|
(11) | EP 3 978 301 B9 |
| (12) | CORRECTED EUROPEAN PATENT SPECIFICATION |
| Note: Bibliography reflects the latest situation |
|
|
| (54) |
POWER ALLOCATION METHOD OF BIELECTRIC SYSTEM AND VEHICLE LEISTUNGSZUORDNUNGSVERFAHREN FÜR EIN BIELEKTRISCHES SYSTEM UND FAHRZEUG PROCÉDÉ D'ATTRIBUTION DE PUISSANCE DE SYSTÈME BIÉLECTRIQUE ET VÉHICULE |
|
|
|||||||||||||||||||||||||||||||
| Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). |
TECHNICAL FIELD
[0001] The present invention relates to a power allocation method of a bi-electric system and a vehicle.
BACKGROUND
[0002] At present, electric vehicles mostly adopt a drive mode of dual motors + planetary gear set + main reducer, to split the required high-power motor into two lower-power motors, thereby meeting demands with lower power system costs. This also prevents the use of a motor with extreme power from causing various problems such as high manufacturing cost of vehicles, poor vehicle reliability, and bulky size that affects the vehicle layout.
[0003] A permanent magnet synchronous motor has advantages of large starting torque and high energy conversion rate, so that new energy vehicles mostly use the permanent magnet synchronous motor as a drive motor. The permanent magnet synchronous motor mostly adopts a closed structure, and is prone to generate a lot of heat during operation. Extremely high temperatures may cause irreversible demagnetization of permanent magnets, and accelerate the aging of the insulating materials inside the motor, thus reducing the performance and service life of the motor. The rated power of a power system with dual motors and planetary gear set can meet the most basic use needs of users. However, in some special conditions such as large slopes, full-throttle acceleration, and etc., peak power is required to meet the use needs, but the output of the peak power may cause the temperature of the motor to increase too quickly, which impacts the motor to some extent.
[0004] In view of this, the Chinese patent with the publication No. CN104859486B discloses a torque distribution method, system for a dual-motor electric vehicle and a vehicle, to distribute the required torque to a first drive motor and a second drive motor according to multiple distribution proportions, calculate corresponding motor efficiency sums, and control output torques of the first drive motor and the second drive motor at a distribution proportion corresponding to the largest motor efficiency sum. However, when the required power of the vehicle is high, especially when the required power exceeds the sum of rated powers of the two motors, the vehicle requires relatively high dynamic quality. Obviously, the foregoing torque distribution method can only provide a better economy, but cannot meet the requirements for the dynamic quality. Therefore, the torque distribution method has limited applicability, and cannot provide effective power or make a proper distribution to meet the needs of drivers when the vehicle requires high power.
[0005] Conventional power allocation methods for bi-electric systems and vehicles using the same are disclosed in EP 2 080 660 A1, EP 2 444 273 A2 CN 108569168 A and US 2018/162379 A1.
SUMMARY
[0006] The present invention is intended to provide a power allocation method of a bi-electric system and a vehicle, to solve a problem of poor dynamic quality caused by improper power allocation of an existing dual-motor drive system when the vehicle requires high power.
[0007] The invention is defined by the appended set of claims. The description that follows is subjected to this limitation. Any disclosure lying outside the scope of said claims is only intended for illustrative as well as comparative purposes.
[0008] To achieve the foregoing objective, the present invention provides a power allocation method of a bi-electric system.
[0009] The beneficial effect is as follows: when the required power of the vehicle is high, the current temperature and temperature rise rate are introduced to determine the temperatures of the two motors at subsequent moments. To make the temperatures of the two motors the same, one correction factor is matched to each motor, and the output powers of the two motors are determined based on the correction factors and the initially allocated powers. This not only ensures that the temperatures of the two motors are equal at the subsequent moments, but also ensures the dynamic quality of the vehicle by preventing a dynamic quality decline of the vehicle caused by overheating ahead of time in one of the motors, thereby ensuring the dynamic balance of the two motors under extreme conditions. This power allocation manner is more reasonable, and can ensure safety while meeting driving needs.
[0010] Further, to accurately calculate the heat exchange quantity of the motor in the current cooling system, a formula for calculating a heat exchange quantity Qe of a cooling system of any motor in the current state is:
where Qq1 is a temperature at a cooling water inlet of the motor, Qq2 is a temperature at a cooling water outlet of the motor, qq is flux of a coolant flowing through the motor per unit sampling time, ρ is density of the coolant, and C is a specific heat capacity of the coolant.
[0011] Further, to obtain a better power allocation effect, the initially allocated power of the first motor is:
the initially allocated power of the second motor is:
where Pqr is a rated power of the first motor, Pzr is a rated power of the second motor, Pqp is a peak power of the first motor, Pzp is a peak power of the second motor, and Pr is a required power of the vehicle.
[0012] Further, to obtain the heat quantity of any motor easily and accurately, a current of the motor at this moment is inversely deduced from P=UI, then heat resulting from copper loss of the motor is deduced from Q=I2RT, and the heat quantity of the motor is inversely deduced from a proportion of the heat resulting from copper loss to the heat quantity of the motor.
[0013] Further, to make a motor power allocation control condition more reasonable, the required power of the vehicle is greater than the sum of the rated power of the first motor and the rated power of the second motor.
[0014] The present invention provides a vehicle, including a vehicle body, a memory and a processor that are provided in the vehicle body, and a computer program stored in the memory and running in the processor.
[0015] The beneficial effect is as follows: when the required power of the vehicle is high, the current temperature and temperature rise rate are introduced to determine the temperatures of the two motors at subsequent moments. To make the temperatures of the two motors the same, one correction factor is matched to each motor, and the output powers of the two motors are determined based on the correction factors and the initially allocated powers. This not only ensures that the temperatures of the two motors are equal at the subsequent moments, but also ensures the dynamic quality of the vehicle by preventing a dynamic quality decline of the vehicle caused by overheating ahead of time in one of the motors, thereby ensuring the dynamic balance of the two motors under extreme conditions. This power allocation manner is more reasonable, and can ensure safety while meeting driving needs.
[0016] Further, to accurately calculate the heat exchange quantity of the motor in the current cooling system, a formula for calculating a heat exchange quantity Qe of a cooling system of any motor in the vehicle in the current state is:
where Qq1 is a temperature at a cooling water inlet of the motor, Qq2 is a temperature at a cooling water outlet of the motor, qq is flux of a coolant flowing through the motor per unit sampling time, ρ is density of the coolant, and C is a specific heat capacity of the coolant.
[0017] Further, to obtain a better power allocation effect, the initially allocated power of the first motor in the vehicle is:
the initially allocated power of the second motor is:
where Pqr is a rated power of the first motor, Pzr is a rated power of the second motor, Pqp is a peak power of the first motor, Pzp is a peak power of the second motor, and Pr is a required power of the vehicle.
[0018] Further, to obtain the heat quantity of any motor in the vehicle easily and accurately, a current of the motor at this moment is inversely deduced from P=UI, then heat resulting from copper loss of the motor is deduced from Q=I2RT, and the heat quantity of the motor is inversely deduced from a proportion of the heat resulting from copper loss to the heat quantity of the motor.
[0019] Further, to make a motor power allocation control condition more reasonable, the required power of the vehicle is greater than the sum of the rated power of the first motor and the rated power of the second motor in the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 is a schematic flowchart of a power allocation method of a bi-electric system according to the present invention.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0021] The present invention is described in detail below with reference to the accompanying drawings.
Method embodiment:
[0022] The present invention provides a power allocation method of a bi-electric system. The following steps are performed when a required power of a vehicle is high and two motors of the vehicle are both running.
- (1) Allocate an initially allocated power to a first motor and a second motor, wherein the initially allocated power of the first motor is P1, and the initially allocated power of the second motor is P2.
[0023] To obtain a better power allocation effect, the initially allocated power of the first motor is:
the initially allocated power of the second motor is:
where Pqr is a rated power of the first motor, Pzr is a rated power of the second motor, Pqp is a peak power of the first motor, Pzp is a peak power of the second motor, and Pr is a required power of the vehicle.
[0024] In addition, in another implementation, the initially allocated powers of the first motor and the second motor may be fixed values determined according to the actual vehicle; or may be values determined according to other existing measures.
[0025] (2) Calculate a heat quantity of the first motor and the second motor based on the initially allocated power of corresponding motors, collecting a heat exchange quantity of a cooling system of the first motor and the second motor in a current state, and the heat quantity of the first motor and the second motor respectively minus the heat exchange quantity of the cooling system of corresponding motors to obtain an absolute temperature rise heat quantity of corresponding motors.
[0026] To obtain the heat quantity of any motor, a current of the motor at this moment is inversely deduced from P=UI, then heat resulting from copper loss of the motor is deduced from Q=I2RT, and the heat quantity of the motor is inversely deduced from a proportion of the heat resulting from copper loss to the heat quantity of the motor. In this case, the current of the first motor is Iq and the current of the second motor is Iz; and the heat resulting from copper loss of the first motor and the second motor can be deduced from Q=I2RT. The heat resulting from the copper loss accounts for about 45% of the total heat quantity, and then total heat quantities Qmq and Qmz of the motors can be inversely deduced. In another implementation, the total heat quantity of the motor may also be obtained according to other existing measures, for example, by using a calibration relationship between an operating power of the motor and the heat quantity.
[0027] The formula for calculating the heat exchange quantity Qe of the cooling system of any motor in the current state is:
where Qq1 is a temperature at a cooling water inlet of the motor, Qq2 is a temperature at a cooling water outlet of the motor, qq is flux of a coolant flowing through the motor per unit sampling time, ρ is density of the coolant, and C is a specific heat capacity of the coolant. In another implementation, if the cooling system of the motor adopts air cooling or other cooling methods, the heat exchange quantity may be calculated according to other existing formulas.
[0028] If the heat exchange quantity of the first motor is Qeq and the heat exchange quantity of the second motor is Qez, the absolute temperature rise heat quantity of the first motor is Qq=Qmq-Qeq, and the absolute temperature rise heat quantity of the second motor is Qz=Qmz-Qez.
[0029] (3) Obtain a temperature rise rate of the first motor and the second motor based on the absolute temperature rise heat quantity of corresponding motors and corresponding motor characteristics.
[0030] The temperature rise rate of the motor may be looked up in its calibration table, where the table is defined according to the factory-set characteristics of the motor, and can be directly used in the present invention, that is, Qq corresponds to kdq and Qz corresponds to kdz.
[0031] (4) Obtain a current temperature of the first motor T1 and a current temperature of the second motor T2, and determine an output power of the first motor and an output power of the second motor according to the following two relationships:
a first relationship: a temperature of the first motor at a next moment and a temperature
of the second motor at the next moment are adjusted to be equal based on the current
temperature of the first motor, T1 and the current temperature of the second motor, T2 in combination with a temperature rise rate of the first motor, kdq, a temperature rise rate of the second motor, kdz, a correction factor of the first motor, α1 and a correction factor of the second motor, α2,
where t1 and t2 represent sampling time; and
a second relationship: a sum of the output power of the first motor and the output
power of the second motor is equal to a required power of a vehicle, Pr, wherein the output power of the first motor is the correction factor of the first
motor, α1 multiplied by the initially allocated power of the first motor, P1, and the output power of the second motor is the correction factor of the second
motor, α2 multiplied by the initially allocated power of the second motor, P2,
[0032] The first relationship and the second relationship in step (4) are transformed into formulas:
where α1 is the correction factor of the first motor, α2 is the correction factor of the second motor, T1 is the current temperature of the first motor, T2 is the current temperature of the second motor, kdq is the temperature rise rate of the first motor, kdz is the temperature rise rate of the second motor, and Pr is the required power of the vehicle, where t1 and t2 represent sampling time.
[0033] The first relationship not only can be transformed into the formula
, but also can be transformed into other expressions according to actual conditions in other implementations. For example, when the rated powers of the two motors differ greatly from each other, a certain weight needs to be set to make the settings more reasonable.
[0034] As shown in FIG. 1, a required torque Tout may be obtained by looking up a MAP table based on a current output shaft speed nout, accelerator pedal opening, and a vehicle speed, and the required power of the vehicle may also be obtained: Pr = (nout * Tout) / 9550.
[0035] The rated power and peak power of the first motor are Pqr and Pqp respectively, and the rated power and peak power of the second motor are Pzr and Pzp respectively. The required power of the vehicle is greater than a sum of the rated powers of the two motors, that is, Pr>Pqr+Pzr. Generally, Pr cannot exceed a sum of the peak powers.
[0036] In this method embodiment, the required power of the vehicle is greater than the sum of the rated powers of the two motors. Certainly, in another implementation, the required power of the vehicle may alternatively be less than the sum of the rated powers of the two motors. The motor can long operate under the rated power without being overheated. Once the output power exceeds the rated power, the temperature of the motor will rise rapidly. Therefore, when the required power of the vehicle is less than the sum of the rated powers of the two motors, the power allocation method in the prior art may be used, or the method that keeps the two motors below the rated powers may be used.
Vehicle embodiment:
[0037] The present invention provides a vehicle, including a vehicle body, a memory and a processor that are provided in the vehicle body, and a computer program stored in memory and running in the processor. When the processor runs the program, the power allocation method of a bi-electric system in the foregoing method embodiment is implemented, which is not repeated herein.
[0038] The power allocation method of a bi-electric system of the present invention can be applied to a vehicle composed of a dual motor and planetary gear set coupling mechanism. Parameters of the two motors may be the same or different. The present invention can solve the problem of power allocation of two motors with different parameters when a driver-required power exceeds rated powers of the dual motors, achieving more reasonable power allocation.
(1) allocating an initially allocated power to a first motor and a second motor, wherein the initially allocated power of the first motor is P1, and the initially allocated power of the second motor is P2, calculating a heat quantity of the first motor and the second motor based on the initially allocated power of corresponding motors, collecting a heat exchange quantity of a cooling system of the first motor and the second motor in a current state, and the heat quantity of the first motor and the second motor respectively minus the heat exchange quantity of the cooling system of corresponding motors to obtain an absolute temperature rise heat quantity of corresponding motors;
(2) obtaining a temperature rise rate of the first motor and the second motor based on the absolute temperature rise heat quantity of corresponding motors and corresponding motor characteristics; and
(3) obtaining a current temperature of the first motor, T1 and a current temperature of the second motor, T2, and determining an output power of the first motor and an output power of the second motor according to the following two relationships:
a first relationship: a temperature of the first motor at a next moment and a temperature
of the second motor at the next moment are adjusted to be equal based on the current
temperature of the first motor, T1 and the current temperature of the second motor, T2 in combination with a temperature rise rate of the first motor, kdq, a temperature rise rate of the second motor, kdz, a correction factor of the first motor, α1 and a correction factor of the second motor, α2,
where t1 and t2 represent sampling time; and
a second relationship: a sum of the output power of the first motor and the output
power of the second motor is equal to a required power of a vehicle comprising the
first motor and the second motor, Pr, wherein the output power of the first motor is the correction factor of the first
motor, α1 multiplied by the initially allocated power of the first motor, P1, and the output power of the second motor is the correction factor of the second
motor, α2 multiplied by the initially allocated power of the second motor, P2,
wherein Qq1 is a temperature at a cooling water inlet of the motor, Qq2 is a temperature at a cooling water outlet of the motor, qq is flux of a coolant flowing through the motor per unit sampling time, ρ is density of the coolant, and C is a specific heat capacity of the coolant.
the initially allocated power of the second motor is:
wherein Pqr is a rated power of the first motor, Pzr is a rated power of the second motor, Pqp is a peak power of the first motor, Pzp is a peak power of the second motor, and Pr is the required power of the vehicle.
(1) allocating an initially allocated power to the first motor and the second motor, wherein the initially allocated power of the first motor is P1, and the initially allocated power of the second motor is P2, calculating a heat quantity of the first motor and the second motor based on the initially allocated power of corresponding motors, collecting a heat exchange quantity of a cooling system of the first motor and the second motor in a current state, and the heat quantity of the first motor and the second motor respectively minus the heat exchange quantity of the cooling system of corresponding motors to obtain an absolute temperature rise heat quantity of corresponding motors;
(2) obtaining a temperature rise rate of the first motor and the second motor based on the absolute temperature rise heat quantity of corresponding motors and corresponding motor characteristics; and
(3) obtaining a current temperature of the first motor, T1 and a current temperature of the second motor, T2, and determining an output power of the first motor and an output power of the second motor according to the following two relationships:
a first relationship: a temperature of the first motor at a next moment and a temperature
of the second motor at the next moment are adjusted to be equal based on the current
temperature of the first motor, T1 and the current temperature of the second motor, T2 in combination with a temperature rise rate of the first motor, kdq, a temperature rise rate of the second motor, kdz, a correction factor of the first motor, α1 and a correction factor of the second motor, α2,
where t1 and t2 represent sampling time; and
a second relationship: a sum of the output power of the first motor and the output
power of the second motor is equal to a required power of the vehicle, Pr, wherein the output power of the first motor is the correction factor of the first
motor, α1 multiplied by the initially allocated power of the first motor, P1, and the output power of the second motor is the correction factor of the second
motor, α2 multiplied by the initially allocated power of the second motor, P2,
wherein Qq1 is a temperature at a cooling water inlet of the motor, Qq2 is a temperature at a cooling water outlet of the motor, qq is flux of a coolant flowing through the motor per unit sampling time, ρ is density of the coolant, and C is a specific heat capacity of the coolant.
the initially allocated power of the second motor is:
wherein Pqr is a rated power of the first motor, Pzr is a rated power of the second motor, Pqp is a peak power of the first motor, Pzp is a peak power of the second motor, and Pr is the required power of the vehicle.
(1) Zuordnen einer anfänglich zugeordneten Leistung zu einem ersten Motor und einem zweiten Motor, wobei die anfänglich zugeordnete Leistung des ersten Motors P1 ist und die anfänglich zugeordnete Leistung des zweiten Motors P2 ist, Berechnen einer Wärmemenge des ersten Motors und des zweiten Motors basierend auf der anfänglich zugeordneten Leistung der entsprechenden Motoren durch Erfassen einer Wärmeaustauschmenge eines Kühlsystems des ersten Motors und des zweiten Motors in einem aktuellen Zustand und der jeweiligen Wärmeaustauschmenge des ersten Motors und des zweiten Motors minus der Wärmeaustauschmenge des Kühlsystems der entsprechenden Motoren, um eine absolute Wärmemenge des Temperaturanstiegs der entsprechenden Motoren zu erhalten;
(2) Erhalten einer Temperaturanstiegsrate des ersten Motors und des zweiten Motors basierend auf der absoluten Wärmemenge des Temperaturanstiegs der entsprechenden Motoren und den entsprechenden Motormerkmalen; und
(3) Erhalten einer aktuellen Temperatur des ersten Motors T1 und einer aktuellen Temperatur des zweiten Motors T2 und Bestimmen einer Ausgangsleistung des ersten Motors und einer Ausgangsleistung des zweiten Motors gemäß den folgenden beiden Beziehungen:
eine erste Beziehung: eine Temperatur des ersten Motors in einem nächsten Moment und
eine Temperatur des zweiten Motors im nächsten Moment werden basierend auf der aktuellen
Temperatur des ersten Motors T1 und der aktuellen Temperatur des zweiten Motors T2 in Kombination mit einer Temperaturanstiegsrate des ersten Motors kdq, einer Temperaturanstiegsrate des zweiten Motors kdz, einem Korrekturfaktor des ersten Motors α1 und einem Korrekturfaktor des zweiten Motors α2 so eingestellt, dass sie gleich sind,
wobei t1 und t2 die Abtastzeit darstellen; und
eine zweite Beziehung: eine Summe der Ausgangsleistung des ersten Motors und der Ausgangsleistung
des zweiten Motors ist gleich einer Sollleistung eines Fahrzeugs mit dem ersten und
zweiten Motor Pr, wobei die Ausgangsleistung des ersten Motors der Korrekturfaktor des ersten Motors
α1 multipliziert mit der anfänglich zugeordneten Leistung des ersten Motors P1 ist und die Ausgangsleistung des zweiten Motors der Korrekturfaktor des zweiten Motors
α2 multipliziert mit der anfänglich zugeordneten Leistung des zweiten Motors P2 ist,
wobei Qq1 eine Temperatur an einem Kühlwasserleinlass des Motors ist, Qq2 eine Temperatur an einem Kühlwasserauslass des Motors, qq ein Strom eines pro Einheitsabtastzeit durch den Motor strömenden Kältemittels, ρ die Dichte des Kältemittels und c eine spezifische Wärmekapazität des Kältemittels.
die anfänglich zugeordnete Leistung des zweiten Motors wie folgt ist:
wobei Pqr eine Nennleistung des ersten Motors ist, Pzr eine Nennleistung des zweiten Motors, Pqp eine Spitzenleistung des ersten Motors, Pzp eine Spitzenleistung des zweiten Motors und Pr eine Sollleistung des Fahrzeugs.
einen Speicher und einen Prozessor, die in der Fahrzeugkarosserie bereitgestellt sind, sowie ein in dem Speicher gespeichertes Computerprogramm, das auf dem Prozessor läuft, dadurch gekennzeichnet, dass, wenn der Prozessor das Programm ausführt, die folgenden Schritte implementiert werden:
(1) Zuordnen einer anfänglich zugeordneten Leistung zum ersten Motor und zum zweiten Motor, wobei die anfänglich zugeordnete Leistung des ersten Motors P1 ist und die anfänglich zugeordnete Leistung des zweiten Motors P2 ist, Berechnen einer Wärmemenge des ersten Motors und des zweiten Motors basierend auf der anfänglich zugeordneten Leistung der entsprechenden Motoren durch Erfassen einer Wärmeaustauschmenge eines Kühlsystems des ersten Motors und des zweiten Motors in einem aktuellen Zustand und der jeweiligen Wärmeaustauschmenge des ersten Motors und des zweiten Motors minus der Wärmeaustauschmenge des Kühlsystems der entsprechenden Motoren, um eine absolute Wärmemenge des Temperaturanstiegs der entsprechenden Motoren zu erhalten;
(2) Erhalten einer Temperaturanstiegsrate des ersten Motors und des zweiten Motors basierend auf der Wärmemenge des absoluten Temperaturanstiegs der entsprechenden Motoren und den entsprechenden Motormerkmalen; und
(3) Erhalten einer aktuellen Temperatur des ersten Motors T1 und einer aktuellen Temperatur des zweiten Motors T2 und Bestimmen einer Ausgangsleistung des ersten Motors und einer Ausgangsleistung des zweiten Motors gemäß den folgenden beiden Beziehungen:
eine erste Beziehung: eine Temperatur des ersten Motors in einem nächsten Moment und
eine Temperatur des zweiten Motors im nächsten Moment werden basierend auf der aktuellen
Temperatur des ersten Motors T1 und der aktuellen Temperatur des zweiten Motors T2 in Kombination mit einer Temperaturanstiegsrate des ersten Motors kdq, einer Temperaturanstiegsrate des zweiten Motors kdz, einem Korrekturfaktor des ersten Motors α1 und einem Korrekturfaktor des zweiten Motors α2 so eingestellt, dass sie gleich sind,
wobei t1 und t2 die Abtastzeit darstellen; und
eine zweite Beziehung: eine Summe der Ausgangsleistung des ersten Motors und der Ausgangsleistung
des zweiten Motors ist gleich einer Sollleistung des Fahrzeugs Pr, wobei die Ausgangsleistung des ersten Motors der Korrekturfaktor des ersten Motors
α1 multipliziert mit der anfänglich zugeordneten Leistung des ersten Motors P1 ist und die Ausgangsleistung des zweiten Motors der Korrekturfaktor des zweiten Motors
α2 multipliziert mit der anfänglich zugeordneten Leistung des zweiten Motors P2 ist,
wobei Qq1 eine Temperatur an einem Kühlwasserleinlass des Motors ist, Qq2 eine Temperatur an einem Kühlwasserauslass des Motors, qq ein Strom eines pro Einheitsabtastzeit durch den Motor strömenden Kältemittels, ρ die Dichte des Kältemittels und c eine spezifische Wärmekapazität des Kältemittels.
die anfänglich zugeordnete Leistung des zweiten Motors wie folgt ist:
wobei Pqr eine Nennleistung des ersten Motors ist, Pzr eine Nennleistung des zweiten Motors, Pqp eine Spitzenleistung des ersten Motors, Pzp eine Spitzenleistung des zweiten Motors und Pr eine Sollleistung des Fahrzeugs.
(1) l'allocation d'une puissance initialement allouée à un premier moteur et à un second moteur, la puissance initialement allouée du premier moteur étant P1, et la puissance initialement allouée du second moteur étant P2, le calcul d'une quantité de chaleur du premier moteur et du second moteur sur la base de la puissance initialement allouée de moteurs correspondants, la collecte d'une quantité d'échange de chaleur d'un système de refroidissement du premier moteur et du second moteur dans un état actuel, et de la quantité de chaleur du premier moteur et du second moteur respectivement moins la quantité d'échange de chaleur du système de refroidissement de moteurs correspondants pour obtenir une quantité de chaleur d'élévation de la température absolue de moteurs correspondants ;
(2) l'obtention d'une vitesse d'élévation de la température du premier moteur et du second moteur sur la base de la quantité de chaleur d'élévation de la température absolue de moteurs correspondants et de caractéristiques de moteurs correspondants ; et
(3) l'obtention d'une température actuelle du premier moteur, T1, et d'une température actuelle du second moteur, T2, et la détermination d'une puissance de sortie du premier moteur et d'une puissance de sortie du second moteur en fonction des deux relations suivantes :
une première relation : une température du premier moteur à un moment suivant et une
température du second moteur à un moment suivant sont ajustées pour être égales sur
la base de la température actuelle du premier moteur, T1 et de la température actuelle du second moteur, T2 en combinaison avec une vitesse d'élévation de la température du premier moteur,
kdq, une vitesse d'élévation de la température du second moteur, kdz, un facteur de correction du premier moteur, α1 et un facteur de correction du second moteur, α2,
où t1 et t2 représentent le temps d'échantillonnage ; et
une seconde relation : une somme de la puissance de sortie du premier moteur et de
la puissance de sortie du second moteur est égale à une puissance requise d'un véhicule
comprenant le premier moteur et le second moteur, Pr, la puissance de sortie du premier moteur étant le facteur de correction du premier
moteur, α1 multiplié par la puissance initialement allouée du premier moteur, P1, et la puissance de sortie du second moteur étant le facteur de correction du second
moteur, α2 multiplié par la puissance initialement allouée du second moteur, P2,
où Qq1 est une température à une entrée d'eau de refroidissement du moteur, Qq2 est une température à une sortie d'eau de refroidissement du moteur, qq est le flux d'un liquide de refroidissement traversant le moteur par unité de temps d'échantillonnage, ρ est la densité du liquide de refroidissement, et c est une capacité thermique spécifique du liquide de refroidissement.
la puissance initialement allouée du second moteur est :
où Pqr est une puissance nominale du premier moteur, Pzr est une puissance nominale du second moteur, Pqp est une puissance de crête du premier moteur, Pzp est une puissance de crête du second moteur, et Pr est une puissance requise du véhicule.
(1) l'allocation d'une puissance initialement allouée au premier moteur et au second moteur, la puissance initialement allouée du premier moteur étant P1, et la puissance initialement allouée du second moteur étant P2, le calcul d'une quantité de chaleur du premier moteur et du second moteur sur la base de la puissance initialement allouée de moteurs correspondants, la collecte d'une quantité d'échange de chaleur d'un système de refroidissement du premier moteur et du second moteur dans un état actuel, et de la quantité de chaleur du premier moteur et du second moteur respectivement moins la quantité d'échange de chaleur du système de refroidissement de moteurs correspondants pour obtenir une quantité de chaleur d'élévation de la température absolue de moteurs correspondants ;
(2) l'obtention d'une vitesse d'élévation de la température du premier moteur et du second moteur sur la base de la quantité de chaleur d'élévation de la température absolue de moteurs correspondants et de caractéristiques de moteurs correspondants ; et
(3) l'obtention d'une température actuelle du premier moteur, T1, et d'une température actuelle du second moteur, T2, et la détermination d'une puissance de sortie du premier moteur et d'une puissance de sortie du second moteur en fonction des deux relations suivantes :
une première relation : une température du premier moteur à un moment suivant et une
température du second moteur à un moment suivant sont ajustées pour être égales sur
la base de la température actuelle du premier moteur, T1 et de la température actuelle du second moteur, T2 en combinaison avec une vitesse d'élévation de la température du premier moteur,
kdq, une vitesse d'élévation de la température du second moteur, kdz, un facteur de correction du premier moteur, α1 et un facteur de correction du second moteur, α2,
où t1 et t2 représentent le temps d'échantillonnage ; et
une seconde relation : une somme de la puissance de sortie du premier moteur et de
la puissance de sortie du second moteur est égale à la puissance requise du véhicule,
Pr, la puissance de sortie du premier moteur étant le facteur de correction du premier
moteur, α1, multiplié par la puissance initialement allouée du premier moteur, P1, et la puissance de sortie du second moteur étant le facteur de correction du second
moteur, α2, multiplié par la puissance initialement allouée du second moteur, P2,
où Qq1 est une température à une entrée d'eau de refroidissement du moteur, Qq2 est une température à une sortie d'eau de refroidissement du moteur, qq est le flux d'un liquide de refroidissement traversant le moteur par unité de temps d'échantillonnage, ρ est la densité du liquide de refroidissement, et c est la capacité thermique spécifique du liquide de refroidissement.
la puissance initialement allouée du second moteur est :
où Pqr est une puissance nominale du premier moteur, Pzr est une puissance nominale du second moteur, Pqp est une puissance de crête du premier moteur, Pzp est une puissance de crête du second moteur, et Pr est une puissance requise du véhicule.
REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.
Patent documents cited in the description