CN100521501C - 一种混合动力电机扭矩管理方法 - Google Patents

一种混合动力电机扭矩管理方法 Download PDF

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CN100521501C
CN100521501C CNB200710164139XA CN200710164139A CN100521501C CN 100521501 C CN100521501 C CN 100521501C CN B200710164139X A CNB200710164139X A CN B200710164139XA CN 200710164139 A CN200710164139 A CN 200710164139A CN 100521501 C CN100521501 C CN 100521501C
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torque
value
motor
request
torsion
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CN101174806A (zh
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杨上东
江兆周
黄敬
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Chery Automobile Co Ltd
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SAIC Chery Automobile Co Ltd
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Priority to US12/680,778 priority patent/US8515606B2/en
Priority to PCT/CN2008/072572 priority patent/WO2009046673A1/zh
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    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60L2260/10—Temporary overload
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    • B60L2260/167—Temporary overload of electrical drive trains of motors or generators
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Abstract

本发明提出一种基于优先级的电机扭矩管理方法，特别适合同轴并联中度混合式混合动力车，实现了对多个扭矩请求源的管理。具体包括电动模式扭矩合成及限制，发电模式扭矩合成及限制和扭矩仲裁管理等部分。当混合动力车发出辅助驱动、发电或再生制动扭矩请求时，整车控制单元根据电机、电池及发动机的状态对这些扭矩请求进行限制，当同时存在两个以上扭矩请求时，整车控制单元对扭矩请求进行仲裁，然后才向电机发出扭矩请求。从而保证混合动力车的整车性能。

Description

一种混合动力电机扭矩管理方法
技术领域
本发明属于混合动力汽车控制领域，实现了混合动力汽车整车控制单元对电机工作扭矩的管理。
背景技术
能源危机和环境恶化已成为制约全球发展重要因素，研究节能、环保的汽车是缓解能源压力、降低环境污染的有效手段之一。混合动力汽车兼顾了内燃机汽车和纯电动汽车的优点，具有低油耗、低排放、长行驶里程等优点，是当前切实可行的一种方案。
由于并联式混合动力具有两个动力源，发动机和电机，混合动力整车控制器(HCU)需要根据当前汽车运行状态，进行工作模式判定，然后分别向发动机和电机发出动力和模式请求，发动机和电机控制单元根据混合动力整车控制器的命令分别控制其动力源以满足整车的需求。
当混合动力车发出辅助驱动、发电或再生制动扭矩请求时，整车控制单元需要根据电机、电池及发动机的状态对这些扭矩请求进行限制，当同时存在两个以上扭矩请求时，整车控制单元需要对扭矩请求进行仲裁，然后才向电机发出扭矩请求。因此，如何对扭矩请求进行限制以及扭矩仲裁机制是否合理，将直接影响到混合动力车的整车性能。
发明内容
本发明提出一种基于优先级的电机扭矩管理方法，特别适合同轴并联中度混合式混合动力车，实现了对多个扭矩请求源的管理。发明内容包括：电动模式扭矩合成及限制，发电模式扭矩合成及限制，扭矩仲裁管理等部分。
1、电动模式扭矩请求就是要求电机工作在电动模式下的扭矩请求，在本申请中，这类扭矩请求包括辅助驱动扭矩请求和电池暖机扭矩(Bw_MotTq)请求。其中辅助驱动扭矩请求包括以满足整车动力性能为目的的驱动扭矩请求(Mp)和以提高整车效率为目的的驱动扭矩请求(Me)。电池暖机扭矩和Me都是以提高整车效率为目的的，因此取两者中的大值作为效率电动扭矩请求(Me_Merge)。
当存在上述一个或多个扭矩请求时，为了避免过大或过小的请求扭矩对电机造成损害，混合动力整车控制器会根据电机许可的峰值扭矩和允许的连续运行最大扭矩等条件将电动扭矩请求限制合理的范围内，从而得到效率电动扭矩限制值(Me_Limit)及性能电动扭矩限制值(Mp_Lmit)。
2.发电模式扭矩请求就是指要求电机工作在发电模式下的扭矩请求，在本发明中，这类扭矩请求包括由于电池荷电状态SOC过低发出发电请求(Gen)，再生制动扭矩请求(Regen)，电池暖机扭矩请求(Bw_GenTq)及发动机暖机扭矩请求(Ew_GenTq)。
电池和发动机需要暖机，或电池需要充电时，均有可能要求发动机提供全部或部分发电扭矩，因此取Gen，Bw_GenTq及Ew_GenTq中最小的值作为合成发电扭矩Gen_Syn。
当存在上述扭矩请求时，电机需要工作在发电的状态，此时请求的扭矩值为负值，为了将电机发电扭矩限制在合理的范围内，HCU会根据电机允许的最小连续扭矩对发电扭矩进行限制，得到再生制动扭矩限制值(Regen_Lmit)及发电扭矩限制值(Gen_Lmit)。
3.扭矩仲裁管理，当同时存在多个扭矩请求的时候，HCU会根据各个扭矩请求的优先级进行仲裁，将优先级最高的扭矩作为当前的扭矩请求。扭矩的优先级由大到小为：Mp_Limit，Regen_Lmit，Gen_Lmit及Me_Lmit。从优先级可以看出，以满足汽车动力性能为目的的辅助驱动具有最高优先级，再生制动扭矩请求次之，然后是发电扭矩请求，最后是以效率为目的的辅助驱动。
当出现多个扭矩请求源时，HCU根据上述优先级判断，响应优先级最高的扭矩请求，然后分别向发动机及电机控制模块发出扭矩请求。
附图说明
图1是本发明的机械连接图；
图2是本发明控制原理结构图；
图3A是电动模式扭矩综合及限制流程图A；
图3B是电机模式扭矩综合及限制流程图B；
图4是发电模式扭矩综合及限制流程图；
图5是扭矩仲裁流程图。
Me-效率驱动扭矩请求；Mp-性能电动扭矩请求；me_merge-效率电动扭矩请求；me_flag-效率电动扭矩请求标志位；mp_flg-性能电动扭矩请求标志位；Bw_MotTq-电池暖机电动扭矩请求；mp_syn-性能电动扭矩综合值；me_syn-效率电动扭矩综合值mp_init_limit-性能电动扭矩限制初始值；me_init_limit-效率电动扭矩限制初始值；cont_max-电机连续最大扭矩值；peak_torque-电机峰值扭矩值mp_limit-性能电动扭矩限制值；me_limit-效率电动扭矩限制值；Regen-再生制动扭矩请求；regen_flag-再生制动扭矩请求标志位；regen_syn-再生制动扭矩综合值；regen_limit-再生制动扭矩限制值；gen_flag-发电扭矩请求标志位；gen_syn-发电扭矩综合值；gen_limit-发电扭矩限制值；Bw_GenTq-电池暖机发电扭矩请求；cont_min-电机连续最小扭矩值；ISG_accp_genTq-发动机可接收最大发电扭矩；gen_1-发电第一扭矩值；gen_2-发电第二扭矩值；gen_3-发电第三扭矩值；ISG_reqTqSyn-ISG电机扭矩请求值(该值为最终向ISG请求的扭矩)。
具体实施方式
如图1所示，混合动力汽车为单轴并联混合式汽车，发动机1与电机2同轴布置，电机2是发电及电动功能集成一体的ISG电机，混合动力车动力系统使用了三个控制单元，混合动力控制器(HCU)3、发动机管理系统(EMS)4和电机控制器(MCU)5分别负责对整车、发动机及电机进行控制。
该ISG电机可工作于扭矩模式、速度模式及零扭矩模式，所谓扭矩模式就是以满足混合动力控制器的扭矩请求而所处的工作模式。本发明中，电机工作于扭矩模式下时，电机具有的功能有：辅助驱动(Mp，Me)，发电(Gen)，再生制动(Regen)对电池充放电暖机，对发动机暖机等几种情况。
图2所示为本发明中混合动力控制器进行扭矩管理的结构图，其实施方式是：混合动力控制器根据整车状态、驾驶员需求等因素判定出系统的扭矩请求，然后将请求扭矩分为电动模式扭矩请求和发电模式扭矩请求，再把请求的扭矩进行综合和限制，以保证每个扭矩请求均在合理的范围内，然后把这些扭矩按照设定的优先级进行仲裁，将优先级最高的扭矩请求进行平滑处理后送往电机控制模块，以实现需求的扭矩。
1、电动模式扭矩合成及限制
电动模式扭矩请求就是要求电机工作在电动模式下的扭矩请求，在本发明中，这类扭矩请求包括辅助驱动扭矩请求和电池暖机扭矩(Bw_MotTq)请求。其中辅助驱动扭矩请求包括以满足整车动力性能为目的的驱动扭矩请求(Mp)和以提高整车效率为目的的驱动扭矩请求(Me)。电池暖机扭矩和Me都是以提高整车效率为目的的，因此取两者中的较大值作为效率电动扭矩请求(Me_Merge)。
当存在上述一个或多个扭矩请求时，为了避免过大或过小的请求扭矩对电机造成损害，混合动力控制器会根据电机许可的峰值扭矩和允许的连续运行最大扭矩等条件将电动扭矩请求限制在合理的范围内，从而得到效率电动扭矩限制值(Me_Limit)及性能电动扭矩限制值(Mp_Lmit)。
对电动模式扭矩进行合成及限制的过程如图3A及图3B所示，步骤S1-S4为Me和Bw_MotTq扭矩的合成过程，有Me请求或者电池需要暖机时，把效率电动扭矩标志位(me_flag)置1，并将两者中扭矩更大的一个作为合成效率电动扭矩me_merge。S5-S7为是否有mp请求对合成扭矩mp_syn及me_syn的影响。S8-S16为对mp_syn的限制过程，最终得到性能扭矩限制值mp_limit，限制过程为：首先判断初始性能扭矩限制值mp_init_limit(S10)是否小于当前电机所能提供的连续最大扭矩(cont_max)，若不小于电机连续最大扭矩则进入S12，S12将判断mp_syn是否小于电机的峰值扭矩(peak_torque)，若成立就将最终mp_limit设置为mp_init_limit(S15)，若不成立，也就是说mp_syn超过了电机所能提供的最大扭矩则将请求扭矩设置为电机峰值扭矩(S16)。当S10成立时，进一步判断mp_syn是否超过了电机的连续最大扭矩(S11)，当判断为是时(S11)，将mp_limit设置为mp_syn(S14)，当判断为否时，将mp_limit限制为电机连续最大扭矩(S13)。通过上述过程，将性能电动扭矩合成值限制在电机的连续扭矩和峰值扭矩范围之内。
S17和S18为对me扭矩的限制过程，将me请求值限制在了一个设定的最小值和电机连续运行最大扭矩之间。
2、发电模式扭矩合成及限制
发电扭模式扭矩请求就是指要求电机工作在发电模式下的扭矩请求，在本申请中，这类扭矩请求包括由于电池荷电状态SOC过低发出发电请求(Gen)，再生制动扭矩请求(Regen)，电池暖机发电扭矩请求(Bw_GenTq)及发动机暖机扭矩请求(Ew_GenTq)。
电池和发动机需要暖机，或电池需要充电时，均有可能要求发动机提供全部或部分发电扭矩，因此取Gen，Bw_GenTq及Ew_GenTq中最小的值作为合成发电扭矩Gen_Syn。
当存在上述扭矩请求时，电机需要工作在发电的状态，此时请求的扭矩值为负值，为了将电机发电扭矩限制在合理的范围内，HCU会根据电机允许的最小连续扭矩对发电扭矩进行限制，得到再生制动扭矩限制值(Regen_Lmit)及发电扭矩限制值(Gen_Lmit)。
图4示出了发电模式扭矩的合成及限制过程。S19-S22为再生制动扭矩的处理过程，当有再生制动扭矩请求时，将相应的标志位(regen_flag)置1，并且请求的制动扭矩不能小于电机连续运行的最小的扭矩(S22)。
对发电扭矩的处理过程为S23-S35。S23-S28的意思为当电池暖机发电请求、发动机暖机请求和电池充电请求有一个条件成立时，将合成的发电请求标识置为1(S27)，且将三者中的最小一个扭矩作为发电扭矩请求(S28)。S29表示发电扭矩不能小于电机连续运行的最小扭矩，S30是根据当前电机转速表查出发动机可接受的发电扭矩，S31表示发电扭矩不能超过当前转速下发动机可接受的范围。发电请求是发动机需要提供的扭矩为总的发电请求扭矩减去再生制动提供的扭矩。S33-S35表示当发电请求扭矩大于设定的最小值(注意发电扭矩为负值)则将发电扭矩设为零。
3、扭矩仲裁管理
当同时存在多个扭矩请求的时候，混合动力控制器会根据依据各个扭矩请求的优先级进行仲裁，将优先级最高的扭矩作为当前的扭矩请求。扭矩的优先级由大到小为：Mp_Limit，Regen_Lmit，Gen_Lmit及Me_Lmit。从优先级可以看出，以满足汽车动力性能为目的的辅助驱动具有最高优先级，再生制动扭矩请求次之，然后是发电扭矩请求，最后是以效率为目的的辅助驱动。
当出现多个扭矩请求源时，混合动力控制器根据上述优先级判断，响应优先级最高的扭矩请求，然后分别向发动机及电机控制模块发出扭矩请求。
图5所示就是将上述经过合成和限制的扭矩进行仲裁。首先判断具有最高优先级的Mp请求，当Mp_flag为1则将电机的扭矩请求值(ISG_reqTqSyn)设为mp_limit(S36，S41)；当无Mp请求时，判断是否有再生制动扭矩请求(regen_flag)，若有请求且请求扭矩值小于发电扭矩请求值，则将发往电机的扭矩请求设为regen_limit(S37，S42)；当无再生制动扭矩请求时，判断是否有发电(gen_flag)请求，若有则将ISG_reqTqSyn设为gen_limit(S39，S43)；若没有发电扭矩请求则判断是否有Me请求，若有则将ISG_reqTqSyn设为me_limit(S38，S44)；若没有Me请求，则将ISG_reqTqSyn设为零。当计算出应该送往ISG的请求扭矩大小后还需要对扭矩进行平滑化处理(S45)。
经过扭矩仲裁和平滑化的扭矩最终将送往ISG电机，以满足HCU的扭矩需求，完成本发明中混合动力车的各种扭矩工作模式。

Claims (8)

1、一种电机扭矩管理方法，混合动力控制器根据整车状态、驾驶员需求判定出系统的扭矩请求，将请求的扭矩进行综合和限制，以保证每个扭矩请求均在合理的范围内，然后将这些扭矩请求按照设定的优先级进行仲裁，将优先级最高的扭矩请求进行平滑处理后送往电机控制模块，以实现需求的扭矩，其特征在于，请求扭矩分为电动模式扭矩请求和发电模式扭矩请求，其中所述电动模式扭矩请求包括辅助驱动扭矩请求和电池暖机扭矩请求，其中辅助驱动扭矩请求包括以满足整车动力性能为目的的性能电动扭矩请求和以提高整车效率为目的的效率电动扭矩请求；所述管理方法包括：电动模式扭矩合成及限制、发电模式扭矩合成及限制、以及扭矩仲裁管理，所述电动模式扭矩合成及限制分为最终得到性能电动扭矩限制值的性能电动扭矩合成限制，以及最终得到效率电动扭矩限制值的效率电动扭矩合成限制。
2、如权利要求1所述的电机扭矩管理方法，其特征在于，性能电动扭矩合成限制过程为：判断性能电动扭矩限制初始值是否小于当前电机所能提供的连续最大扭矩，若小于，进一步判断性能电动扭矩综合值是否小于电机连续最大扭矩，当判断为小于时，将性能电动扭矩限制值设置为性能电动扭矩综合值，当判断为不小于时，将性能电动扭矩综合值限制为电机连续最大扭矩；若不小于电机连续最大扭矩，则判断性能电动扭矩综合值是否小于电机的峰值扭矩，若小于就将最终性能电动扭矩限制值设置为性能电动扭矩限制初始值，若不小于，则将请求扭矩设置为电机峰值扭矩。
3、如权利要求1所述的电机扭矩管理方法，其特征在于，效率电动扭矩合成限制过程为：取效率电动扭矩综合值和电机连续最小扭矩值中的较小值作为效率电动扭矩限制初始值；取效率电动扭矩综合值和电机设定最小扭矩值中的较大值作为效率电动扭矩限制值。
4、如权利要求1所述的电机扭矩管理方法，其特征在于：发电模式下的扭矩请求包括由于电池荷电状态过低发出发电请求、再生制动扭矩请求、电池暖机扭矩请求及发动机暖机扭矩请求；
当存在上述发电模式下的扭矩请求时，混合动力控制器HCU根据电机允许的最小连续扭矩对发电扭矩进行限制，得到再生制动扭矩限制值及发电扭矩限制值。
5、如权利要求4所述的电机扭矩管理方法，其特征在于：
所述发电模式扭矩合成及限制的过程有两个部分，第一部分通过将再生制动扭矩限制在电机连续最小扭矩之上得到所述再生制动扭矩限制值；
在第二部分中，取发动机暖机、电池暖机及电池充电扭矩中的最小值作为合成的发电扭矩值，将该合成值限制在电机连续最小扭矩之上得到发电第一扭矩值；然后通过将发电第一扭矩值与再生制动扭矩限制值的差值限制在发动机可接收的最大发电扭矩之内，得到发电第二扭矩值；将发电第二扭矩值与再生制动扭矩限制值之和作为发电第三扭矩值，将其限制在一最小扭矩之上，并将发电第三扭矩值作为发电扭矩限制值。
6、如权利要求1-5任一项所述的电机扭矩管理方法，其特征在于：扭矩仲裁管理为：当同时存在多个扭矩请求的时候，混合动力控制器会依据各个扭矩请求的优先级进行仲裁，将优先级最高的扭矩作为当前的扭矩请求。
7、如权利要求6所述的电机扭矩管理方法，其特征在于：扭矩的优先级由大到小为：性能电动扭矩限制值，再生制动扭矩限制值，发电扭矩限制值及效率电动扭矩限制值。
8、如权利要求1-5，7任一项所述的电机扭矩管理方法，其特征在于所述管理方法用于同轴并联中度混合式动力车。
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