CN101417618B - 混合动力电动车辆的推进系统 - Google Patents

混合动力电动车辆的推进系统 Download PDF

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CN101417618B
CN101417618B CN2008101696255A CN200810169625A CN101417618B CN 101417618 B CN101417618 B CN 101417618B CN 2008101696255 A CN2008101696255 A CN 2008101696255A CN 200810169625 A CN200810169625 A CN 200810169625A CN 101417618 B CN101417618 B CN 101417618B
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temperature
inverter
temperature difference
desired temperature
electrical equipment
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CN101417618A (zh
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洪盛康
威廉·大卫·特莱汉
保罗·斯蒂芬·布赖恩
大窪俊介
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
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    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1843—Overheating of driveline components
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/0833—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors for electric motors with control arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
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Abstract

本发明公开一种混合动力电动车辆的推进系统。混合动力电动汽车的逆变器由冷却器进行冷却。逆变器和冷却器之间的预期温度差基于车辆参数确定。将逆变器和冷却器之间的实际温度差与预期温度差相比较。如果实际温度差超过预期温度差则减小最大输出扭矩。

Description

混合动力电动车辆的推进系统
技术领域
本发明涉及控制替代动力车辆的推进系统方法和系统。
背景技术
已知使用了各种方法检测车辆系统的运行状态。美国专利号为6009362的Furukawa专利就是此类方法的例子。根据Furukawa专利，披露了一种异常情况检测装置，其包括检测器，用于检测风扇电动机的一对正极和负极端子。该装置也包括判别电路，用于基于所述端子间测得的电压来确定是否存在异常情况。在电动机正极端子和电源间采用了外部电阻。电动机负极端子接地。检测端子间的电压。判别电路当正极端子的电势小于预定值时确定存在异常情况。
美国专利号为6377880的Kato等人的专利是此类方法的另一个例子。根据Kato等人的专利，披露了一种用于混合动力车辆的冷却风扇故障检测装置，其包含：冷却能力计算装置，其计算冷却风扇的冷却能力；电池加热值计算装置，其计算电池的加热值；以及假定温度变化计算装置，其基于加热值和冷却能力计算电池的假定温度变化。该装置进一步包含实际温度变化计算装置(其计算电池的实际温度变化)以及故障判别装置。故障判别装置通过比较假定温度变化和实际温度变化确定风扇是否出现故障。
国际公布号为WO2006/095929的Yanagida的专利是此类方法的又一个例子。根据Yanagida专利，启动控制器重复实施启动过程用于启动油泵。在重复启动过程如果出现油泵启动故障，则启动控制器当外部空气温度不低于现有参考温度时说明异常出现是在油泵中还是在为油泵供能的电源中。
发明内容
本发明提供了用于控制替代动力车辆的推进系统及其方法。推进系统包括具有最大输出扭矩的电气设备，控制电气设备的电力电子设备以及冷却电气设备和电力电子设备的冷却设备。确定冷却设备和电力电子设备间的预期的温度差。也确定冷却设备和电力电子设备间的实际温度差。确定实际温度差是否大于预期温度差，如果实际温度差大于预期温度差则减小电气设备的最大输出扭矩。
附图说明
图1为在现有车辆速度下最大电动机/发电机扭矩需求的比率相比于逆变器温度、线圈温度以及油温的示意图。
图2为示例混合动力电动自动车辆的一部分的框图。
图3为图2中驱动桥的框图。
图4为根据本发明的特定实施例确定逆变器是否按照设计运转的示例性策略流程图。
图5为给定周围温度下图3中逆变器中的一个和图3中冷却管中的液体的温度差与扭矩需求相比的示例图。
图6为根据本发明的特定实施例用于管理电动机电子冷却系统的示例性策略示意图。
图7为在现有车辆速度下最大电动机/发电机扭矩需求的比率与逆变器温度相比的示意图。
具体实施方式
这里参考带有两个电气设备的具有动力分配混合动力驱动桥的替代动力车辆描述了策略和技术。然而，这里描述的策略和技术可以应用于其他具有任意数量的电气设备的替代动力车辆上。例如，这里讨论的策略和技术可应用于具有单个电气设备的并联混合动力车辆。作为另一个例子，这里讨论的策略和技术可应用于具有四个电力设备的串联混合动力车辆。
用于动力分配混合动力驱动桥的电动机电子设备冷却系统(MECS)可使用由电动泵驱动的液体冷却系统将驱动桥生成的热传递给空气。该系统使用了冷却剂至空气的散热器设计，其可与用于内燃机的散热设计相似。
当MECS按照设计运转时，其能够对逆变器、电动机/发电机线圈以及传动液提供足够的冷却。在特定运行情况下，逆变器、线圈和/或传动液可达到接近于其功能极限的温度。为防止驱动桥部件超出其功能极限，传动控制单元(TCU)根据其部件的实际温度可减少扭矩输出量。如图1中的示例可见，在当前车辆速度下最大电动机/发电机扭矩需求的比率在超过逆变器温度(如粗黑线所示)、线圈温度(如细黑线所示)以及油温(如虚线所示)的特定阈值时会减小。该扭矩减小策略允许驱动桥部件在允许车辆恢复全面驾驶性能前冷却下来。
当MECS未按照设计运转时，例如系统中有不正确的冷却模式时，上述扭矩减少策略可能无法将驱动桥部件足够快地冷却以允许恢复全面车辆驾驶性能。例如，逆变器的电力电子设备可从正常温度迅速转换为最高温度。在该最高温度极限下，TCU可根据电动机的电子设备或发电机的电子设备是否越过其极限而将车辆置为限制运行状态(LOS)或退出路面(quit on road，QOR)的情况。
这里描述的检测和管理策略对于电动机逆变器和发电机逆变器可相似。然而，每个逆变器可独立评价。扭矩减少开始发生的时间可以独立控制。通过分离每个逆变器的检测和管理，车辆驾驶性能可以最大化。作为例子，在公路巡航速度下，发电机相比于电动机提供更多量的扭矩。这可导致发电机达到使其无法再按照设计运转的温度。作为另一个例子，在陡峭斜坡情况下，电动机相比于发电机提供更多量的扭矩。这可导致电动机达到其无法再按照设计运转的温度。
如在图2的例子中可见，混合动力控制单元(HCU)10与周围温度传感器12、发动机控制单元(ECU)16以及驱动桥18通讯，驱动桥18包括电力电子模块(PEM)19。如上所述，其他的配置也可以。
如在图3的例子中所示，驱动桥18包括电动机20和发电机22。在其他例子中，驱动桥可包括更多或更少的电气设备。PEM19包括电动机逆变器24和发电机逆变器26以及温度传感器28、30，温度传感器28、30分别监测电动机逆变器24和发电机逆变器26的温度。MECS的冷却管32通过驱动桥18。冷却管32传送液体用于冷却电动机20和发电机22以及电动机逆变器24和发电机逆变器26。温度传感器34监测冷却管32内的液体温度。
检测
这里的一些检测策略是基于电动机20以及发电机22的扭矩输出与逆变器24、26超出冷却管32内液体温度的温度提升的线性相关关系，这里称为INV_DELTA_T。如图4中的例子可见，在方框36处，则HCU10确定温度传感器12、28以及30、34是否按照设计运转。如果没有，则策略返回至开始。温度传感器12、28、30、34的运行可随后以任何合适的方式调整。如果是，则HCU10在方框38处确定每个逆变器24、26和冷却管32内液体温度的预测温度差。预测温度差基于周围温度和电动机20与发电机22分别的扭矩需求，电动机20与发电机22的扭矩需求分别与电动机20和发电机22的扭矩输出线性成比例。在其他例子中，预测温度可基于诸如冷却风扇速度和车辆速度等因素。为做出该决定，例如HCU10可参考存储于存储器内的装有此类数据的查找表。该数据可通过测试、模拟或任何其他所需的技术收集。
在方框40处，HCU10确定逆变器24、26与冷却管32内液体温度间的实际温度差是否大于其各自的预测温度差。例如，HCU10读取温度传感器28、30、34用于计算实际温度差。如果为否，则在方框42处除非计数器等于零，否则HCU10将计数器减小。随后策略返回至开始。如果为是，则HCU10在方框44处将计数器增加。在方框46处，HCU10确定计数器是否已达到其最大值。该最大值可以校正并取决于设计考虑。如果为否，则策略返回至开始。如果为是，则在方框48处设立冷却标记。策略随后前进至结束。
如图5中的例子可见，圆数据点指示当MECS按照设计运转时在电动机20的各种扭矩需求下测量的INV_DELTA_T。方数据点指示当MECS没有按照设计运转时在电动机20的各种扭矩需求下测量的INV_DELTA_T。发电机22的类似数据可以通过分析、测试或模拟获得。选择性地画出的较低直线指示预测的INV_DELTA_T最小值。选择性地画出的较高直线指示预测的INV_DELTA_T最大值。较直低线可为可校正极限，上述所讨论的计数器在该校正极限增加或减少。
如下所讨论，可以作为关于图5中的较高和较低直线的实际INV_DELTA_T的线性插值计算扭矩减少的百分比。例如，当温度差接近于较低直线时会发生较少量的扭矩减少。当温度差接近较高直线时会发生较大量的扭矩减少。其他技术也可用于确定扭矩减少的百分比。例如，在图5中可选择性地画出单条直线指示预测的INV_DELTA_T。当实际INV_DELTA_T超过预测的INV_DELTA_T时扭矩减少的百分比可为固定值。
管理
在图2和图3的例子中，来自逆变器24、26的能量损失大部分以热的形式散失。随着逆变器24、26的电能输出增加，能量损失量增加。电动机20和发电机22的扭矩输出量分别与逆变器24、26的电能输出成比例。如果正常运转，则逆变器24、26产生的热等于或小于MECS可能散发的热量。如果运转不正常，则逆变器24、26产生的热可能大于MECS可能散发的热量。限定电动机20和发电机22的扭矩输出量分别限制了逆变器24、26产生的热。
在图6的例子中可见，在方框50处，HCU10确定是否已经设定冷却系统标记。如果没有，则策略返回至开始。如果是，则HCU10在方框52处确定逆变器24、26的实际温度差是否超过了冷却系统不能够按照设计运转的极限。如果没有，则策略返回至方框50，如果是，则HCU10在方框54处设定诊断码并照亮扳手。在方框56处，HCU10减少最大允许扭矩。策略随后进行至结束。
在图6的例子中，扭矩的减少量取决于相对于最小和最大预测INV_DELTA_T的实际INV_DELTA_T。作为一个例子，如果允许扭矩减少且实际INV_DELTA_T在图5中最大和最小预测INV_DELTA_T的中间，则可如图7中的例子所见，HCU10可将在当前车辆速度下的电动机扭矩需求的比率从100％降低至实线和虚线间的中间值，或80％，以使电动机逆变器温度在大约75至140摄氏度之间。实线指示当MECS未按照设计运转时校正的最小扭矩减少。虚线指示当MECS未按照设计运转时校正的最大扭矩减少。实际的INV_DELTA_T越接近最小预测INV_DELTA_T，扭矩减少越少。如果实际INV_DELTA_T等于或大于最大预测INV_DELTA_T，则HCU10会按图7中的校正表100％地减少扭矩。
虽然已经图示和描述了本发明的实施例，但不应理解为这些实施例图示和说明了本发明的所有形式。相反地，说明书中的文字为修饰性的而非限定性文字，应理解的是，在不背离本发明的主旨和范围的情况下可作各种变化。

Claims (5)

1.一种混合动力电动车辆的推进系统，包含：
具有最大输出扭矩的电气设备；
控制所述电气设备的电力电子设备；
冷却所述电气设备和所述电力电子设备的冷却器；和
一个或多个控制器，配置用于
确定所述冷却器与所述电力电子设备之间的预期温度差；
确定所述冷却器与所述电力电子设备之间的实际温度差；
确定所述实际温度差是否大于所述预期温度差；以及
如果所述实际温度差大于所述预期温度差，则减少所述电气设备的所述最大输出扭矩。
2.根据权利要求1所述的系统，其中，所述预期温度差基于所述电气设备的扭矩需求。
3.根据权利要求1所述的系统，其中，所述预期温度差基于周围温度。
4.根据权利要求1所述的系统，其中，所述预期温度差基于车辆速度。
5.根据权利要求1所述的系统，其中，将所述电气设备的所述最大输出扭矩减少基于所述实际温度差和所述预期温度差的差值的量。
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