CN101708694A - 一种电动汽车里程增加器控制系统及其控制方法 - Google Patents

一种电动汽车里程增加器控制系统及其控制方法 Download PDF

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CN101708694A
CN101708694A CN200910185970A CN200910185970A CN101708694A CN 101708694 A CN101708694 A CN 101708694A CN 200910185970 A CN200910185970 A CN 200910185970A CN 200910185970 A CN200910185970 A CN 200910185970A CN 101708694 A CN101708694 A CN 101708694A
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杨上东
江兆周
冯超
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Chery New Energy Automobile Co Ltd
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SAIC Chery Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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Abstract

本发明涉及一种电动汽车里程增加器控制系统，包括里程增加器，里程增加器以共母线的方式并接在高压蓄电池和逆变器之间，高压蓄电池与整车控制器相连，整车控制器的输入端接用以检测驾驶的纯电动发电模式或混合动力发电模式请求的EV/PHEV开关，逆变器与驱动电机连接，所述的整车控制器起动里程增加器向高压蓄电池供电。本发明还公开了一种电动汽车里程增加器控制系统的控制方法。本发明中的整车控制器根据高压蓄电池的电量状态计算基本发电需求，并按照不同的模式控制发电机输出相应的发电功率。本发明实现了里程增加器对整车的发电功能，延长了车辆的续航里程，还能有效控制排放、油耗以及NVH性能。

Description

一种电动汽车里程增加器控制系统及其控制方法
技术领域
本发明涉及电动汽车的控制领域，尤其是一种电动汽车里程增加器控制系统及其控制方法。
背景技术
能源危机和环境恶化已成为制约全球发展的重要因素，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。电动车采用纯电力驱动，能达到减少排放、降低能耗的目的，与传统内燃机车或混合动力车相比，纯电动车(EV)的典型区别在于：1、电动机是车辆的驱动动力源，可以实现车辆的前进和倒退；2、电动机可以参与车辆制动，回收制动能量；3、电动车的主要能量源于能量存储单元(一般是高压电池)；4、电动车的能量主要来自外接充电。
由于纯电动车的电池能量有限，因此纯电动车的续驶里程受到了较大的限制。为了解决纯电动车的续驶里程问题，目前比较流行的办法是在车上加装一里程增加器，当电池电量不足时，启动里程增加器为高压电池充电，这就是所谓的插入式电动车(PHEV)。对里程增加器控制是否合理，将直接影响到整车的经济性、动力性以及排放性能。
发明内容
本发明的首要目的在于提供一种结构简单、能够延长整车续航里程、还能有效控制排放、油耗以及NVH性能的电动汽车里程增加器控制系统。
为实现上述目的，本发明采用了以下技术方案：一种电动汽车里程增加器控制系统，包括里程增加器，里程增加器以共母线的方式并接在高压蓄电池和逆变器之间，高压蓄电池与整车控制器相连，整车控制器的输入端接用以检测驾驶的纯电动发电模式或混合动力发电模式请求的EV/PHEV开关，逆变器与驱动电机连接，所述的整车控制器起动里程增加器向高压蓄电池供电。
本发明的另一目的在于提供一种电动汽车里程增加器控制系统的控制方法，该方法包括下列顺序的步骤：
(1)当驾驶员按下EV开关时，整车控制器进入纯电动发电模式，整车控制器在纯电动发电模式下控制里程增加器发电；
(2)当驾驶员按下PHEV开关时，整车控制器进入混合动力发电模式，整车控制器在混合动力发电模式下控制里程增加器发电。
由上述技术方案可知，本发明通过在中控台上设置EV/PHEV开关，按下EV开关表示进入纯电动发电模式，按下PHEV开关表示进入混合动力发电模式，本发明中的整车控制器根据高压蓄电池的电量状态计算基本发电需求，并按照不同的模式控制发电机输出相应的发电功率。本发明实现了里程增加器对整车的发电功能，延长了车辆的续航里程，还能有效控制排放、油耗以及NVH性能。
附图说明
图1是本发明的结构框图；
图2是本发明的控制原理框图。
具体实施方式
一种电动汽车里程增加器控制系统，包括里程增加器10，里程增加器10以共母线的方式并接在高压蓄电池20和逆变器30之间，高压蓄电池20与整车控制器50相连，整车控制器50的输入端接用以检测驾驶的纯电动发电模式或混合动力发电模式请求的EV/PHEV开关，其中EV开关是指纯电动发电模式，PHEV开关是指混合动力发电模式。逆变器30与驱动电机40连接，驱动电机40的转矩通过变速箱传递给驱动轮，驱动整车运行。所述的整车控制器50控制里程增加器10发电并向高压蓄电池20供电，如图1所示。
结合图1，所述的里程增加器10包括发动机11，发动机11和发电机12一体化连接，发电机控制器13、发动机控制器14的输入端分别通过CAN总线70与整车控制器50进行通讯，发电机控制器13、发动机控制器14的输出端分别与发电机12、发动机11连接，所述的发电机12通过整流器接在高压蓄电池20与逆变器30之间。发动机控制器14实现发动机11的调速控制，发电机控制器13实现对发电机12的控制，里程增加器10的电能会通过整流器输出到高压母线上，供电驱动系统使用。高压蓄电池20的电能输出至逆变器30从而为驱动电机40提供电能，高压蓄电池20也可以接受来自逆变器30再生制动时的发电能量，在车辆运行过程中高压蓄电池20接受来自里程增加器10的电能，此外，高压蓄电池20的电能还可以通过外接充电获得。
结合图1，所述的高压蓄电池20还与电池控制器60连接，电池控制器60通过CAN总线70与整车控制器50通讯，所述的高压蓄电池20还接外接电源，所述的整车控制器50的输入端分别接车速传感器、档位检测器、电机驱动控制器、踏板开关。本发明通过车速传感器80可以检测到车辆速度，整车控制器50、电池控制器60、发电机控制器13、发动机控制器14通过CAN总线70连接。电池控制器60检测高压蓄电池20的状态并向整车控制器50实时反映。整车控制器50接受到电池控制器60反馈的高压蓄电池20的荷电状态SOC，发现荷电状态SOC低于一定值时，整车控制器50将启动里程增加器10，然后请求其发电。
以下结合图1、2对本发明作进一步的说明。
首先，整车控制器50接收电池控制器60反馈的高压蓄电池20的荷电状态SOC，同时整车控制器50会检测驾驶员的EV/PHEV开关输入，判定当前的请求模式。若驾驶员按下EV开关，整车控制器50进入纯电动发电模式，整车控制器50在纯电动发电模式下控制里程增加器10发电，整车控制器50会根据高压蓄电池20的荷电状态SOC查表，见图2中的“EV查表P1”，求得纯电动发电模式下的请求发电功率P1；若驾驶员按下PHEV开关，整车控制器50进入混合动力发电模式，整车控制器50在混合动力发电模式下控制里程增加器10发电，整车控制器7会根据高压蓄电池20的荷电状态SOC查表，见图2中的“EV查表P2”，求得混合动力发电模式下的请求发电功率P2。可见，在不同的发电模式下，整车控制器50根据电池控制器60检测到的高压蓄电池20的电量，经过查表输出相应的请求发电功率至发动机控制器14。本发明以纯电动发电模式举例说明。
其次，整车控制器50会根据车速传感器80检测到的车速查表，见图2中的“车速查表”，得到基于车速的功率修正系数A，同时，整车控制器50会根据驾驶员的请求功率查表，见图2中的“基于请求功率修正表”得到基于驾驶员请求的功率修正系数B，在这两个功率修正系数中取较大的一个值为里程增加器10的功率修正系数，假设A＞B，把功率修正系数A与纯电动发电模式下整车控制器50输出的请求发电功率P1相乘，得到的乘积A×P1就是修正以后的里程增加器10的请求发电功率P3。当整车车速较高或驾驶员请求功率较大时，里程增加器10的功率修正系数会适当增大；当整车车速较低或驾驶员请求功率较小时，里程增加器10的功率修正系数会适当减小。
再次，整车控制器50根据里程增加器10的请求发电功率P3，查表得到发动机11的请求速度V，见图2中的“请求速度V”，整车控制器50会把该请求速度V通过CAN总线70发送给发动机控制器14，发动机控制器14会控制发动机11最终实现发动机11的请求速度。
最后，整车控制器50会根据发动机11的当前实际转速查表，见图2中的“最大发电功率Pmax”，得到发动机11当前可提供的最大发电功率Pmax，同时，将该最大发电功率Pmax与里程增加器10的请求发电功率P3相比较，取二者中较小的作为发电机12的最终请求功率P4，该最终请求功率P4会被整车控制器50通过CAN总线70发送至发电机控制器13，由发电机控制器13控制发电机12实现发电机12的最终请求功率P4。
综上所述，本发明的核心在于通过整车控制器50根据高压蓄电池20的电量状态计算基本发电需求，根据当前车速及驾驶员请求功率予以修正，根据修正后的功率得到发动机11优化的工作点，同时对发电机12的功率进行适当控制，同时也兼顾了NVH性能。

Claims (9)

1.一种电动汽车里程增加器控制系统，其特征在于：包括里程增加器，里程增加器以共母线的方式并接在高压蓄电池和逆变器之间，高压蓄电池与整车控制器相连，整车控制器的输入端接用以检测驾驶的纯电动发电模式或混合动力发电模式请求的EV/PHEV开关，逆变器与驱动电机连接，所述的整车控制器起动里程增加器向高压蓄电池供电。
2.根据权利要求1所述的电动汽车里程增加器控制系统，其特征在于：所述的里程增加器包括发动机，发动机和发电机一体化连接，发电机控制器、发动机控制器的输入端分别通过CAN总线与整车控制器进行通讯，发电机控制器、发动机控制器的输出端分别与发电机、发动机连接，所述的发电机通过整流器接在高压蓄电池与逆变器之间。
3.根据权利要求1所述的电动汽车里程增加器控制系统，其特征在于：所述的高压蓄电池还与电池控制器连接，电池控制器通过CAN总线与整车控制器通讯，所述的高压蓄电池还接外接电源，所述的整车控制器的输入端分别接车速传感器、档位检测器、电机驱动控制器、踏板开关。
4.一种电动汽车里程增加器控制系统的控制方法，该方法包括下列步骤的顺序：
(1)当驾驶员按下EV开关时，整车控制器进入纯电动发电模式，整车控制器在纯电动发电模式下控制里程增加器发电；
(2)当驾驶员按下PHEV开关时，整车控制器进入混合动力发电模式，整车控制器在混合动力发电模式下控制里程增加器发电。
5.根据权利要求4所述的电动汽车里程增加器控制系统的控制方法，其特征在于：在不同的发电模式下，整车控制器根据电池控制器检测到的高压蓄电池的电量，输出相应的请求发电功率至发动机控制器。
6.根据权利要求4所述的电动汽车里程增加器控制系统的控制方法，其特征在于：所述的里程增加器串接在高压蓄电池和逆变器之间，高压蓄电池与整车控制器的输出端相连，整车控制器的输入端分别接EV/PHEV开关，逆变器的输出端与驱动电机连接，所述的整车控制器控制里程增加器向高压蓄电池供电，所述的里程增加器包括发动机，发动机和发电机一体化连接，发电机控制器、发动机控制器的输入端分别通过CAN总线与整车控制器进行通讯，发电机控制器、发动机控制器的输出端分别与发电机、发动机连接，所述的发电机通过整流器接在高压蓄电池与逆变器之间，所述的高压蓄电池还与电池控制器连接，电池控制器通过CAN总线与整车控制器通讯，所述的高压蓄电池还接外接电源，所述的整车控制器的输入端分别接车速传感器、档位检测器、电机驱动控制器、踏板开关。
7.根据权利要求5所述的电动汽车里程增加器控制系统的控制方法，其特征在于：所述的整车控制器根据当前的车速以及驾驶员的请求功率对整车控制器输出的请求发电功率进行修正，将请求发电功率与功率修正系数的乘积作为里程增加器的请求发电功率，当车速高或驾驶员请求功率大时，功率修正系数增大，反之，功率修正系数减小。
8.根据权利要求7所述的电动汽车里程增加器控制系统的控制方法，其特征在于：所述的整车控制器根据里程增加器的请求发电功率，查表得到发动机的请求速度，整车控制器会把该请求速度通过CAN总线发送给发动机控制器，发动机控制器会控制发动机最终实现发动机的请求速度。
9.根据权利要求7所述的电动汽车里程增加器控制系统的控制方法，其特征在于：所述的整车控制器根据发动机的当前实际转速查表得到发动机当前可提供的最大发电功率，同时，将该最大发电功率与里程增加器的请求发电功率相比较，取二者中较小的作为发电机的最终请求功率，该最终请求功率会被整车控制器通过CAN总线发送至发电机控制器，由发电机控制器控制发电机实现发电机的最终请求功率。
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