CN102781702A - 混合动力车辆用的预防性驱动方法 - Google Patents

混合动力车辆用的预防性驱动方法 Download PDF

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CN102781702A
CN102781702A CN2010800626763A CN201080062676A CN102781702A CN 102781702 A CN102781702 A CN 102781702A CN 2010800626763 A CN2010800626763 A CN 2010800626763A CN 201080062676 A CN201080062676 A CN 201080062676A CN 102781702 A CN102781702 A CN 102781702A
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R·阿巴尼
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PSA Automobiles SA
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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Abstract

本发明基本上涉及混合动力车辆(1)的预防性驱动方法，其中分别根据车辆的速度(V)、侧向加速度(Alat)和电池组(19)充电状态(SOC)计算司机所要求的扭矩(Cr_cns)在前桥总成(2)和后桥总成(3)之间的第一(r1)、第二(r2)和第三(r3)分配比。接着对算出的分配比(r1，r2，r3)进行加权，以确定要应用的要求扭矩(Cr_cns)分配比(R)。

Description

混合动力车辆用的预防性驱动方法
技术领域
本发明涉及混合动力车辆用的“预防性”驱动方法。人们谈论预防性驱动，是因为本发明允许甚至在遇到车轮打滑之前就在前桥总成和后桥总成上施加扭矩。本发明尤其允许限制车轮在加速阶段打滑。
本发明发现在包括机械上彼此独立的前桥总成和后桥总成的混合动力车辆领域内有特别有利的应用。
背景技术
人们知道，混合动力车辆包括保证前桥总成牵引的热力发动机，该发动机在机械上与前电机联系。该电机属于交流发电机/起动机类型，特别允许对车辆电池组进行再充电和对该热力发动机进行起动。在寿命的某些情况下，该电机甚至可以参加车辆的牵引。
这些车辆同样有一个通过减速机和例如，爪型离合器等啮合装置，保证后桥总成牵引的电机。与传统的4x4车辆相反，前桥总成牵引和后桥总成牵引在机械上是彼此独立的。
该前电机和该后电机借助于电网连接至高压电池组。该高压电池组借助于直流/直流转换器与车上的低压电网相连。
制动调节系统一般安装在车辆的车轮上，该系统允许避免车轮被锁死和必要时重新建立车辆轨迹。
在正常寿命阶段上，总设定扭矩是根据加速器踏板的踏下程度和车辆的速度计算的。接着，该总设定扭矩由发动机计算机分配给施加于前桥总成的设定扭矩和施加于后桥总成的设定扭矩。
发明内容
按照本发明，要求扭矩在前桥总成和后桥总成之间的分配取决于车辆的速度、侧向加速度和电池组的充电状态，这允许按照电池组中可用的能量掌握分配比。
因而本发明涉及一种在混合动力车辆的前桥总成和后桥总成之间分配扭矩的方法，该混合动力车辆包括：
●热力发动机，用来保证车辆一个总成的牵引，
●电机，用来保证车辆另一个总成的牵引，该电机与高压电池组相连，
其特征在于，
●根据车辆的速度、车辆的侧向加速度和高压电池组充电水平计算司机所要求的扭矩的分配比。
按照一种运行，为了计算该分配比，包括下列步骤：
根据车辆的速度计算要求扭矩在前桥总成和后桥总成之间的第一分配比，
●根据车辆的侧向加速度计算要求扭矩在前桥总成和后桥总成之间的第二分配比，
●根据电池组的充电状态计算要求扭矩在前桥总成和后桥总成之间的第三分配比，和
●对算出的分配比进行加权计算，以确定施加于前桥总成和后桥总成之间要求扭矩的分配比
按照一种运行，第一分配比是从一个曲线图出发计算的，其中车辆速度越增大，施加在与热力发动机相连的总成上的要求扭矩部分就越大。
按照一种运行，该曲线图是由几段形成的，各段斜率随着所考虑的速度范围而变化。
按照一种运行，该第二扭矩分配比是从一个曲线图出发计算的，其中侧向加速度越增大，施加在与热力发动机相连的总成上要求扭矩部分越减小。
按照一种运行，该曲线图是由几段形成的，各段的斜率随着所考虑的侧向加速度范围而变化
按照一种运行，第三扭矩分配比是从一个曲线图出发计算的，其中电池组充电水平越增大，施加在与热力发动机相连的总成上的要求扭矩部分就越增大。
按照一种运行，该曲线图是由几段形成的，各段的斜率随着所考虑充电水平范围而变化。
按照一种运行，加权函数根据司机所选定的驾驶模式和/或车辆寿命情况而修改的。
按照一种运行，该斜率足够小，以免当制动调节系统有效时，干扰制动调节。
附图说明
参照附图阅读以下的描述将会更好地理解本发明这些附图只是作为举例说明性而给出的，而决非限制本发明。附图中：
图1：示意地描绘实行按照本发明的方法的混合动力车辆；
图2：实行按照本发明的方法的模块的功能描绘；
图3a-3c：图形描绘施加于图1车辆前桥总成的扭矩随着速度、侧向加速度和电池组的充电状态的变化。
在各附图中相同的零件保持同一引用号。
具体实施方式
图1表示实行按照本发明的方法的混合动力车辆1，包括机械上彼此独立的前桥总成2和后桥总成3。
传统的发动机-推进器组5保证车辆前桥总成2的牵引。更准确地说，该组5包括借助于传统的离合器10，例如，干或湿垫片离合器与手控变速箱8相连的热力发动机7。该变速箱8借助于桥下降(descente de pont)(未示出)连接到前桥总成2。在一个方案中，发动机推进器组5可以包括自动变速箱8。
此外，电机11在机械上与热力发动机7相连。该机器保证车辆电池组的再充电、发动机7的起动和进行前桥总成2牵引提供扭矩(推力模式)。
温度非常低时在前电机11不能保证该功能的情况下起动器13用来起动发动机7。必要时，一个空气调节系统14在机械上连接到发动机7和前电机11。
另外，电机15保证车辆后桥总成3的牵引。为此，机器15借助于离合器16和减速装置17连接到后桥总成3。例如，该离合器16采取爪型离合器的形式，而减速装置17是单一速比的，尽管在在一个方案中可以有多个速比。
两个电机11和15彼此之间借助于电网连接。更准确地说，电机11和15借助于逆变器21连接高压电池组19，该逆变器能够对电池组19直流电压进行斩波，以便当电机11和15在电动机模式下运行时向它们供电。当电机11和15在发电机模式下运行，以便为电池组19再充电时，逆变器21能够把电机11和15产生的交流电压变换为直流电压，施加在电池组19的端子上。
电池组19连接至直流/直流转换器20，后者把电池组19的高压直流电压转变为起动器13和连接到车辆车上电网24的低压电池组22可接受的电压。
车辆1最好配备ESP或ABS型传统的制动调节系统25，它允许在紧急制动的情况下管理制动载荷，以便保证车辆轨迹的控制和/或避免车轮被锁死。
计算机28控制车辆不同的机构，以便特别是实现司机所要求扭矩Cr_cns在前桥总成2(扭矩Ccns_av)和后桥总成3(扭矩Ccns_ar)之间的分配比R。司机所要求的扭矩Cr_cns由所谓司机意愿解读模块(IVC)的模块29，特别根据加速器踏板30的踏下程度和车辆1的速度计算。
更准确地说，如图2所示，计算机28根据由与车轮联系的速度传感器31测量的车辆速度V、由三传感器或陀螺仪传感器类型的加速度传感器32测量的侧向加速度Alat和由用这些电池组19向计算机28传输的电池组19充电状态SOC确定分配比R。
为此，计算机28借助于模块28.1从图3a-3c所示的曲线图出发计算第一r1、第二r2和第三r3扭矩分配比。这些曲线图建立施加于前桥总成的扭矩Cr_cns百分数XAV和涉及(速度V、侧向加速度Alat或19的充电状态SOC)的参数之间的对应关系。人们注意到，施加于后桥总成3的要求扭矩Cr_cns百分数XAR等于100％减去施加于前桥总成2的扭矩Cr_cns百分数XAV。
图3a的曲线图表示车辆的速度V越增大，施加于前桥总成2的扭矩Cr_cns的部分XAV就越增大。当车辆1高速行驶时，这允许限制从电池组19提取的功率。人们注意到，这个曲线图最好由几段S1，S2，S3形成，其斜率ρ1，ρ2，ρ3(对应于XAV的变化和速度V变化之间的比例)按照所考虑的速度范围(V0，V1)，(V1，V2)，(V2，V3)而变化。在一个实施例中，百分数[X0＝100％；X1＝95％；X2＝90％；X3＝80％]分别对应于速度[V0＝0km/h；V1＝10km/h；V2＝30km/h；V3＝40km/h]。斜率p1，p2，p3最好足够小，以免当系统25有效时干扰制动调节。为此，在一个实施例中，斜率p1，p2，p3小于1％/(km/h)。
图3b的曲线图表示车辆的加速度Alat越增大，施加于前桥总成2的扭矩Cr_cns的部分XAV越减小。这允许改善转弯时的感觉。人们注意到，该曲线图最好是由几段S1′，S2′，S3′形成，其中各段斜率ρ1′，ρ2′，ρ3′(对应于XAV的变化和加速度Alat变化之间的比例)随着所考虑的加速度范围(A0，A1)，(A1，A2)，(A2，A3)而变化。在一个实施例中，百分数[X0＝100％X1＝95％；X2＝90％；X3＝90％]分别对应于侧向加速度A0＝0m/s2；A1＝0.5m/s2；A2＝1m/s2；A3＝2m/s2]。这些斜率ρ1′，ρ2′，ρ3′最好足够小，以免当系统25有效时干扰制动调节。为此，在一个实施例中，斜率ρ1′，ρ2′，ρ3′小于10％/(m/s2)。
图3c的曲线图表示，电池组19的充电水平SOC越增大，施加于前桥总成2的扭矩的部分XAV越减小。反之，充电水平SOC越小，XAV越增大。当其充电水平SOC低时，这允许保存电池组19的能量。人们注意到，该曲线图最好是几段S1″，S2″，S3″形成，其斜率ρ1″，ρ2″，ρ3″(对应于XAV的变化和充电水平SOC的变化之间的比例)随着所考虑的充电水平的范围(SOC0，SOC1)，(SOC1，SOC2)，(SOC2，SOC3)而变化。在一个实施例中，百分数[X0＝100％；X1＝95％；X2＝90％；X3＝80％]分别对应于充电状态[SOC0＝0％；SOC1＝40％；SOC2＝60％；SOC3＝100％]。这些斜率ρ1″，ρ2″，ρ3″最好足够小，以免当系统25有效时干扰制动调节。为此，在一个实施例中，斜率ρ1″，ρ2″，ρ3″小于0.5％/％。
接着计算机28借助于模块28.2，计算先前算出的分配比r1，r2和r3的权重，确定施加于前桥总成2和后桥总成3上的分配比R。这个加权取决于司机所选定的驾驶模式和/或车辆寿命情况。于是，在一个节省能量的模式中，赋予分配比r1和r3更大的权重。反之，在体育运动驾驶模式中，赋予分配比r2更大的权重。在某些情况下，可以赋予一个分配比零权重，使得分配比R只从1或2分配比ri出发计算。

Claims (10)

1.一种混合动力车辆(1)的前桥总成(2)和后桥总成(3)之间扭矩的分配方法，混合动力车辆包括：
●热力发动机(7)，用来保证车辆一个总成的牵引，
●电机(15)，用来保证车辆另一个总成的牵引，该电机(15)与高压电池组(19)相连，
其特征在于，
●司机所要求的扭矩(Cr_cns)在前桥总成(Ccns_av)和后桥总成(Ccns_ar)之间的分配比(R)根据车辆的速度(V)、车辆的侧向加速度(Alat)和高压电池组(19)的充电水平(SOC)计算。
2.按照权利要求1的方法其特征在于，分配比(R)的计算包括下列步骤：
●根据车辆的速度(V)计算(28.1)要求扭矩(Cr_cns)在前桥总成(2)和后桥总成(3)之间的第一分配比(r1)，
●根据车辆的侧向加速度(Alat)计算(28.1)要求扭矩(Cr_cns)在前桥总成(2)和后桥总成(3)之间的第二分配比(r2)，
●根据电池组(19)的充电状态(SOC)计算(28.1)要求扭矩(Cr_cns)在前桥总成(2)和后桥总成(3)之间的第三分配比(r3)，
●对算出的分配比(r1，r2，r3)进行加权计算(28.2)，以便确定要求扭矩(Cr_cns)施加于前桥总成(2)和后桥总成(3)之间的分配比(R)。
3.按照权利要求2的方法，其特征在于，第一分配比(r1)是从一个曲线图出发计算的，其中车辆的速度(V)越增大，要求扭矩(Cr_cns)施加在与热力发动机(7)相连的总成(2)上的部分(XAV)越增大。
4.按照权利要求3的方法，其特征在于，该曲线图是由几段(S1-S3)形成的，其斜率(p1-p3)随着所考虑的速度范围(V0，V1)，(V1，V2)，(V2，V3))而变化。
5.按照权利要求2至4中一项的方法，其特征在于，扭矩第二分配比(r2)是从一个曲线图出发计算的，其中侧向加速度(Alat)越增大，要求扭矩(Cr_cns)施加在与热力发动机(7)相连的总成(2)上的部分(XAV)越减小。
6.按照权利要求5的方法，其特征在于，该曲线图是由几段形成(S1′-S3′)的，其斜率(ρ1′-ρ3′)随着所考虑的侧向加速度的范围((A0，A1)，(A1，A2)，(A2，A3))而变化。
7.按照权利要求2至6中一项的方法，其特征在于，扭矩的第三分配比(r3)是从一个曲线图出发计算的，其中电池组(19)的充电水平(SOC)越增大，要求扭矩(Cr_cns)施加在与热力发动机(7)相连的总成(2)上的部分(XAV)越增大。
8.按照权利要求7的方法，其特征在于，该曲线图是由几段(S1″-S3″)形成的，其斜率(p1″-p3″)随着所考虑的充电水平范围((SOC0，SOC1)，(SOC1，SOC2)，(SOC2，SOC3))而变化。
9.按照权利要求2至8中一项的方法，其特征在于，加权函数(28.2)根据司机所选定的驾驶模式和/或车辆寿命情况而修改。
10.按照权利要求4，6和8的方法，其特征在于，该斜率足够小，以免当制动调节系统(25)有效时，干扰制动调节。
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