所述第二可控离合器闭合时，所述电机被操作为驱动电机；以及
    当所述第二可控离合器闭合而所述第二可控离合器断开时，所述电机被操作为发电机，而不直接参与至所述驱动电机的所述机械驱动。
  6. 根据权利要求1所述的混合动力车辆，还包括：
    地图仪，其预先存储有三维电子导航地图，所述三维电子导航地图包含有所述车辆行驶路径公路的经度、纬度和道路纵坡三维信息；和/或
    卫星导航仪，能实时地测算所述车辆行驶过程中所处位置处的经度、纬度、和道路纵坡。
  7. 根据权利要求6所述的混合动力车辆，还包括：
    车辆控制器(VCU)，其被配置为基于所述地图仪所含所述车辆行驶路径的三维公路信息、所述电池包的荷电状态、所述车辆的系统和运行参数，来对所述第一可控离合器(111)、所述第二可控离合器(112)、所述发电机组，所述ePSD、所述变速箱、所述动力电池包和所述驱动电机中的至少一者进行动态实时控制。
  8. 根据权利要求7所述的混合动力车辆，其中所述动力电池包被配置为功率型电池组，所述ePSD的第三端口还与一个带散热器的大功率制动电阻通过一电控开关单向电联接；
    其中所述VCU还被配置为：
    在所述车辆下长坡，需要通过长时间再生制动来实现缓速器功能的情况下：
    当所述电池组的荷电状态(SoC)小于第一阈值时，将所述电控开关切换到第一位置，其中在所述第一位置处，建立至所述电池组的电连接，以用于将所述车辆通过再生制动所产生的电能提供给所 述电池包，以对所述电池包充电。
  9. 根据权利要求8所述的混合动力车辆，其中所述VCU还被配置为：
    当所述电池组荷电状态(SoC)大于或等于所述第一阈值时，将所述电控开关切换到第二位置，其中在所述第二位置处，切断至所述电池组的所述电连接，并接通至所述制动电阻的电连接，以使所述制动电阻作为再生制动的负载，稳定可靠地实现缓速器功能。
  10. 一种在根据权利要求1-9中任一项所述的混合动力车辆上执行的方法，包括：
    以卫星导航仪的精准授时为有序性唯一标注，实时测量并存储有关所述车辆运行状况的专用结构化大数据，所述专用结构化大数据包括所述车辆的系统参数、速度函数和三维位置函数，其中所述三维位置函数是基于经度、纬度、纵坡而得到的，其中所述专用结构化大数据还包括：所述ePSD内部直流母线汇流点处的唯一的直流电压函数、与所述汇流点相关的多个直流电流函数、以及指示所述第一可控离合器(111)和/或所述第二可控离合器(112)开闭状态的信息。
  11. 根据权利要求10所述的方法，其中所述专用结构化大数据还包括下列各项中的至少一项：
    所述发电机组、所述驱动电机、所述变速箱、和所述电池包的参数和动态工况数据。
  12. 根据权利要求10所述的方法，还包括：
    将所述专用结构化大数据实时地或间隔地上传到云计算平台存储，以供后续数据分析处理。
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