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WO2020206667A1 - 一种混合动力系统的控制方法及系统 - Google Patents

一种混合动力系统的控制方法及系统 Download PDF

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Publication number
WO2020206667A1
WO2020206667A1 PCT/CN2019/082385 CN2019082385W WO2020206667A1 WO 2020206667 A1 WO2020206667 A1 WO 2020206667A1 CN 2019082385 W CN2019082385 W CN 2019082385W WO 2020206667 A1 WO2020206667 A1 WO 2020206667A1
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WO
WIPO (PCT)
Prior art keywords
motor
speed
engine
operating parameters
torque
Prior art date
Application number
PCT/CN2019/082385
Other languages
English (en)
French (fr)
Inventor
吕凤龙
张磊
徐亚美
王飞
张正兴
张斌
Original Assignee
潍柴动力股份有限公司
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 潍柴动力股份有限公司 filed Critical 潍柴动力股份有限公司
Priority to US17/600,971 priority Critical patent/US12145568B2/en
Priority to CN201980094205.1A priority patent/CN113891814B/zh
Priority to EP19923994.8A priority patent/EP3954564A4/en
Priority to PCT/CN2019/082385 priority patent/WO2020206667A1/zh
Priority to JP2021559540A priority patent/JP7284831B2/ja
Publication of WO2020206667A1 publication Critical patent/WO2020206667A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/60—Electric Machines, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/60—Electric Machines, e.g. motors or generators
    • B60Y2400/608—Clutch motors, i.e. having rotating stators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • This application relates to the technical field of vehicle engineering, and more specifically, to a control method and system of a hybrid power system.
  • the hybrid power system is the main structure that determines key parameters such as smooth operation and energy efficiency.
  • the hybrid power system in the prior art mainly includes a series system solution, a parallel system solution, a series connection system solution, and a series connection system solution including a planetary row structure.
  • the motor needs to start running at 0 speed under conditions such as starting, but when the motor is running at 0 speed or low speed range, the efficiency and torque response of the motor are poor, which brings users a lot of trouble. Poor experience.
  • the present application provides a control method and system of a hybrid power system to avoid the occurrence of the motor running in the zero speed or low speed range, thereby avoiding the efficiency and torque response of the motor in these operating states When the problem of poor performance appears, the user experience is improved.
  • a control method of a hybrid power system which is applied to a hybrid power system composed of an engine and a motor.
  • the motor includes a motor rotor, a motor stator, and a motor controller.
  • the output shaft of the engine is connected to the central shaft of the motor rotor
  • a motor bearing is respectively connected to both ends of the central shaft of the motor rotor, and the motor rotor is supported by the motor bearing;
  • the motor controller is connected to the motor stator and is used to provide Drive current;
  • the motor stator is connected to the drive shaft of the motor vehicle through a transmission mechanism, so that when the drive shaft rotates, the motor stator is driven to rotate; the motor is used to determine the output torque according to the motor speed and to The drive shaft is transmitted;
  • the rotation speed of the motor is equal to the difference between the rotation speed of the motor rotor and the rotation speed of the motor stator, and the control method of the hybrid power system includes:
  • the operating parameters of the hybrid power system include: engine speed, motor speed, engine net output torque and motor torque; the motor speed is equal to the speed of the motor rotor and the speed of the motor stator The difference;
  • the operating parameters of the motor vehicle including: drive shaft speed, motor vehicle resistance torque, and motor vehicle acceleration torque;
  • controlling the motor controller to provide a drive signal to the motor stator so that the operating parameters of the motor meet a first preset formula
  • n Veh denotes the rotational speed of the drive shaft
  • n Eng represents the engine speed
  • n TM represents the motor speed
  • T Veh denotes the motor vehicle drag torque
  • T a represents the acceleration torque of the motor vehicle
  • T Eng Represents the net output torque of the engine
  • T TM represents the motor torque.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • the control motor speed is equal to the engine speed
  • the control motor torque is equal to the net output torque of the engine.
  • the torque of the motor stator of the motor is provided by the braking system of the motor vehicle.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • the engine redundant power is equal to the difference between the total output power of the engine and the driving power of the engine.
  • controlling the motor speed to be equal to the difference between the engine speed and the drive shaft speed includes:
  • the rotation speed of the electric motor is controlled to be equal to the difference between the rotation speed of the engine and the rotation speed of the drive shaft, the rotation speed of the electric motor and the rotation speed of the engine are adjusted so that the electric motor runs in a preset working interval.
  • the efficiency is greater than or equal to the preset value.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • a control system for a hybrid power system applied to a hybrid power system composed of an engine and a motor, the motor includes a motor rotor, a motor stator, and a motor controller, and the output shaft of the engine is connected with the central shaft of the motor rotor
  • a motor bearing is respectively connected to both ends of the central shaft of the motor rotor, and the motor rotor is supported by the motor bearing;
  • the motor controller is connected to the motor stator and is used to provide Drive current;
  • the motor stator is connected to the drive shaft of the motor vehicle through a transmission mechanism, so that when the drive shaft rotates, the motor stator is driven to rotate; the motor is used to determine the output torque according to the motor speed and to The drive shaft is transmitted;
  • the rotation speed of the motor is equal to the difference between the rotation speed of the motor rotor and the rotation speed of the motor stator, and the control system of the hybrid power system includes:
  • the first parameter acquisition module is used to acquire the operating parameters of the hybrid power system.
  • the operating parameters of the hybrid power system include: engine speed, motor speed, engine net output torque, and motor torque; the motor speed is equal to that of the motor rotor The difference between the rotation speed and the rotation speed of the motor stator;
  • the second parameter acquisition module is used to acquire the operating parameters of the motor vehicle.
  • the operating parameters of the motor vehicle include: drive shaft speed, motor vehicle resistance torque, and motor vehicle acceleration torque;
  • the motor control module is used to control the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first Preset formula
  • n Veh denotes the rotational speed of the drive shaft
  • n Eng represents the engine speed
  • n TM represents the motor speed
  • T Veh denotes the motor vehicle drag torque
  • T a represents the acceleration torque of the motor vehicle
  • T Eng Represents the net output torque of the engine
  • T TM represents the motor torque.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the control motor speed is equal to the engine speed
  • the control motor torque is equal to the net output torque of the engine.
  • the torque of the motor stator of the motor is provided by the braking system of the motor vehicle.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the engine redundant power is equal to the difference between the total output power of the engine and the driving power of the engine.
  • the motor control module controlling the motor speed to be equal to the difference between the engine speed and the drive shaft speed is specifically used for:
  • the rotation speed of the electric motor is controlled to be equal to the difference between the rotation speed of the engine and the rotation speed of the drive shaft, the rotation speed of the electric motor and the rotation speed of the engine are adjusted so that the electric motor runs in a preset working interval.
  • the efficiency is greater than or equal to the preset value.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the embodiments of the present application provide a hybrid power system control method and system, wherein the hybrid power system control method is applied to a hybrid power system composed of an engine and a motor, and the motor
  • the stator of the motor is connected to the drive shaft of the motor vehicle through the transmission mechanism to meet the operating requirements of the hybrid power system under various working conditions, greatly reducing the number of components of the hybrid power system, and reducing the structural complexity of the hybrid power system.
  • control method of the hybrid power system controls the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the motor operates
  • the parameters meet the first preset formula, thereby avoiding the possibility of the motor running in the zero speed or low speed range under various operating conditions, and avoiding the poor performance of the motor in these operating conditions such as efficiency and torque response. Improve the user experience.
  • Figure 1 is a schematic diagram of the limitation of motor speed and torque direction
  • FIGS. 2 to 5 are schematic diagrams of the structure of a hybrid power system in the prior art
  • FIG. 6 is a schematic flowchart of a method for controlling a hybrid power system according to an embodiment of the application
  • FIG. 7 is a schematic structural diagram of a hybrid power system provided by an embodiment of the application.
  • FIG. 8 is a schematic cross-sectional structure view along line AA in FIG. 7;
  • FIG. 9 is a schematic diagram of motor efficiency provided by an embodiment of the application.
  • the motor needs to start running from 0 speed under conditions such as starting, but when the motor runs at 0 speed or low speed range, the efficiency and torque response of the motor, etc. Poor performance brings a poor experience to users.
  • the value in the first quadrant indicates that the motor speed is positive and the motor torque is positive; the value in the second quadrant indicates that the motor speed is negative; the motor torque is positive; the third quadrant The value in indicates that the motor speed and torque are both negative; the value in the fourth quadrant indicates that the motor speed is positive and the motor torque is negative.
  • the motor speed takes the forward direction of the vehicle as a positive value; a positive motor torque indicates that the torque direction is the same as the forward direction of the vehicle; a negative motor torque indicates that the torque direction is opposite to the forward direction of the vehicle.
  • Fig. 2 is a series system scheme of a hybrid power system in the prior art.
  • the scheme is mainly composed of an engine 1, a generator 2, a drive motor 3, and so on.
  • Generator 2 is directly connected to the output shaft of engine 1.
  • Engine 1 is not responsible for the direct drive of motor vehicles, but only provides the power required by generator 1.
  • Generator 1 is responsible for starting engine 1 and generating two functions; driving motor 3 is responsible for driving the motor Vehicle driving (drive energy comes from on-board power battery or generator to generate electricity) and the kinetic energy recovery process of motor vehicles.
  • generator 2 drives engine 1 to start;
  • the speed of the drive motor 3 starts to increase from 0rpm, and the speed of the motor is proportional to the speed of the vehicle;
  • the hybrid power system is composed of engine 1+generator 2+drive motor 3.
  • the assembly is longer and the cost is higher.
  • the rotation speed and torque of generator 2 during operation involve the first quadrant (only in the start During the engine 1) and the fourth quadrant; the rotation speed and torque of the driving motor 3 during the operation involve the first quadrant, the third quadrant and the fourth quadrant.
  • Fig. 3 is a parallel system scheme of a hybrid power system in the prior art.
  • the scheme is mainly composed of an engine 1, a clutch 6, a motor 4, a gearbox 5, and so on.
  • the engine 1 and the motor 4 are connected/disconnected through a clutch 6, and the motor 4 is connected to the drive shaft of the vehicle through a gearbox 5.
  • Engine 1 is responsible for vehicle direct drive, joint drive and parking power generation;
  • clutch 6 is responsible for controlling the combination and separation of engine 1 and motor 4;
  • motor 4 is responsible for vehicle direct drive, joint drive, braking energy recovery and parking power generation functions ;
  • Gearbox 5 is responsible for changing gears to meet the matching of motor 4 speed, engine 1 speed and vehicle speed.
  • the gearbox When the vehicle starts and travels, the gearbox is in low gear, and the motor speed starts to increase from 0 (clutch disengaged).
  • the gearbox is changed according to the strategy and engine 1 intervenes to drive (clutch is engaged);
  • the clutch is disengaged, the motor has negative torque, and the motor speed is gradually reduced to 0;
  • the hybrid power system is composed of engine 1+clutch+motor+gearbox, with a large number of assemblies and a longer assembly.
  • the design of the operation process to the gearbox shift will easily cause shifting frustration and reduce comfort ,
  • the control logic is complex and the overall cost is high.
  • the rotation speed and torque of the electric motor during operation involve the first quadrant, the third quadrant (this quadrant is not involved when the gearbox has reverse gear) and the fourth quadrant.
  • Fig. 4 is a hybrid system scheme in the prior art, which is mainly composed of an engine 1, a generator 7, a clutch 6, a drive motor 8, and so on.
  • the generator 7 is directly connected to the engine 1.
  • the engine 1 can be responsible for functions such as direct drive of the vehicle, combined drive, and parking power generation; the generator 7 can be responsible for starting the engine 1, power generation, driving and other functions.
  • the clutch 6 is responsible for coupling/separating the generator and the drive motor, and the drive motor 8 is responsible for driving the vehicle (power source comes from the on-board power battery or generator to generate electricity) and the vehicle braking energy recovery.
  • the generator drives engine 1 to start;
  • the clutch When the vehicle starts and travels, the clutch is disengaged, and the speed of the drive motor is increased from 0.
  • the speed of the motor is proportional to the speed of the vehicle. According to the strategy, the engine 1 and the generator can be intervened to drive (clutch coupling);
  • the clutch is disengaged. It is common that the engine 1 is stopped, so the generator speed is 0, and the driving motor speed is gradually reduced to 0;
  • the hybrid power system in Figure 4 includes an engine 1+ clutch and two sets of motors. Many components lead to a longer assembly, complicated control, and higher overall cost.
  • the speed and torque of the first motor during operation involve the first Quadrant (used only in the process of starting engine 1) and the fourth quadrant; the speed and torque of the second motor during operation involve the first, third and fourth quadrants.
  • Figure 5 shows a hybrid system composed of a planetary gear seat and other structures in the prior art, including a gasoline engine, No. 1 motor, No. 2 motor, sun gear, reduction size, planetary gear, planetary gear
  • the structure is composed of the seat and the ring gear.
  • the control process of the hybrid system shown in FIG. 5 is similar to the system shown in FIG. 4.
  • an embodiment of the present application provides a control method of a hybrid power system, which is applied to a hybrid power system composed of an engine and a motor.
  • the motor controller of the motor is connected to the motor stator, and the motor stator is also connected to the motor
  • the drive shaft of the vehicle is connected, and the control method of the hybrid power system includes:
  • the operating parameters of the hybrid power system include: engine speed, motor speed, engine net output torque and motor torque; the motor speed is equal to the speed of the motor rotor and the speed of the motor stator The difference;
  • the operating parameters of the motor vehicle including: drive shaft speed, motor vehicle resistance torque, and motor vehicle acceleration torque;
  • controlling the motor controller to provide a drive signal to the motor stator so that the operating parameters of the motor meet a first preset formula
  • n Veh denotes the rotational speed of the drive shaft
  • n Eng represents the engine speed
  • n TM represents the motor speed
  • T Veh denotes the motor vehicle drag torque
  • T a represents the acceleration torque of the motor vehicle
  • T Eng Represents the net output torque of the engine
  • T TM represents the motor torque.
  • the control method of the hybrid power system is applied to a hybrid power system composed of an engine and a motor, and the motor stator of the motor is connected to the drive shaft of a motor vehicle through a transmission mechanism to meet the operation of the hybrid power system under various working conditions
  • Demands have greatly reduced the number of parts and components of the hybrid power system and the structural complexity of the hybrid power system.
  • the control method of the hybrid power system controls the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the motor operates
  • the parameters meet the first preset formula, thereby avoiding the possibility of the motor running in the zero speed or low speed range under various operating conditions, and avoiding the poor performance of the motor in these operating conditions such as efficiency and torque response. Improve the user experience.
  • the embodiment of the application provides a method for controlling a hybrid power system, as shown in FIG. 6, which is applied to a hybrid power system composed of an engine and a motor.
  • the motor controller of the motor is connected to the motor stator, and the motor stator is also Connected with the drive shaft of the motor vehicle, the control method of the hybrid power system includes:
  • the operating parameters of the hybrid power system include: engine speed, motor speed, engine net output torque, and motor torque; the motor speed is equal to the speed of the motor rotor and the motor stator The difference of the speed;
  • S102 Acquire operating parameters of the motor vehicle, the operating parameters of the motor vehicle include: drive shaft speed, motor vehicle resistance torque, and motor vehicle acceleration torque;
  • S103 Control the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset formula;
  • n Veh denotes the rotational speed of the drive shaft
  • n Eng represents the engine speed
  • n TM represents the motor speed
  • T Veh denotes the motor vehicle drag torque
  • T a represents the acceleration torque of the motor vehicle
  • T Eng Represents the net output torque of the engine
  • T TM represents the motor torque.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • control motor speed is equal to the engine speed
  • control motor torque is equal to the net output torque of the engine
  • motor stator torque of the motor is provided by the braking system of the motor vehicle.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • the engine redundant power is equal to the difference between the total output power of the engine and the driving power of the engine.
  • controlling the motor speed to be equal to the difference between the engine speed and the drive shaft speed includes:
  • the rotation speed of the electric motor is controlled to be equal to the difference between the rotation speed of the engine and the rotation speed of the drive shaft, the rotation speed of the electric motor and the rotation speed of the engine are adjusted so that the electric motor runs in a preset working interval.
  • the efficiency is greater than or equal to the preset value.
  • the controlling the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle so that the operating parameters of the motor meet the first preset formula includes :
  • Fig. 8 is a schematic cross-sectional structure diagram along the line AA in Fig. 7.
  • the hybrid power system includes: an engine 10 and a motor 20;
  • the motor 20 includes a motor rotor 22, a motor stator 21 and a motor controller; wherein,
  • the output shaft of the engine 10 is connected with the central shaft 23 of the motor rotor 22, and both ends of the central shaft 23 of the motor rotor 22 are respectively connected with a motor bearing 31;
  • the motor controller is connected to the motor stator 21;
  • the motor stator 21 is connected to the drive shaft 40 of the motor vehicle through a transmission mechanism 32;
  • the motor 20 is used to determine the output torque according to the rotation speed of the motor 20 and transmit it to the drive shaft 40; the rotation speed of the motor 20 is equal to the difference between the rotation speed of the motor rotor 22 and the rotation speed of the motor stator 21.
  • the motor controller provides a drive signal for the motor stator 21, so that the motor 20 stator can determine and generate a drive magnetic field according to the drive signal;
  • the motor rotor 22 Under the coverage of the driving magnetic field, the motor rotor 22 will receive the driving force given by the driving magnetic field. At the same time, the motor rotor 22 will also receive the torque transmitted by the output shaft of the engine 10 connected to it, and the motor rotor 22 will be driven by the magnetic field and/or the engine 10 output. The shaft rotates under the control of the torque transmitted. Due to the complicated operating conditions of motor vehicles, under certain operating conditions, the motor rotor 22 only rotates under the control of the driving magnetic field; under certain operating conditions, the motor rotor 22 only rotates under the control of the engine 10 In some working conditions, the motor stator 21 and the motor rotor 22 rotate under the common control of the driving magnetic field and the engine 10.
  • the two ends of the central shaft 23 of the motor rotor 22 are respectively connected with a motor bearing 31, and the two motor bearings 31 are used to ensure the support and relative rotation of the motor stator 21 and the motor rotor 22.
  • the transmission mechanism 32 is a flange.
  • the flange includes: a connecting extension, a connecting hole and a groove structure; the outer edge of the flange and the motor stator are detachably connected, and the connecting hole of the flange is connected to the drive
  • the shafts are connected in a detachable manner.
  • the detachable connection between the outer edge of the flange and the stator of the motor and the detachable connection between the connecting hole of the flange and the drive shaft can be realized by means of gears, specifically:
  • An internal gear and an external gear are provided on the flange;
  • the internal gear is arranged in the connecting hole of the flange and cooperates with the gear structure on the drive shaft;
  • the external gear is arranged at the edge position of the flange and cooperates with the gear structure on the motor stator.
  • stator of the motor and the outer edge of the flange are clamped or welded, and/or the connecting hole of the flange and the drive shaft are clamped or welded.
  • a groove structure is also provided on the flange
  • the groove structure is located on the side of the flange facing the motor rotor 22, and is used to set a motor bearing 31;
  • the connecting hole of the flange is arranged on the groove bottom of the groove structure for connecting with the drive shaft.
  • the two ends of the central shaft of the motor rotor are respectively in interference fit with the inner ring of the motor bearing.
  • the area of the flange facing the groove structure is a protrusion structure
  • the radial cross section of the protrusion structure is a non-circular cross section, for example, Rectangular structure or other structures that can be adapted to the wrench.
  • the motor stator 21 of the motor since the motor stator 21 of the motor is connected to the drive shaft of the motor vehicle through the transmission mechanism 32, and is not connected to a fixed structure such as the chassis of the motor vehicle, the motor stator 21 may also be opposite to The chassis of the motor vehicle rotates. Specifically, because the motor stator 21 is connected to the drive shaft 40, it will receive the torque signal transmitted by the drive shaft 40 under certain working conditions; in addition, the motor stator 21 will also receive the drive signal and generate a drive magnetic field.
  • the rotation of the motor rotor 22 In addition to the driving magnetic field driving the motor rotor 22 to rotate, the rotation of the motor rotor 22 also generates a driving force on the motor stator 21 that generates the driving magnetic field; therefore, the motor stator 21 is used to transmit on the drive shaft 40
  • the motor rotor 22 rotates under the control of the torque signal and/or the rotation state of the motor rotor 22. That is, under certain operating conditions, the motor stator 21 only rotates under the control of the torque signal transmitted by the drive shaft 40; under certain operating conditions, the motor stator 21 only rotates under the control of the rotation state of the motor rotor 22 Rotation; In some working conditions, the motor stator 21 rotates under the common control of the torque signal transmitted by the drive shaft 40 and the rotation state of the motor rotor 22.
  • the driving signal received by the motor stator 21 includes a driving current signal and a driving voltage signal.
  • the hybrid power system further includes:
  • a motor housing 24 encapsulating the motor stator 21 and the motor rotor 22 together, and the motor housing 24 is fixedly connected to the chassis of the motor vehicle.
  • the motor housing 24 is used to provide a protection device for the motor stator 21 and the motor rotor 22 while improving the integration of the motor 20.
  • the drive shaft 40 is the rear axle or the front axle of the motor vehicle.
  • the motor vehicle is a rear drive vehicle
  • the motor vehicle is a front-wheel drive vehicle.
  • the drive shaft 40 is the differential lock input end of the motor vehicle.
  • the front axle and the rear drive are connected through a differential lock, and the hybrid power system is connected to the input of the differential lock to provide driving force for the transmission system of the motor vehicle.
  • the hybrid power system is composed of an engine 10 and a motor 20.
  • the motor stator 21 of the motor is connected to the drive shaft of the motor vehicle through a transmission mechanism 32, so that the motor stator 21 can also rotate relative to the chassis of the motor vehicle.
  • the hybrid power system composed of the engine 10 and the electric motor 20 can meet the application of various working conditions such as start, idling, forward and reverse of the motor vehicle, greatly reduce the number of parts of the hybrid power system, and simplify the hybrid system.
  • the hybrid power system satisfies:
  • n Veh the speed of the drive shaft 40 of the motor vehicle (proportional to the speed of the motor vehicle);
  • n Eng The engine 10 speed of the motor vehicle
  • n TM The speed of the motor 20 (the speed of the motor rotor 22 relative to the motor stator 21)
  • T Veh the resistance torque of a motor vehicle, obtained by converting the wind resistance and friction resistance of the motor vehicle;
  • T a the acceleration torque of the motor vehicle, that is, the residual torque after the power system overcomes the resistance torque
  • T Eng net output torque of engine 10
  • T TM The output torque of the motor 20
  • the motor vehicle speed starts from 0, the motor 20 speed, that is, the motor 20 speed starts from the engine 10 speed.
  • the starting and driving process can be adjusted by the engine 10 and the motor 20 speed, so that the engine 10 and the motor 20 in the system are at a relatively high speed. Good working range; as shown in Figure 8, the operating point of the motor 20 can be moved from A to B during the starting process.
  • the efficiency of the motor 20 can be directly increased from less than 80% to more than 96%, which improves the system efficiency
  • the torque of the motor 20 is greatly reduced, the heat generation of the motor 20 is also greatly reduced, which has a significant cooling effect on the motor 20.
  • the amount of heat generated by the motor 20 is positively correlated with the torque of the motor 20); in FIG. 8, the horizontal axis represents the rotation speed of the motor 20, in rpm; the vertical axis represents the torque of the motor 20, in N ⁇ m.
  • the motor 20 uses the surplus power of the engine 10 (that is, the power of the engine 10 excluding the power used for the traveling of the motor vehicle) for on-vehicle power generation.
  • P represents the power of the motor 20.
  • control system of the hybrid power system provided by the embodiments of the present application.
  • the control system of the hybrid power system described below may correspond to the control method of the hybrid power system described above.
  • an embodiment of the present application provides a control system for a hybrid power system, which is applied to a hybrid power system composed of an engine and a motor.
  • the motor controller of the motor is connected to the motor stator, and the motor stator is also connected to the motor vehicle.
  • the drive shaft is connected, and the control system of the hybrid power system includes:
  • the first parameter acquisition module is used to acquire the operating parameters of the hybrid power system.
  • the operating parameters of the hybrid power system include: engine speed, motor speed, engine net output torque, and motor torque; the motor speed is equal to that of the motor rotor The difference between the rotation speed and the rotation speed of the motor stator;
  • the second parameter acquisition module is used to acquire the operating parameters of the motor vehicle.
  • the operating parameters of the motor vehicle include: drive shaft speed, motor vehicle resistance torque, and motor vehicle acceleration torque;
  • the motor control module is used to control the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first Preset formula
  • n Veh denotes the rotational speed of the drive shaft
  • n Eng represents the engine speed
  • n TM represents the motor speed
  • T Veh denotes the motor vehicle drag torque
  • T a represents the acceleration torque of the motor vehicle
  • T Eng Represents the net output torque of the engine
  • T TM represents the motor torque.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the control motor speed is equal to the engine speed
  • the control motor torque is equal to the net output torque of the engine.
  • the torque of the motor stator of the motor is provided by the braking system of the motor vehicle.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the redundant power of the engine is equal to the difference between the total output power of the engine and the driving power of the engine. Since the engine torque, the motor torque, and the transmission shaft torque are equal, the engine speed is equal to the sum of the motor speed and the transmission shaft speed. The difference between the power and the output power of the drive shaft, namely
  • the motor control module controlling the motor speed to be equal to the difference between the engine speed and the drive shaft speed is specifically used for:
  • the rotation speed of the electric motor is controlled to be equal to the difference between the rotation speed of the engine and the rotation speed of the drive shaft, the rotation speed of the electric motor and the rotation speed of the engine are adjusted so that the electric motor runs in a preset working interval.
  • the efficiency is greater than or equal to the preset value.
  • the motor control module controls the motor controller to provide a drive signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the operating parameters of the motor meet the first preset Let the formula be specifically used for,
  • the embodiments of the present application provide a control method and system of a hybrid power system, wherein the control method of the hybrid power system is applied to a hybrid power system composed of an engine and a motor, and the motor stator of the motor
  • the transmission mechanism is connected with the drive shaft of the motor vehicle to meet the operating requirements of the hybrid power system under various working conditions, greatly reducing the number of components of the hybrid power system, and reducing the structural complexity of the hybrid power system.
  • control method of the hybrid power system controls the motor controller to provide a driving signal to the motor stator according to the operating parameters of the hybrid power system and the operating parameters of the motor vehicle, so that the motor operates
  • the parameters meet the first preset formula, thereby avoiding the possibility of the motor running in the zero speed or low speed range under various operating conditions, and avoiding the poor performance of the motor in these operating conditions such as efficiency and torque response. Improve the user experience.

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Abstract

一种混合动力系统的控制方法，该方法应用于由发动机（10）和电机（20）构成的混合动力系统，电机（20）的电机定子（21）通过传动机构（32）与机动车辆的驱动轴（40）连接，以使得驱动轴（40）转动时带动电机定子（21）转动；电机（20）用于根据电机转速，确定输出扭矩并向驱动轴（40）传输；电机转速等于电机转子（22）的转速与电机定子（21）的转速的差值；该方法根据混合动力系统的运行参数和机动车辆的运行参数，控制电机控制器向电机定子提供驱动信号，以使电机的运行参数满足第一预设公式，从而避免了电机在各种工况下运行在0转速或低转速区间的可能，避免了电机在这些运行状态下效率和扭矩响应等性能较差的问题出现，提升了用户体验。还提供了一种实现混合动力系统的控制方法的控制系统。

Description

一种混合动力系统的控制方法及系统 技术领域
本申请涉及车辆工程技术领域，更具体地说，涉及一种混合动力系统的控制方法及系统。
背景技术
随着车辆工程技术的不断发展，机动车辆的驱动方式从传统的纯发动机驱动向混合驱动、纯电驱动发展。其中，油电混合驱动以其较为成熟的动力系统成为主流的新能源车辆驱动方式。
在油电混动车辆中，混合动力系统是决定其运转平顺性、能源利用效率等关键参数的主要结构。
现有技术中的混合动力系统主要包括串联系统方案、并联系统方案、混联系统方案和包括行星排等结构的混联系统方案等。在这些混合动力系统中，电机在起步等工况下需要从0转速开始运行，但电机在0转速或低转速区间运行时，电机的效率和扭矩响应等性能较差，给用户带来了较差的体验。
发明内容
为解决上述技术问题，本申请提供了一种混合动力系统的控制方法及系统，以实现避免电机运行在0转速或低转速区间的情况出现，从而避免了电机在这些运行状态下效率和扭矩响应等性能较差的问题出现，提升了用户体验。
为实现上述技术目的，本申请实施例提供了如下技术方案：
一种混合动力系统的控制方法，应用于由发动机和电机构成的混合动力系统，所述电机包括电机转子、电机定子和电机控制器，所述发动机的输出轴与所述电机转子的中心轴连接，所述电机转子的中心轴两端分别连接有一个电机轴承，通过所述电机轴承对所述电机转子提供支撑；所述电机控制器与所述电机定子连接，用于向所述电机定子提供驱动电流；所述电机定子通过传动机构 与所述机动车辆的驱动轴连接，以使得所述驱动轴转动时带动所述电机定子转动；所述电机用于根据电机转速，确定输出扭矩并向所述驱动轴传输；所述电机转速等于所述电机转子的转速与所述电机定子的转速的差值，所述混合动力系统的控制方法包括：
获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
所述第一预设公式为：
Figure PCTCN2019082385-appb-000001
其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
可选的，当所述机动车辆处于停车状态时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
当所述发动机停机时，控制所述电机转速为0rpm；
当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩；
当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆的制动系统提供。
可选的，当所述机动车辆处于起步或行车过程时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率进行行车发电；
所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值。
可选的，所述控制所述电机转速等于发动机转速与驱动轴转速的差值包括：
在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
可选的，当所述机动车辆处于制动过程时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
一种混合动力系统的控制系统，应用于由发动机和电机构成的混合动力系统，所述电机包括电机转子、电机定子和电机控制器，所述发动机的输出轴与所述电机转子的中心轴连接，所述电机转子的中心轴两端分别连接有一个电机轴承，通过所述电机轴承对所述电机转子提供支撑；所述电机控制器与所述电机定子连接，用于向所述电机定子提供驱动电流；所述电机定子通过传动机构与所述机动车辆的驱动轴连接，以使得所述驱动轴转动时带动所述电机定子转动；所述电机用于根据电机转速，确定输出扭矩并向所述驱动轴传输；所述电机转速等于所述电机转子的转速与所述电机定子的转速的差值，所述混合动力系统的控制系统包括：
第一参数获取模块，用于获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭 矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
第二参数获取模块，用于获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
电机控制模块，用于根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
所述第一预设公式为：
Figure PCTCN2019082385-appb-000002
其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
可选的，当所述机动车辆处于停车状态时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
当所述发动机停机时，控制所述电机转速为0rpm；
当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩；
当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆的制动系统提供。
可选的，当所述机动车辆处于起步或行车过程时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率 进行行车发电；
所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值。
可选的，所述电机控制模块控制所述电机转速等于发动机转速与驱动轴转速的差值具体用于，
在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
可选的，当所述机动车辆处于制动过程时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
从上述技术方案可以看出，本申请实施例提供了一种混合动力系统的控制方法及系统，其中，所述混合动力系统的控制方法应用于由发动机和电机构成的混合动力系统，所述电机的电机定子通过传动机构与机动车辆的驱动轴连接，以满足混合动力系统在各种工况下的运行需求，大大降低了混合动力系统的零部件数量，降低了混合动力系统的结构复杂程度。此外，所述混合动力系统的控制方法根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式，从而避免了电机在各种工况下运行在0转速或低转速区间的可能，避免了电机在这些运行状态下效率和扭矩响应等性能较差的问题出现，提升了用户体验。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为电机转速和扭矩方向的限定示意图；
图2-图5为现有技术中的混合动力系统的结构示意图；
图6为本申请的一个实施例提供的一种混合动力系统的控制方法的流程示意图；
图7为本申请的一个实施例提供的一种混合动力系统的结构示意图；
图8为图7中沿AA线的剖面结构示意图；
图9为本申请的一个实施例提供的电机效率示意图。
具体实施方式
正如背景技术所述，在现有技术中的混合动力系统中，电机在起步等工况下需要从0转速开始运行，但电机在0转速或低转速区间运行时，电机的效率和扭矩响应等性能较差，给用户带来了较差的体验。
下面对现有技术中的混合动力系统进行简单介绍，为了便于说明这些混合动力系统在各个工况下的发动机和电机的转速和扭矩的方向，在本申请中，对混合动力系统的电机的转速和扭矩的方向进行了限定，参考图1，图1中，横轴表示电机转速，单位转每分钟(rpm)；纵轴表示电机输出的扭矩，单位牛米(N·m)。在图1中的坐标系中，第一象限中的值表示电机转速为正值、电机扭矩为正值；第二象限中的值表示电机转速为负值；电机扭矩为正值；第三象限中的值表示电机转速和扭矩均为负值；第四象限中的值表示电机转速为正值，电机扭矩为负值。还需要说明的是，电机转速以车辆前进方向为正值；电机扭矩为正值表示扭矩方向与车辆前进方向相同；电机扭矩为负值表示扭矩方向与车辆前进方向相反。
参考图2，图2为现有技术中混合动力系统的串联系统方案，该方案主要由发动机1、发电机2、驱动电机3等构成。发电机2与发动机1输出轴直接相连，发动机1不负责机动车辆的直接驱动，仅负责提供发电机1所需功率，发电机1负责启动发动机1和发电两项功能；驱动电机3负责驱动机动车辆行驶(驱动能源来自于车载动力电池或发电机发电)以及机动车辆的动能回收过程。
在发动机1启动过程中，发电机2拖动发动机1启动；
车辆停车时，发电机2与发动机1同转速，驱动电机3转速为0rpm；
车辆起步、行进过程，驱动电机3转速由0rpm开始提升，电机转速与车速 成正比关系；
车辆制动过程，常见的是发动机1停机，由此发电机转速为0rpm，驱动电机转速逐渐降低为0rpm；
车辆倒车时，驱动电机反转。
在该方案中，混合动力系统由使用发动机1+发电机2+驱动电机3构成，总成较长且成本较高，发电机2在运行过程中的转速和扭矩涉及第一象限(仅在启动发动机1过程中)和第四象限；驱动电机3在运行过程中的转速和扭矩涉及第一象限、第三象限和第四象限。
参考图3，图3为现有技术中混合动力系统的并联系统方案，该方案主要由发动机1、离合器6、电机4、变速箱5等组成。发动机1与电机4之间通过离合器6实现结合/分离，电机4通过变速箱5与整车驱动轴连接。发动机1负责车辆直接驱动、联合驱动以及驻车发电等功能；离合器6负责控制发动机1与电机4的结合与分离；电机4负责车辆直接驱动、联合驱动、制动能量回收以及驻车发电等功能；变速箱5负责更换挡位，满足电机4转速、发动机1转速与整车车速的匹配。
发动机1启动过程，变速箱空挡，离合器接合，电机拖动发动机1启动；
车辆停车时，离合器分离，电机转速为0，变速箱在低挡或空挡；
车辆起步、行进过程，变速箱在低挡，电机转速由0开始提升(离合器分离)，根据策略更换变速箱挡位及发动机1介入驱动(离合器接合)；
车辆制动过程，离合器分离，电机负扭矩，电机转速逐渐降低至0；
车辆倒车时，离合器分离，变速箱在低挡位，电机反转(或变速箱在倒挡，电机正转)。
在该方案中，混合动力系统由发动机1+离合器+电机+变速箱构成，总成件数较多且总成较长，运行过程设计到变速箱换挡，容易造成换挡顿挫，造成舒适性降低，控制逻辑复杂，总体成本较高。电动机在运行过程中的转速和扭矩涉及第一象限、第三象限(当变速箱带倒挡时不涉及该象限)和第四象限。
参考图4，图4为现有技术中的一种混联系统方案，该方案主要由发动机1、 发电机7、离合器6、驱动电机8等组成。发电机7与发动机1直接连接，发动机1可负责车辆直接驱动、联合驱动以及驻车发电等功能；发电机7可负责启动发动机1、发电、驱动等功能。离合器6负责结合/分离发电机与驱动电机，驱动电机8负责驱动车辆行驶(电源来源于车载动力电池或发电机发电)以及车辆制动能量回收。
发动机1启动过程，发电机拖动发动机1启动；
车辆停车时，离合器分离，发电机与发动机1同转速，驱动电机转速为0；
车辆起步、行进过程，离合器分离，驱动电机转速由0开始提升，电机转速与车速成正比关系，根据策略，发动机1、发电机可介入驱动(离合器结合)；
车辆制动过程，离合器分离，常见的是发动机1停机，由此发电机转速为0，驱动电机转速逐渐降低为0；
车辆倒车时，离合器分离，驱动电机反转。
另外还有行星排等结构，组成的混联系统。
图4中的混合动力系统包括发动机1+离合器和两套电机，总成件多导致总成较长，且控制复杂，总体成本较高，第一电机在运行过程中的转速和扭矩涉及第一象限(仅在启动发动机1过程中使用)和第四象限；第二电机在运行过程中的转速和扭矩涉及第一象限、第三象限和第四象限。
此外，参考图5，图5示出了现有技术中由行星齿轮座等结构组成的混联系统，包括汽油发动机、1号电机、2号电机、太阳轮、减速尺寸、行星齿轮、行星齿轮座和齿圈等结构构成。图5所示的混联系统的控制过程与图4所示的系统类似。
从图2-图5中可以发现，现有技术中的混合动力系统的结构均较为复杂，且实际应用过程中电机在某些工况下会运行在0转速或低转速区域，而在这些区域中，电机的效率和扭矩响应等性能也不佳。
有鉴于此，本申请实施例提供了一种混合动力系统的控制方法，应用于由发动机和电机构成的混合动力系统，所述电机的电机控制器与电机定子连接，所述电机定子还与机动车辆的驱动轴连接，所述混合动力系统的控制方法包 括：
获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
所述第一预设公式为：
Figure PCTCN2019082385-appb-000003
其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
所述混合动力系统的控制方法应用于由发动机和电机构成的混合动力系统，所述电机的电机定子通过传动机构与机动车辆的驱动轴连接，以满足混合动力系统在各种工况下的运行需求，大大降低了混合动力系统的零部件数量，降低了混合动力系统的结构复杂程度。此外，所述混合动力系统的控制方法根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式，从而避免了电机在各种工况下运行在0转速或低转速区间的可能，避免了电机在这些运行状态下效率和扭矩响应等性能较差的问题出现，提升了用户体验。
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造 性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请实施例提供了一种混合动力系统的控制方法，如图6所示，应用于由发动机和电机构成的混合动力系统，所述电机的电机控制器与电机定子连接，所述电机定子还与机动车辆的驱动轴连接，所述混合动力系统的控制方法包括：
S101：获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
S102：获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
S103：根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
所述第一预设公式为：
Figure PCTCN2019082385-appb-000004
其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
可选的，当所述机动车辆处于停车状态时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
当所述发动机停机时，控制所述电机转速为0rpm；
当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩；
当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆 的制动系统提供。
可选的，当所述机动车辆处于起步或行车过程时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率进行行车发电；
所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值。
可选的，所述控制所述电机转速等于发动机转速与驱动轴转速的差值包括：
在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
可选的，当所述机动车辆处于制动过程时；
所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
下面首先对由电机和发动机构成的混合动力系统进行介绍，如图7和图8所示，图8为图7沿AA线的剖面结构示意图，所述混合动力系统包括：发动机10和电机20；所述电机20包括电机转子22、电机定子21和电机控制器；其中，
所述发动机10的输出轴与所述电机转子22的中心轴23连接，所述电机转子22的中心轴23两端分别与一电机轴承31连接；
所述电机控制器与所述电机定子21连接；
所述电机定子21通过传动机构32与所述机动车辆的驱动轴40连接；
所述电机20用于根据电机20转速，确定输出扭矩并向所述驱动轴40传输；所述电机20转速等于所述电机转子22的转速与所述电机定子21的转速的差值。
在实际的应用过程中，所述电机控制器为电机定子21提供驱动信号，以使所述电机20定子可以根据所述驱动信号，确定并生成驱动磁场；
在所述驱动磁场的覆盖下，电机转子22会受到驱动磁场给予的驱动力，同时，电机转子22还会接收到与其连接的发动机10输出轴传输的扭矩，在驱动磁场和/或发动机10输出轴传输的扭矩的控制下旋转。由于机动车辆的运行工况较为复杂，在某些工况下，所述电机转子22仅在驱动磁场的控制下旋转；在某些工况下，所述电机转子22仅在发动机10控制下旋转；在某些工况下，所述电机定子21及电机转子22在驱动磁场和发动机10的共同控制下旋转。
所述电机转子22的中心轴23两端分别与一电机轴承31连接，这两个电机轴承31用于保证电机定子21和电机转子22的支撑及相对转动。
可选的，仍然参考图6，所述传动机构32为法兰盘。
所述法兰盘包括：连接外延、连接孔和凹槽结构；所述法兰盘的外边沿与所述电机定子之间通过可拆卸方式连接，所述法兰盘的连接孔与所述驱动轴之间通过可拆卸方式连接。
例如，可以通过齿轮的方式实现法兰盘的外边沿与所述电机定子之间的可拆卸方式，以及法兰盘的连接孔与所述驱动轴之间的可拆卸方式连接，具体的：
所述法兰盘上设置有内齿轮和外齿轮；
所述内齿轮设置在所述法兰盘的连接孔内，与所述驱动轴上的齿轮结构相互配合；
所述外齿轮设置在所述法兰盘的边沿位置，与所述电机定子上的齿轮结构相互配合。
所述电机定子与所述法兰盘的外边沿之间卡接或焊接，和/或法兰盘的连接孔与所述驱动轴之间卡接或焊接。
进一步的，所述法兰上还设置有凹槽结构；
所述凹槽结构位于所述法兰盘朝向所述电机转子22一侧，用于设置一个所述电机轴承31；
所述法兰盘的连接孔设置在所述凹槽结构的槽底上，用于与所述驱动轴连接。
进一步的，为了防止电机转子在转动过程中抖动，所述电机转子的中心轴的两端分别与所述电机轴承的内圈过盈配合。
进一步的，为了方便用户拆卸或安装所述法兰盘，所述法兰盘被向所述凹槽结构的区域为突起结构，所述突起结构的径向截面为非圆形截面，例如可以为矩形结构或其他能够与扳手适配的结构。
在本申请实施例中，由于所述电机的电机定子21通过传动机构32与机动车辆的驱动轴连接，而并非与机动车辆的底盘等固定结构连接，因此，所述电机定子21也可以相对于机动车辆的底盘进行旋转。具体地，由于所述电机定子21与驱动轴40连接，因此在某些工况下会接收到驱动轴40传输的扭矩信号；此外，所述电机定子21还会接收到驱动信号并产生驱动磁场，所述驱动磁场除了会驱动电机转子22转动外，电机转子22的转动还会对产生驱动磁场的电机定子21产生一个驱动力；因此，所述电机定子21用于在所述驱动轴40传输的扭矩信号和/或所述电机转子22的旋转状态的控制下旋转。即在某些工况下，所述电机定子21仅在驱动轴40传输的扭矩信号的控制下旋转；在某些工况下，所述电机定子21仅在电机转子22的旋转状态的控制下旋转；在某些工况下，所述电机定子21在所述驱动轴40传输的扭矩信号和所述电机转子22的旋转状态的共同控制下旋转。
一般情况下，所述电机定子21接收的驱动信号包括驱动电流信号和驱动电压信号。
在上述实施例的基础上，在本申请的一个实施例中，仍然参考图6，所述混合动力系统还包括：
将所述电机定子21和电机转子22封装在一起的电机外壳24，所述电机外壳24与所述机动车辆的底盘固定连接。
所述电机外壳24用于为电机定子21和电机转子22提供一个保护装置，同时提高电机20的集成度。
在上述实施例的基础上，在本申请的另一个实施例中，当所述机动车辆为两驱机动车辆时，所述驱动轴40为所述机动车辆的后桥或前桥。
当所述驱动轴40为所述机动车辆的后桥时，所述机动车辆为后驱车辆；
当所述驱动轴40为所述机动车辆的前桥时，所述机动车辆为前驱车辆。
在上述实施例的基础上，在本申请的又一个实施例中，当所述机动车辆为四驱机动车辆时，所述驱动轴40为所述机动车辆的差速锁输入端。
在四驱机动车辆中，前桥和后驱通过差速锁连接，混合动力系统与差速锁输入端连接，以为机动车辆的传动系统提供驱动力。
所述混合动力系统由发动机10和电机20构成，所述电机的电机定子21通过传动机构32与机动车辆的驱动轴连接，使得所述电机定子21也可以相对于机动车辆的底盘等结构相对转动，从而使得由发动机10和电机20构成的混合动力系统即可满足机动车辆的启动、怠速、前进和倒退等各种工况的应用，大大减少了混合动力系统的零部件数量，从而简化了混合动力系统的整体结构，并且减少了混合动力系统的故障点。
下面对本申请实施例提供的混合动力系统的控制逻辑进行简单说明。
在机动车辆的所有运行工况下，所述混合动力系统均满足：
驱动轴40转速：n Veh＝n Eng-n TM；
驱动轴40扭矩：T Veh+T a＝T Eng＝T TM；
其中：
n Veh——机动车辆的驱动轴40转速(与机动车辆的车速成正比)；
n Eng——机动车辆的发动机10转速；
n TM——电机20转速(电机转子22相对于电机定子21的转速)
T Veh——机动车辆的阻力扭矩，由机动车辆的风阻与摩擦阻力转换获得；
T a——机动车辆的加速扭矩，即动力系统克服阻力扭矩后的剩余扭矩；
T Eng——发动机10净输出扭矩；
T TM——电机20输出扭矩；
具体地，在机动车辆停车状态下：
a)发动机10停机，电机20转速为0；
b)发动机10怠速，转速为n Eng0，电机20转速n TM0＝n Eng0，电机20扭矩等于发动机10净输出扭矩，即T Eng0＝T TM0＝0N·m；
c)发动机10驻车发电，转速为n Eng1，电机20转速n TM1＝n Eng1，电机20扭矩等于发动机10净输出扭矩，即T Eng1＝T TM1，由于驻车，车速n Veh1＝0，此时由于相互作用力，电机定子21的固定扭矩由驱动轴40提供，即T Veh1＝T TM1≠0，驱动轴40通过车轮制动系统提供电机定子21所需扭矩。
机动车辆起步及行车过程：
a)机动车辆车速从0开始起步，电机20转速，即电机20转速从发动机10转速开始启动，起步及行车过程可通过调节发动机10和电机20转速，使得系统中发动机10、电机20均处于较好的工作区间；如图8所示，可将起步过程电机20的工作点从A移至B，车辆起步时，电机20效率可从低于80％直接提升至96％以上，提升系统效率的同时，由于大幅降低电机20扭矩，电机20发热也大幅降低，对电机20冷却作用明显。(电机20发热量与电机20扭矩成正相关关系)；在图8中，横轴表示电机20的转速，单位为rpm；纵轴表示电机20的扭矩，单位为N·m。
b)行车发电功能，电机20利用发动机10富余功率(即除去用于机动车辆行进的功率外的发动机10功率)进行行车发电。
机动车辆制动过程：
机动车辆车速从n Veh1≠0开始按照转速关系n Veh＝n Eng-n TM进行减少，直到n Veh＝0，即电机20转速等于发动机10转速。由于电机20转速与车速不再成固定比例关系，在制动过程中可通过调节电机20转速提供更大制动功率，即电机20工作点由图7中的A移动至C，制动功率可提升几倍。也可从A移动至B，在提供相同制动功率的前提下，显著提高电机20效率并降低电机20发热。制动过程 中功率与转速扭矩的关系参照公式(1)；
P＝n TM×T TM/9550       (1)
其中，P表示电机20功率。
下面对本申请实施例提供的混合动力系统的控制系统进行描述，下文描述的混合动力系统的控制系统可与上文描述的混合动力系统的控制方法相互对应参照。
相应的，本申请实施例提供了一种混合动力系统的控制系统，应用于由发动机和电机构成的混合动力系统，所述电机的电机控制器与电机定子连接，所述电机定子还与机动车辆的驱动轴连接，所述混合动力系统的控制系统包括：
第一参数获取模块，用于获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
第二参数获取模块，用于获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
电机控制模块，用于根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
所述第一预设公式为：
Figure PCTCN2019082385-appb-000005
其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
可选的，当所述机动车辆处于停车状态时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
当所述发动机停机时，控制所述电机转速为0rpm；
当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩；
当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆的制动系统提供。
可选的，当所述机动车辆处于起步或行车过程时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率进行行车发电；
所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值，由于发动机扭矩、电机扭矩、传动轴扭矩相等，发动机转速等于电机转速与传动轴转速之和，即行车发电功率为发动机输出功率与传动轴输出功率之差，即
Figure PCTCN2019082385-appb-000006
可选的，所述电机控制模块控制所述电机转速等于发动机转速与驱动轴转速的差值具体用于，
在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
可选的，当所述机动车辆处于制动过程时；
所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
综上所述，本申请实施例提供了一种混合动力系统的控制方法及系统，其中，所述混合动力系统的控制方法应用于由发动机和电机构成的混合动力系统，所述电机的电机定子通过传动机构与机动车辆的驱动轴连接，以满足混合动力系统在各种工况下的运行需求，大大降低了混合动力系统的零部件数量，降低了混合动力系统的结构复杂程度。此外，所述混合动力系统的控制方法根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式，从而避免了电机在各种工况下运行在0转速或低转速区间的可能，避免了电机在这些运行状态下效率和扭矩响应等性能较差的问题出现，提升了用户体验。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种混合动力系统的控制方法，其特征在于，应用于由发动机和电机构成的混合动力系统，所述电机包括电机转子、电机定子和电机控制器，所述发动机的输出轴与所述电机转子的中心轴连接，所述电机转子的中心轴两端分别连接有一个电机轴承，通过所述电机轴承对所述电机转子提供支撑；所述电机控制器与所述电机定子连接，用于向所述电机定子提供驱动电流；所述电机定子通过传动机构与所述机动车辆的驱动轴连接，以使得所述驱动轴转动时带动所述电机定子转动；所述电机用于根据电机转速，确定输出扭矩并向所述驱动轴传输；所述电机转速等于所述电机转子的转速与所述电机定子的转速的差值，所述混合动力系统的控制方法包括：
    获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
    获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
    根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
    所述第一预设公式为：
    Figure PCTCN2019082385-appb-100001
    其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
  2. 根据权利要求1所述的方法，其特征在于，当所述机动车辆处于停车状态时；
    所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足 第一预设公式包括：
    当所述发动机停机时，控制所述电机转速为0rpm；
    当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩；
    当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆的制动系统提供。
  3. 根据权利要求1所述的方法，其特征在于，当所述机动车辆处于起步或行车过程时；
    所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
    当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
    当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率进行行车发电；
    所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值。
  4. 根据权利要求3所述的方法，其特征在于，所述控制所述电机转速等于发动机转速与驱动轴转速的差值包括：
    在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
  5. 根据权利要求1所述的方法，其特征在于，当所述机动车辆处于制动过程时；
    所述根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式包括：
    控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
  6. 一种混合动力系统的控制系统，其特征在于，应用于由发动机和电机 构成的混合动力系统，所述电机包括电机转子、电机定子和电机控制器，所述发动机的输出轴与所述电机转子的中心轴连接，所述电机转子的中心轴两端分别连接有一个电机轴承，通过所述电机轴承对所述电机转子提供支撑；所述电机控制器与所述电机定子连接，用于向所述电机定子提供驱动电流；所述电机定子通过传动机构与所述机动车辆的驱动轴连接，以使得所述驱动轴转动时带动所述电机定子转动；所述电机用于根据电机转速，确定输出扭矩并向所述驱动轴传输；所述电机转速等于所述电机转子的转速与所述电机定子的转速的差值，所述混合动力系统的控制系统包括：
    第一参数获取模块，用于获取所述混合动力系统的运行参数，所述混合动力系统的运行参数包括：发动机转速、电机转速、发动机净输出扭矩和电机扭矩；所述电机转速等于电机转子的转速与所述电机定子的转速的差值；
    第二参数获取模块，用于获取所述机动车辆的运行参数，所述机动车辆的运行参数包括：驱动轴转速、机动车辆阻力扭矩和机动车辆的加速扭矩；
    电机控制模块，用于根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式；
    所述第一预设公式为：
    Figure PCTCN2019082385-appb-100002
    其中，n Veh表示所述驱动轴转速，n Eng表示所述发动机转速，n TM表示所述电机转速，T Veh表示所述机动车辆阻力扭矩，T a表示所述机动车辆的加速扭矩，T Eng表示所述发动机净输出扭矩，T TM表示所述电机扭矩。
  7. 根据权利要求6所述的系统，其特征在于，当所述机动车辆处于停车状态时；
    所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
    当所述发动机停机时，控制所述电机转速为0rpm；
    当所述发动机转速为怠速时，控制所述电机转速等于发动机转速，控制电 机扭矩等于发动机净输出扭矩；
    当所述发动机处于驻车发电状态时，控制电机转速等于发动机转速，控制电机扭矩等于发动机净输出扭矩，所述电机的电机定子的扭矩由所述机动车辆的制动系统提供。
  8. 根据权利要求6所述的系统，其特征在于，当所述机动车辆处于起步或行车过程时；
    所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
    当所述机动车辆的处于起步或行车过程时，控制所述电机转速等于发动机转速与驱动轴转速的差值；
    当所述机动车辆处于行车发电过程时，控制所述电机利用发动机冗余功率进行行车发电；
    所述发动机冗余功率等于发动机总输出功率与发动机驱动功率的差值。
  9. 根据权利要求8所述的系统，其特征在于，所述电机控制模块控制所述电机转速等于发动机转速与驱动轴转速的差值具体用于，
    在控制所述电机转速等于发动机转速与驱动轴转速的差值的前提下，调整所述电机转速和所述发动机转速，以使所述电机运行在预设工作区间，所述预设工作区间的效率大于或等于预设值。
  10. 根据权利要求6所述的系统，其特征在于，当所述机动车辆处于制动过程时；
    所述电机控制模块根据所述混合动力系统的运行参数和所述机动车辆的运行参数，控制所述电机控制器向所述电机定子提供驱动信号，以使所述电机的运行参数满足第一预设公式具体用于，
    控制所述发动机转速与电机转速的差值等于所述驱动轴转速。
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