CN102975712A - 混合动力车辆的控制方法 - Google Patents
混合动力车辆的控制方法 Download PDFInfo
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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
- B60K6/26—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 motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- 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
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Abstract
本发明涉及一种混合动力控制系统和方法。根据本发明的示例性的实施例的一种混合动力控制系统和方法包括:偏置候选值确定步骤,其中基于预定的数据,确定用于检测驱动电机的旋转位置的解算器的偏置候选值;零电流控制步骤,其中控制所有电流为零;电压检测步骤,其中,当所有电流为零时,检测驱动电机内所产生的电压;平均值计算步骤,其中采用检测的电压值,计算电压的平均值;最终的偏置值计算步骤,其中采用电压的平均值和偏置候选值,计算最终的偏置值。同样地,当驱动电机被控制为零电流时,采用被设置成检测驱动电机的旋转位置的解算器的预定的偏置值和在驱动电机内被检测的电压值,以使快速和准确地计算最终的偏置值。
Description
相关申请的交叉引用
本申请要求于2011年9月6日提交韩国知识产权局的韩国专利申请第10-2011-0090312号的优先权和权益,其全部内容通过引用被合并于此处。
技术领域
本发明涉及一种根据驱动状态通过组合发动机输出和电机输出以向车辆提供动力的混合动力车辆的系统及控制方法,其,从而改进燃料的效率以减少燃料消耗率。
技术背景
一般来讲,在混合动力车辆中安装有驱动电机。该驱动电机包括定子和转子,并且解算器被设置成测量转子相对于定子的绝对位置。
特别地,该解算器被设置在驱动电机的附近,并且偏移量误差由它的公差和由内线圈的机械/电的误差所检测的值产生。然而,驱动电机的转子/定子的绝对位置仍然不能精确地由偏移量误差(数值)测量。
以上在背景技术部分披露的内容只是用来加强对本发明的背景的理解,因此其中可能包括不构成被本国的本领域普通技术人员所知晓的现有技术的信息。
发明内容
本发明致力于提供一种混合动力车辆的系统及控制方法,其提供了对电机的更精确的控制,减少了混合动力车辆制造工艺时间,并且还减少了具有解算器的车辆的成本。
根据本发明的一个示例性的实施例的混合动力控制方法可以包括:偏置候选值确定步骤,其中通过检测驱动电机的旋转位置,使用预定的数据确定解算器的偏置候选值;零电流控制步骤,其中控制所有的电流为零;电压检测步骤,其中,当电流被设置为零时,检测驱动电机内所产生的电压;平均值计算步骤,其中采用在电压检测步骤中所检测的电压值,计算驱动电机的平均电压值;和最终的偏置值计算步骤,其中采用平均电压值和偏置候选值,计算最终的偏置值。
特别地,在偏置候选值确定步骤中,偏置候选值是预定的数据的中值。
最终的偏置值由下面的方程式5计算。
在零电流控制步骤中,d轴的电流(Id)和q轴的电流(Iq)被控制为0。
该混合动力控制方法进一步包括使电机/ISG(“一体式起动和发电机”)和发动机通过离合器直接接合,并且防止来自电机/ISG和发动机的转矩被传输到驱动轮的过程。根据各种实施例,在预定的采样时间内执行电压检测步骤。特别地,在平均值计算步骤中,在采样时间内以预定的周期检测电压值。
根据本发明的示例性实施例,一种用于混合动力车辆的控制方法采用设置在车辆内的解算器的预定的偏置值,以检测驱动电机的旋转位置,并且当驱动电机的电流被控制为0时,在驱动电机内检测电压以快速和精确地计算最终的偏置值。
附图说明
附图描述了本发明的示例性的实施例并且不构成对本发明的任何方面的限制。
图1是根据本发明的示例性的实施例的混合动力车辆的示意图。
图2示出了根据本发明的示例性的实施例的控制混合动力车辆的方程式。
图3是示出了根据本发明的示例性的实施例的用于控制混合动力车辆的电压的图形;
图4是示出了根据本发明的示例性的实施例的混合动力车辆的控制方法的流程图。
符号说明:
100:电机/发电机
110:发动机
115:离合器
120:驱动电机
125:解算器
140:驱动轮
150:控制部分
应明白附图不一定是按比例的,呈现的是说明本发明基本原理的各个优选特征的稍微简化的表示。这里公开的本发明的具体设计特征,例如包括具体尺寸,方向,位置和形状将部分由特定的预期应用和使用环境决定。
在附图中,本发明中涉及相同的或者等同的部件的附图标记在几幅图中使用相同的数字。
具体实施方式
下面,将参考以下的示出了本发明的示例性实施例的附图详细地描述本发明。本领域的技术人员应该理解,在不脱离本发明的精神或范围的情况下,可以对所描述的实施例做出各种不同的修改。
与描述无关的部件被省略以便明确地解释本发明,并且在整个说明书中,采用相同的附图标记表示相同或相似的元件。
同样,在附图中每个部件的尺寸和厚度是随意的,并且本发明没有必要受限于此,在附图中,为了清楚,层、膜、板、区域等等的厚度被放大了。
应当理解,这里使用的术语“车辆”或“车辆的”或者其它类似术语包括通常的机动车辆,比如包括运动型多用途车(SUV)的客车,公共汽车,卡车,各种商用车辆,包括各种小舟和轮船的船只,飞机等,并且包括混合动力汽车,纯电动汽车,插电式混合动力汽车,氢动力汽车和其它替代燃料汽车(例如,从除石油以外的资源得到的燃料)。这里使用的混合动力汽车是具有两种以上动力源的车辆,比如汽油动力和电动汽车。。
图1是根据本发明的示例性的实施例的混合动力车的示意图。
参照图1,混合动力车包括电机/发电机(100,ISG:一体式起动和发电机)、发动机110、离合器115、驱动电机120、解算器125、变速器130、驱动轮140和控制部分150。
该电机/发电机100起动发动机110或由发动机110产生电能对独立的电池(未示出)充电。
发动机110通过离合器115与变速器130连接,并且驱动电机120设置于离合器115和变速器130之间。
驱动电机120辅助发动机110的输出或在发动机110不运行时向变速器130输入转矩。
控制部分150控制电机/发电机100、发动机110、离合器115、驱动电机120和变速器130。控制部分150的一般方面和功能是所属技术领域中已知的,并且可以与这些一般方面和功能相适应,同样地,根据本发明的示例性的实施例的控制部分150的这些方面和功能的详细描述将被省略。
根据示例性的实施例,当离合器115被接合时,发动机110运行,并且发动机110、电机/发电机100和驱动电机120都以相同的速度旋转。在这种情况下,发动机110在怠速下运行,同时电机/发电机100和驱动电机120通过发动机110的驱动转矩作为发电机。
解算器125检测驱动电机120内的转子相对于定子的绝对位置,将所检测的位置传输给控制部分150,并且控制部分150应用装配间隙的偏置值以补偿并提供一个更精确的转子的旋转位置。
在这种情况下,该驱动电机120、解算器125或电机/发电机100被替换或修复,通常存在的问题是对由位于驱动电机120附近的解算器125所检测的旋转位置进行的补偿有常规的偏置值。因此,解算器125的偏置值被重置。
图2示出了根据本发明的示例性的实施例的控制混合动力车辆的方程式。
图2中的方程式(1)是与解算器125有关的电压微分方程式,其如下为:
在方程式(1)中,R是施加给驱动电机120的阻抗,Ld是d轴的感应系数,Lq是q轴的感应系数,ΨF是磁通量的大小,α是最终的偏置值,α*是偏置候选值。
进一步,在方程式(1)中,id是d轴的电流,iq是q轴的电流,Vd是d轴的电压,Vq是q轴的电压,ω是转子角速度。
在方程式(1)中,如果d轴电流(id)和q轴的电流(iq)通过零电流控制会聚成0,那么该方程式(1)变为方程式(2)。
从方程式(2)的两个方程式中,可以获得如下的方程式(3):
参照方程式(3),偏置候选值(α*)、d轴电压(Vd)和q轴电压(Vq)用于计算偏置值(α)。
特别地,偏置候选值是从多个偏置候选值中选择的一个值。因为,由于传感器的噪音,根据采样时间,d轴电压和q轴电压是变化的,这将在下面被进一步描述。
图3是根据本发明的示例性的实施例的电流被控制为0时,具有传感器噪音的电压图。
首先,参照图3,水平轴代表时间,垂直轴代表电压。
如图所示,检测驱动电机120内的d轴电压(Vd)和q轴电压(Vq),并且d轴电压(Vd)和q轴电压(Vq)根据时间发生变化。
因此,在预定的时间内以预定的周期检测d轴电压和q轴电压,并且采用它的平均值。
因此,如果方程式(4)用于方程式(3),可以获得方程式(5)。
图4是示出了根据本发明的示例性的实施例的混合动力车的控制方法的流程图。
特别地,参照图4,在S400中,开始执行补偿由解算器125检测的信号的控制。
在S410中,选择偏置值的中值作为偏置候选值。例如,如果偏置值的范围是从1至最大值10,它的中值可以是,例如,5.5。
在S420中当选择偏置候选值后,驱动电机120的电流被控制为0。此时,驱动电机120的d轴电流和q轴电流通过电流控制器被控制为0。
在S430中,确定运行状态是否正常。本发明的示例性的实施例中的正常的运行状态表示驱动电机120的d轴电流和q轴电流为0。
进一步,发动机110在怠速状态下运行并且驱动电机120通过离合器115由发动机110运行。同样,变速器130将输入轴从输出轴分离,并且转矩不被传递到驱动轮140从而提供停车状态(P)。
该计算所得的最终的偏置值被传输到控制部分150,并且控制部分150补偿在解算器125中检测的信号。
根据本发明的示例性的实施例,中值在偏置候选值中选取,但是在其他的实施例中,平均值可以用于计算最终的偏置值。
此外,上面所描述的过程和方法可以由配备为包括通过处理器、控制器或类似装置执行的可执行程序指令的计算机可读介质上的计算机可读媒介的控制逻辑执行。计算机可读介质的例子包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光学数据存储设备。计算机可读记录介质还可以分布在网络连接的计算机系统中以便计算机可读媒介以分布的形式被存储和执行,例如,通过远程信息处理服务器。
尽管结合目前被认为是实用的典型实施例描述了本发明,但可以理解本发明不限于所揭露的实施例,相反地还覆盖所附权利要求的精神和范围内的多种变型和等同设置。
Claims (10)
1.一种混合动力控制方法,包括:
偏置候选值确定步骤,其中基于预定的数据,确定用于检测驱动电机的旋转位置的解算器的偏置候选值;
零电流控制步骤,其中所有的电流被控制为零;
电压检测步骤,其中,当所有电流为零时,检测所述驱动电机内所产生的电压;
平均值计算步骤,其中采用在所述电压检测步骤中检测的电压值,计算电压的平均值;和
最终偏置值计算步骤,其中采用所述电压的平均值和所述偏置候选值,计算最终的偏置值。
2.根据权利要求1所述的混合动力控制方法,其中在所述偏置候选值确定步骤中,所述偏置候选值是所述预定的数据的中值。
3.根据权利要求1所述的混合动力控制方法,其中在偏置候选值确定步骤中,所述偏置候选值是所述预定的数据的平均值。
5.根据权利要求1所述的混合动力控制方法,其中所述零电流控制步骤进一步控制所述驱动电机,使在所述驱动电机内产生的d轴电流(Id)和q轴电流(Iq)为零。
6.根据权利要求1所述的混合动力控制方法,进一步包括:控制所述发动机或所述驱动电机的转矩不传递到驱动轮,并且控制所述驱动电机使其由所述发动机旋转。
7.根据权利要求1所述的混合动力控制方法,其中在预定的采样时间内执行所述电压检测步骤。
8.根据权利要求7所述的混合动力控制方法,其中在所述平均值计算步骤中,在所述采样时间内,以预定的周期检测所述电压值。
9.一种系统,包括:
驱动电机;
解算器,其被构造成检测所述驱动电机的旋转位置;和
控制单元,其被构造成基于预定的数据确定所述解算器的偏置候选值、控制所有电流为零、当所有电流为零时检测所述驱动电机内产生的电压、采用所检测的电压计算电压的平均值、并采用所述电压的平均值和所述偏置候选值计算最终的偏置值。
10.一种计算机可读介质,其包含由控制器执行的可执行程序指令,包括:
基于预定的数据确定解算器的偏置候选值的程序指令;
控制所有电流为零的程序指令;
当所有电流为零时检测驱动电机内产生的电压的程序指令;
采用检测的电压计算电压的平均值的程序指令;和
采用所述电压的平均值和所述偏置候选值计算最终的偏置值的程序指令。
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JP5920327B2 (ja) * | 2013-12-12 | 2016-05-18 | トヨタ自動車株式会社 | 車両の電源装置 |
EP3477846B1 (en) | 2017-10-27 | 2021-02-17 | Valeo Siemens eAutomotive Germany GmbH | Method for determining a measuring offset of a rotor position sensor, controller unit for an electric machine and electric machine for a vehicle |
KR102370944B1 (ko) * | 2017-12-12 | 2022-03-07 | 현대자동차주식회사 | 하이브리드 전기차량의 모터속도 발산 방지 방법 |
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