CN101954855B - 混合动力电动汽车的控制方法 - Google Patents

混合动力电动汽车的控制方法 Download PDF

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CN101954855B
CN101954855B CN201010225213.6A CN201010225213A CN101954855B CN 101954855 B CN101954855 B CN 101954855B CN 201010225213 A CN201010225213 A CN 201010225213A CN 101954855 B CN101954855 B CN 101954855B
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torque
power
limit
engine
wheel torque
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CN101954855A (zh
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卡罗尔·路易丝·大久保
大窪俊介
乔纳森·安德鲁·布彻
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Ford Global Technologies LLC
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 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
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    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • 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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    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
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  • Mechanical Engineering (AREA)
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Abstract

一种混合动力电动汽车的控制方法，该混合动力电动汽车包括内燃机、牵引用电池和混合动力电动动力系，该混合动力电动动力系包括通过牵引用电池提供功率的电动机和结合到内燃机和牵引用电池的发电机。所述控制方法包括：基于期望的车轮扭矩和牵引用电池充电功率极限和放电功率极限确定最小发动机功率极限和最大发动机功率极限。计算发电机扭矩命令以使发动机速度达到期望的发动机速度。基于最小发动机功率极限和最大发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率。

Description

混合动力电动汽车的控制方法
技术领域
本发明涉及一种控制混合动力电动汽车的方法，该混合动力电动汽车包括内燃机、牵引用电池和混合动力电动动力系。本发明还涉及在特定情况下限制传递到动力系的发动机功率。 
背景技术
在现有的混合动力电动汽车中，混合动力电动汽车动力系包括车辆系统控制器(VSC)、内燃机、牵引用电池和包括电动机-发电机子系统的变速箱。这些组件形成功率分流式动力系(powersplit powertrain)，并且VSC可控制这些组件，以试图最大化燃料经济性。 
在一些情况下，会期望限制传递到动力系的发动机功率。 
可在第5,722,502、6,295,500、6,345,222、6,359,404、7,073,615、7,131,708和7,163,487号美国专利中查询背景信息。还可在第2008/0257619号美国专利公开中查询背景信息。 
发明内容
在本发明的一个实施例中，提供一种控制混合动力电动汽车的方法。该混合动力电动汽车包括内燃机、牵引用电池和混合动力电动动力系，该混合动力电动动力系包括通过牵引用电池提供功率的电动机和结合到内燃机和牵引用电池的发电机。所述方法包括：设定期望的发动机速度；设定期望的车轮扭矩；确定最小发动机功率极限和最大发动机功率极限。发动机功率极限基于期望的车轮扭矩、牵引用电池充电功率极限和放电功率极限。 
所述方法还包括计算发电机扭矩命令以使发动机速度达到期望的发动机速度。基于最小发动机功率极限和最大发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率。基于发电机扭矩命令控制发电机。 
更详细地讲，根据应用，本发明包括可在本发明的各种实施例中实施的其它特征。例如，在一种实施中，所述方法还包括基于期望的车轮扭矩设定 最小车轮扭矩极限和最大车轮扭矩极限。最小发动机功率极限和最大发动机功率极限还基于最小车轮扭矩极限和最大车轮扭矩极限。 
在一些实施中，所述方法还包括：至少部分地基于期望的车轮扭矩计算电动机扭矩命令；基于电动机扭矩命令控制电动机。此外，在这样的实施中，所述方法可包括：确定由内燃机提供的期望的车轮扭矩的一部分；基于由内燃机提供的期望的车轮扭矩的所述一部分和期望的车轮扭矩计算电动机扭矩命令。 
在一些实施例中，所述方法还包括：内燃机提供一部分期望的车轮扭矩；电动机提供一部分期望的车轮扭矩。 
应该理解，本发明的实施例可被实施以基于最小发动机功率极限和最大发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率。另外，应该理解，本发明的实施例可被实施以被提供为单侧限制，例如，限制最小发动机功率极限或者限制最大发动机功率极限。 
按照这种方式，本发明的实施例提供一种方法，该方法包括：设定期望的发动机速度；设定期望的车轮扭矩；基于期望的车轮扭矩和牵引用电池功率极限确定发动机功率极限。所述方法还包括计算发电机扭矩命令以使发动机速度达到期望的发动机速度，基于发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率。基于发电机扭矩命令控制发电机。 
此外，本发明的实施例还可包括用于控制混合动力电动汽车的控制单元，该混合动力电动汽车包括内燃机、牵引用电池和混合动力电动动力系，该混合动力电动动力系包括通过牵引用电池提供功率的电动机和结合到内燃机和牵引用电池的发电机。所述控制单元被构造成：设定期望的发动机速度；设定期望的车轮扭矩；基于期望的车轮扭矩和牵引用电池功率极限确定发动机功率极限。 
控制单元还被构造成：计算发电机扭矩命令以使发动机速度达到期望的发动机速度，基于发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率。基于发电机扭矩命令控制发电机。控制单元可实现任何数量的预期的特征。 
附图说明
图1是功率分流式动力系系统的构造的示意性表示； 
图2是动力系系统功率流动图的框图形式的示意性表示； 
图3是动力系系统控制结构的框图形式的示意性表示； 
图4是描述车轮扭矩与时间的关系的曲线图，示出了驾驶者期望的车轮扭矩限制； 
图5是描述功率与时间的关系的曲线图，示出了整个系统的功率限制； 
图6示出了发动机速度控制； 
图7A至图7D示出了松开加速器踏板时(on a tip-out)的发电机功率控制。 
具体实施方式
在图1中示出了混合动力电动汽车动力系。车辆系统控制器(VSC)10、电池和电池能量控制模块(BECM)12、变速箱14与电动机-发电机子系统一起组成控制器局域网(CAN)。由VSC 10控制的内燃机16通过扭矩输入轴18将扭矩分配给变速箱14。 
变速箱14包括行星齿轮单元20，行星齿轮单元20包括环形齿轮22、中心齿轮24和行星齿轮架组件26。环形齿轮22将扭矩分配给包括啮合的齿轮元件28、30、32、34和36的多级传动比齿轮组(step ratio gears)。用于变速箱14的扭矩输出轴38通过差速器和轮轴机构42可驱动地连接到车辆牵引轮40。 
齿轮30、32和34安装在中间轴上，齿轮32与电动机驱动的齿轮44啮合。电动机46驱动齿轮44，齿轮44用于中间轴齿轮的扭矩输入。 
电池通过功率流动路径48、54将电功率传递到电动机。发电机50以如标号52示出的已知方式电连接到电池和电动机46。 
图1的功率分流式动力系系统可按照如本领域技术人员所知的多种不同的模式运行。如图所示，有两种用于动力传动系统的功率源。第一功率源是使用行星齿轮单元20连接在一起的发动机和发电机子系统的结合。另一驱动源包括电驱动系统，该电驱动系统包括电动机46、发电机50和电池，其中，电池用作发电机50和电动机46的能量储存介质。 
通常，VSC 10利用或者不利用发动机实际性能的反馈计算满足驱动轮功率需求加上所有附件负载所需要的总的发动机功率，并独立制定发动机速度和负载运行点，以满足总的功率需求。这种方法通常用于最大化燃料经济性， 并可用于具有这样的VSC的其它类型的动力系系统。 
图2中示出了在图1中示出的功率分流式动力系示图的各个元件之间的功率流动路径。基于驾驶者和其它输入制定燃油量。发动机16将功率传递给行星齿轮单元20。附件负载使可用的发动机制动功率降低。通过行星齿轮单元20将功率传递给中间轴齿轮30、32、34。从变速箱输出的功率驱动车辆。 
当发电机50用作电动机时，其可将功率传递给行星齿轮单元20。当发电机50用作发电机时，其被行星齿轮单元20驱动。类似地，可沿着任一方向分配电动机46和中间轴齿轮30、32、34之间的功率。 
如图1和图2所示，通过控制发电机50可将发动机功率输出分成两个路径。在操作中，系统确定驾驶者对扭矩的需求并在两个功率源之间实现功率的优化分流。 
在混合动力功率分流中，发电机扭矩用于将发动机速度控制为命令的速度，并且，电动机扭矩用于将车轮扭矩控制为命令的扭矩。在图3中示出了这种控制结构的高级框图。发电机扭矩提供用于发动机的反扭矩，因此，除了控制发动机速度之外，发电机扭矩还控制通过动力系传递多少发动机扭矩。 
更详细地讲，基于加速器踏板和制动器踏板输入产生期望的车轮扭矩。变速箱控制单元60接收发动机速度命令62和车轮扭矩命令64。发电机速度控制块66接收发动机速度命令62，并将合适的发电机扭矩命令68提供给发电机控制单元70。控制块72接收车轮扭矩命令64，并提供合适的电动机扭矩命令74，该电动机扭矩命令74是环形齿轮扭矩和车轮扭矩之间计算出的差值。电动机扭矩命令74被提供给电动机控制单元80。 
当需要将电池功率控制在电池充电极限和放电极限范围内时，允许通过控制系统传递的车轮扭矩偏离期望的车轮扭矩，然而，通过最大车轮扭矩极限和最小车轮扭矩极限限制该改变的尺度和方向，以确保车辆按照驾驶者的期望进行加速或减速，如图4所示。 
图4是描述车轮扭矩与时间的关系的曲线图，示出了驾驶者期望的车轮扭矩限制。更详细地讲，车轮扭矩曲线90表示根据来自加速器踏板的期望的车轮扭矩的车轮扭矩与时间之间的关系。车轮扭矩曲线92表示根据允许的最大车轮扭矩的车轮扭矩与时间之间的关系。车轮扭矩曲线94表示根据允许的最小车轮扭矩的车轮扭矩与时间之间的关系。按照这种方式，对传递的车轮扭矩的变化被限制为满足驾驶者的期望。 
基于这些车轮扭矩限制和电池功率极限，可确定整个系统的功率限制，如图5所示。 
图5是描述功率与时间的关系的曲线图，示出了整个系统的功率极限。如果发动机产生的功率大于系统的最大功率，则过量的功率将会超过电池的充电极限，如果发动机产生的功率小于系统的最小功率，则从电池得到的功率将超过电池的放电极限。更详细地讲，功率曲线100表示根据来自加速器踏板的期望的车轮扭矩的车轮功率与时间之间的关系。功率曲线102表示根据允许的最大车轮扭矩的最大车轮功率。功率曲线104表示最大系统功率，即，最大车轮功率和电池充电极限的结合。功率曲线106表示根据允许的最小车轮扭矩的最小车轮功率。功率曲线108表示最小系统功率，即，最小车轮功率和电池放电极限的结合。 
本发明的实施例基于电池功率极限和车轮扭矩限制来限制被传递到动力系的功率，并允许其余的发动机功率源自发动机或者传输到发动机，使得发动机速度改变。 
在如图3和图6所示的正常操作的情况下，发动机速度被控制为参考速度，发动机速度命令62通过反馈控制系统(示出为PI，但是可选的反馈算法也是可行的)产生发电机扭矩命令68。更具体地讲，图6示出了发动机速度控制。在求和点120，发动机速度命令62的值与发动机速度124比较，以产生用于比例积分(PI)控制块122误差。PI控制块122产生提供给发电机控制单元70的发电机扭矩68。 
该发电机扭矩68也用于将发动机功率传递到动力系。为了限制传递到动力系的发动机功率，基于车轮扭矩极限和电池的放电/充电能力计算最大发电机扭矩和最小发电机扭矩，发动机速度PI控制块122的权力范围被这些发电机扭矩极限限制。当PI控制块122处于其权力范围的极限时，随着过量的发动机功率被发动机速度吸收，控制器将不再能够保持发动机速度命令62。 
用于PI控制块122的最大发电机扭矩极限和最小发电机扭矩极限计算如下： 
(1)Pwheel＝Pmot+Pring
(2)Pbatt＝Pmot+Pgen+Ploss
其中，Pwheel是车轮功率，Pmot是电动机功率，Pring是环形齿轮功率，Pbatt是电池功率，Pgen是发电机功率，Ploss表示功率损失。使用车轮功率和电池功 率的边界并首先考虑系统最大极限： 
Pwheel_max-Pring＞Pmot＞Pcharge_limit-Pgen-Ploss
其中，Pwheel_max是最大车轮功率，Pring是环形齿轮功率，Pmot是电动机功率，Pcharge_limit是电池充电极限，Pgen是发电机功率，Ploss表示功率损失。 
将环形齿轮功率和发电机功率表示为发电机扭矩的函数： 
Pwheel_max-Pcharge_limit+Ploss＞(-Tgen×gear_ratios)×Wmot-Tgen×Wgen，其中，Pring＝(-Tgen×gearratios)×Wmot，Pgen＝Tgen×Wgen
其中，Pwheel_max是最大车轮功率，Pcharge_limit是电池充电极限，Ploss表示功率损失，Tgen是发电机扭矩，gearratios表示传动比，Wmot是电动机速度，Wgen是发电机速度。 
最小发电机扭矩极限是： 
Tgen＞-(Pwheel_max-Pcharge_limit+Ploss)/(Wgen+Wmot×gearratios) 
其中，Tgen是发电机扭矩，Pwheel_max是最大车轮功率，Pcharge_limit是电池充电极限，Ploss表示功率损失，Wgen是发电机速度，Wmot是电动机速度，gearratios表示传动比。 
类似地，最大发电机扭矩极限是： 
Tgen＜-(Pwheel_min-Pdischarge_limit+Ploss)/(Wgen+Wmot×gearratios) 
其中，Tgen是发电机扭矩，Pwheel_min是最小车轮功率，Pdischarge_limit是电池放电极限，Ploss表示功率损失，Wgen是发电机速度，Wmot是电动机速度，gearratios表示传动比。 
图7A-7D示出了松开加速器踏板时最小发电机扭矩如何用于限制发动机功率。更详细地讲，图7A示出了发动机速度与时间的关系。图7B示出了电池功率与时间的关系。图7C示出了车轮扭矩与时间的关系。图7D示出了发电机扭矩与时间的关系。 
在竖直的虚线130和132之间，发动机速度PI控制在最小发电机扭矩极限(图7D的134)处是足够的。在该时间期间，传递的车轮功率处于最大车轮功率极限(图7C的136)，电池功率处于充电极限(图7B的138)。这显示最小发电机扭矩极限正将发动机功率限制为动力系可消耗的最大功率。其余的发动机功率将发动机速度增加至高于命令的速度(图7A的140)。 
虽然已详细描述了实施本发明的最佳方式，但通晓本发明所涉及领域的 人员应该认识到用于实施由权利要求限定的本发明的各种可选的设计和实施例。 

Claims (7)

1.一种控制混合动力电动汽车的方法，该混合动力电动汽车包括内燃机、牵引用电池和混合动力电动动力系，该混合动力电动动力系包括通过牵引用电池提供功率的电动机和结合到内燃机和牵引用电池的发电机，所述方法包括：
设定期望的发动机速度；
设定期望的车轮扭矩；
基于期望的车轮扭矩并进一步基于牵引用电池充电功率极限和放电功率极限确定最小发动机功率极限和最大发动机功率极限；
计算发电机扭矩命令，以使发动机速度达到期望的发动机速度，基于最小发动机功率极限和最大发动机功率极限限制发电机扭矩命令，以限制传递到动力系的发动机功率；
基于发电机扭矩命令控制发电机。
2.如权利要求1所述的方法，还包括：
基于期望的车轮扭矩设定最小车轮扭矩极限和最大车轮扭矩极限，
其中，最小发动机功率极限和最大发动机功率极限还基于最小车轮扭矩极限和最大车轮扭矩极限。
3.如权利要求1所述的方法，还包括：
至少部分地基于期望的车轮扭矩计算电动机扭矩命令；
基于电动机扭矩命令控制电动机。
4.如权利要求3所述的方法，还包括：
确定由内燃机提供的期望的车轮扭矩的一部分；
基于由内燃机提供的期望的车轮扭矩的所述一部分和期望的车轮扭矩计算电动机扭矩命令。
5.如权利要求1所述的方法，还包括：
将期望的发动机速度与发动机速度进行比较以产生误差；
基于误差计算发电机扭矩命令。
6.如权利要求5所述的方法，其中，基于所述误差使用比例积分控制计算发电机扭矩命令。
7.如权利要求1所述的方法，还包括：
内燃机提供一部分期望的车轮扭矩；
电动机提供一部分期望的车轮扭矩。
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