CN103707881B - 一种车辆 - Google Patents
一种车辆 Download PDFInfo
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- CN103707881B CN103707881B CN201310464798.0A CN201310464798A CN103707881B CN 103707881 B CN103707881 B CN 103707881B CN 201310464798 A CN201310464798 A CN 201310464798A CN 103707881 B CN103707881 B CN 103707881B
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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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
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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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- Automation & Control Theory (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
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Abstract
在至少一个实施例中,提供了一种车辆,该车辆包括可变电压控制器(VVC)、配置用于提供辅助扭矩至发动机的电动马达以及配置用于读取指示车辆的工况的多个模拟信号的单个控制器。在时间周期的每个重复序列期间控制器还可以对模拟信号执行模数(ATD)转换,并且基于ATD转换和读数进一步提供指令信号至电动马达和VVC。
Description
技术领域
本发明涉及一种具有至少一个电机的混合动力电动车辆动力传动系统及其控制。
背景技术
电池电动车辆(BEV)包括从外部电力源再充电并驱动电机的牵引电池。混合动力电动车辆(HEV)包括内燃发动机、一个或多个电机以及至少部分地驱动电机的牵引电池。
关于电机的指令正时(command timing)的敏感度,已知利用专用的微控制器来监视并指令每个电机。该配置对于多个控制器之间的通信速度具有限制性。使用多个微控制器还涉及车辆成本和较低的包装效率。
发明内容
在至少一个实施例中,提供了一种车辆,该车辆包括可变电压控制器(VVC)、被配置为用于提供辅助扭矩至发动机的电动马达以及被配置为用于读取指示车辆工况的多个模拟信号的单个控制器。在时间周期的每个重复序列期间,控制器还可以对模拟信号执行模数(ATD,analog to digital)转换,并且基于ATD转换和读数进一步提供指令信号至电动马达和VVC。
在至少一个实施例中,提供了在单个控制器上控制车辆的动力系统的方法。方法包括读取指示车辆工况的多个模拟信号、在时间周期的每个重复序列期间对模拟信号执行ATD转换,并且基于ATD转换和读数提供指令信号至电动马达和VVC使得电动马达和VVC按照指令信号运转。
在另外的实施例中,提供了一种控制多个电机的方法。方法包括接收指示多个电机的运转状态的模拟信号、对模拟信号执行ATD转换、将模拟信号的峰值存储至存储器,并提供指令信号使得逆变器基于转换的数字信号调整提供至电机的电流。此外,按预定计划提供对应于每个电机的指令信号。
所述方法进一步包含产生用于所述模数转换的预定计划使得在单个微控制器上适配用于所述多个电机中每者的独特计划频率。
根据本发明的一个实施例,每个时间周期包括一系列记号时间周期,进一步包含在单个控制器上并且在每个时间周期期间对用于电动马达的模拟信号执行两个ATD转换、对用于电动马达的模拟信号仅执行一个ATD转换或者对用于VVC的模拟信号上仅执行一个ATD转换。
根据本发明的一个实施例,进一步包含,在单个控制器上,读取指示车辆工况的额外的模拟信号,同时对模拟信号仅执行一个ATD转换。
根据本发明的一个实施例,时间周期是基本上相等的持续时间。
根据本发明的一个实施例,每个时间周期的持续时间是基于提供至电动马达的交流电的波形的时间周期的。
根据本发明的一个实施例,进一步包含,在单个控制器上,存储用于波形的峰值。
附图说明
图1描述了混合动力电动车辆动力传动系统的示意图;
图2描述了计划序列的时间线图表。
具体实施方式
此处公开了本发明的实施例。然而,应理解公开的实施例仅为示例并且可以多种替代形式实施其它实施例。附图无需按比例绘制;可放大或缩小一些特征以显示特定部件的细节。所以,此处所公开的具体结构和功能细节不应解释为限定,而仅为教导本领域技术人员以多种形式实施本发明的代表性基础。本技术领域的技术人员应理解,参考任一附图说明和描述的多个特征可与一个或多个附图中说明的特征组合以形成没有明确说明或描述的实施例。说明的组合特征提供用于典型应用的代表性实施例。然而,与本发明的教导一致的特征的多种组合和变型可根据需要用于特定应用或实施。
图1中说明了根据发明的混合动力电动车辆动力传动系统10的示意图。然而,本发明可应用于其它的动力传动系统布局。内燃发动机20驱动行星齿轮组24的齿轮架22。发动机扭矩通过齿轮组24在中心齿轮26和环形齿轮28之间分配。环形齿轮扭矩机械地传输至输出轴30。中心齿轮扭矩通过与中心齿轮26连接的电动发电机32吸收。电动牵引马达34也可驱动地连接至输出轴30。在该描述中,术语发电机和马达仅用作标签以识别这些部件。发电机32和马达34都是能将机械的轴动力(shaft power)转化为电力并还能将电力转化为机械的轴动力的可逆电机。驱动轴可驱动地连接至在车轮40之间分配动力同时适应车轮转速的一些差异的差速器38。
仍然参考图1,发电机32和马达34经由三相电源电路分别通过逆变器42和44电力驱动发电机32和马达34。电力连接通过长线虚线示出。逆变器42和44从直流(DC)电路总线50汲取电力或向其供应电力。电力存储在电池46中,并且通过直流-直流(DC-DC)转换器发送以根据驱动的装置修改车辆电压水平。可变电压控制(VVC)48将电池46的DC电压水平转换为高压电路总线50的希望电压水平。
电池46具有双向电连接,使得它例如通过再生制动接收并存储电能,并且还供应能量至电机。从发电机32吸收的扭矩产生的电能可通过电连接传输至电池46。电池46供应存储的能量至马达34用于运转。马达34使用电能以提供辅助扭矩至发动机20。从发动机20传输至发电机32的一部分动力也可以直接传输至马达34。
动力传动系统控制模块(PCM)52发布控制信号至指定DC电路总线50的希望电压的VVC48。控制信号连接通过短线虚线示出。PCM52还感测电池46和VVC48的输出电压二者的电压水平。响应于驾驶员输入,PCM52发布控制指令信号至发动机20和逆变器42以及44以调整通过发动机20、发电机32和马达34产生的总扭矩。PCM52进一步感测逆变器42和44的实际输出。如果通过马达34实际传输的扭矩显著不同于请求的扭矩,那么车辆加速将不符合驾驶员的预期。如果通过发电机32实际传输的扭矩显著不同于请求的扭矩,那么发动机转速将脱离预期行为。
尽管通过PCM说明车辆动力传动系统10,但是根据需要该控制系统可包括两个以上或以下的控制器。例如,独立的电池控制模块(BCM)能直接控制电池46。此外,独立的马达控制模块可直接连接至马达34并连接至车辆中的其它控制器。应理解,车辆中所有预想的动力(propulsion)控制器的特征每个都描述在PCM实施例中。
可以以三相交流电的形式提供通过发电机32产生的能量。类似地,电动马达34的负荷也可以是三相模拟交流电。PCM52感测发电机32和马达34两者模拟信号的输出。其它的感测值也通过PCM52以模拟形式接收。例如,DC总线50电压、电池46电压、额外的车辆车载电压以及多个温度传感器都可以通过PCM52监视。指示车辆工况的模拟信号可以转换为数字信号以通过PCM52中的微处理器处理。微控制器通常配备有最多两个独立的模数转换器(ADC)。每个ADC提供同时执行多个模数(ATD)转换的独立信道。此外,用于马达和发电机的指令信号以数字形式从PCM52产生。为了控制马达34、发电机32和VVC48,ADC必须准备就绪,以转换感测的与马达34和发电机32中的每者关联的模拟电流信号以及感测的与VVC48关联的电压。响应于监视的值,PCM52以预定的节拍(cadence)发布所有指令信号至马达34、发电机32和VVC48。如果三个装置都具有相同频率,那么可能不存在冲突。然而,实际实施可能使所有的三个装置需要不同的指令和监视频率。至少一个实施例使用单个微控制器管理多个需要的转换和数据合并。这允许了高于可用独立信道总数的多个并发ATD转换序列的性能。
此处利用脉冲宽度调制(PWM)以使用数字控制逻辑提供模拟等值。从电池46提供的直流电转换为三相交流电以适合驱动电机。公开的微控制器有内置的PWM能力。对应于发电机32和马达34每者的逆变器42、44针对每个装置的三个电流相位中的每者从PCM接收数字脉冲宽度调制的指令信号。逆变器42、44中的电路可包括迅速启动和关闭以估算模拟交流电输出的响应的多个切换装置。PCM52指令不同的脉冲宽度用于每个内部切换装置中的启动和关闭时间周期。针对每个单独的电流控制信号调整脉冲宽度以模拟用于每个三相电源电流的AC波形。PCM52进一步提供数字指令信号至VVC48以控制电压转换的程度。关于ADC执行的速率,通常具有独立的微控制器来控制马达、发电机和VVC中的每者。然而,由于额外的硬件该方法增加成本并且需要更大的包装空间。配置单个微控制器控制用于多个电机的转换是有益的。
ATD转换的独特计划可描述为单元时间周期的比率以允许通过相同的处理器执行多个转换同时避免正时冲突。用于发电机和马达的三相电流的周期转换的正时要求不同于可变电压控制器的转换要求。使用正时计数来追踪每个部件的要求的可编程的正时外围设备可用来计划该转换。正时外围设备便于存储模拟读数、执行ATD转换以及产生PWM波形的预定计划。从电子驱动装置读取的信号存储在PCM的存储器中。当需要相位电流读数而没有冲突时它们要求ATD转换。正时外围设备利用称为记号(tick)的内部正时循环。记号代表记号时间周期内的单个计数或步骤。单元时间记号时间周期通常较短,并且在至少一个实施例中设置为15微秒(μs)。每个时间记号时间周期基本上具有相似的持续时间。然而,取决于应用的特性,记号时间周期可以设置为较大的间隔,例如30μs。时间记号时间周期以包含总体计划的序列重复。用于马达34、发电机32和VVC48的PWM时间周期设置为单元时间记号时间周期的比率。例如,如果希望马达时间周期为90μs而记号时间周期为15μs,需要的时间周期比率将会是6.0(15μs x6=90μs)。由于记号时间周期的颗粒度(granularity),因而产生的PWM时间周期可能没有指定的那么精确,但是对于给定的应用是可接受的。在每个记号时间周期内,以混合的方式执行计划的ATD转换。在记号时间周期的不同的预定比率处,PCM可转换用于马达的三相电流、发电机的三相电流和电感器电流中的每者。这样,对应于多个装置的不同的转换和/或指令计划频率可适配于单个微控制器上。
表1-相关的15μs转换序列
上面的表1说明了通过预定的记号时间周期执行的ATD转换序列的一类示例。该方案假设微处理器具有能设置为按序列独立地转换信号的两个独立ADC信道。该转换通过对应于计划事件的来自正时外围设备的部件计数器的触发信号引发。正时外围设备处理单元可包括与需要节拍上的指令和/或读数的每个装置关联的计数器。在没有被具有需要的正时节拍的设备预订的开放时间部分期间可计划来自不需要在特定节拍上的其它装置的模拟读数用于ATD转换。每个ATD转换可在约2.5μs内完成。从表1可看出在序列中有三个可用的开放位置来转换指示额外的车辆工况的模拟信号。可以在具有较高正时优先权的其它计划之间插入额外的装置读数。希望转换的额外信号的数量可能影响选择的用于总体转换策略的序列的总数。例如考虑表1的这类序列,为了执行十个额外信号的ATD转换,将会总共需要具有总计十二个可用位置的四个序列。可预想周期装置转换的不同数量可能影响给定时间周期序列内可用位置的数量。
表2-转换序列示例执行的序列1到序列3
上面的表2显示了根据本发明的至少一个实施例的三序列计划转换的策略。可预想计划策略可具有任何数量的连续序列以提供装置监视的灵活性同时支持正时要求。考虑上面的三序列配置,该实施例显示了转换除马达、发电机和VVC之外的九个(3x3)额外信号的能力。该循环可以通过正时外围设备的发电机计数器触发。一旦发起,发电机相位A和相位B电流在信道1和2上分别在时间零处开始。一旦第一转换组完成,基于感测的值将控制信号传输至逆变器,并且微控制器前进至序列中的第二步以转换发电机相位C电流。在序列内第二步处,存在用于第一温度信号读数的空间。第一序列中的第三步可通过马达计数器触发,并且包括马达三相电流的每个信号的ATD转换。以类似的方式,完成三相电流信号转换中的两个,再然后执行第三相位信号转换。此时,有一个额外的开放位置,其中采用指示第二温度的读数。温度指数可适用于指示与混合动力电动动力传动系统的运转相关的任何给定装置的热状态(thermal status)。例如,电池温度、电源水平和马达温度中的每个可以是上述序列开放位置中的适当输入。
从表格2中的序列#2和序列#3能看出,正时外围设备的计时器通过混合马达、发电机和VVC中每个计划的协议而循环。序列#2和序列#3都额外地具有在动力传动系统中多个位置处监视电压以及监视电源利用的开放位置。任何的数据信号可适用于用于考虑动力传动系统性能的控制器算法的多个序列的开放位置内的输入。
对应于三个驱动部件的每个ATD转换的频率和/或相位可彼此不同,所以给定转换的位置可发生在序列中不同的信道和/或位置上。如上所述,可编程的计划灵活地适配于将给定序列内不同位置中的数据转换至指令信息在需要的时间处仍然提供至对应的装置的程度(extention)。
图2是显示根据上述描述实施的正时策略的时间图表。显示了用于马达、发电机和VVC需要的每个转换的周期循环。用于每个装置的波形显示为具有交错的相位和/或不同的时间周期。在当前实施例中,发电机波形60和马达波形62都具有8.0的记号时间周期比率(15μs x8=120μs),然而在两个信号之间存在滞后。在相同的实例中,通过具有4.0的记号时间周期比例(15μs x4=60μs)的独特时间周期描述VVC波形64。一直循环多个ATD序列直到所有ATD序列被读取。从图2的示例实施中可以看出,在第三个序列之后重复序列的节拍。马达和发电机的波形之间的滞后代表波形之间的相位移动。此外,在发电机和马达的三相电流的一次交替中VVC波形交替两次,显示出独特的波形时间周期。所以在该过程中每个波形的最大和最小峰值可以发生在不同的时间处。描述的波形显示为具有示例时间周期,然而在实际实施中使用的时间周期可以不同。
在至少一个实施例中,每个记号时间周期读取所有的电流传感器。然而,仅对应于每个波形的最大或最小峰值的电流传感器读数存储至存储器并随后用于进一步处理。存储的电流传感器读数用于计算以确定用于每个电子装置的指令。仅具有较高重要性的那些峰值读数的存储可能需要专用软件。软件包括用于产生PWM信号以引起交替的电源电流波形的函数,并且该函数还控制对应于马达、发电机和VVC中每者的ATD转换使得每个转换之间没有正时冲突。
在进一步的实施例中,描述了保存与PWM波形关联的峰值的方法。在每个ATD转换完成之后发生数据的第一直接存储器存取(DMA)传输。第一DMA传输复制ATD转换的结果至第一存储器存储位置。第二DMA传输可通过正时外围设备选择性地触发并且将来自第一存储器存储位置的值传输至第二存储器位置。基于正时外围设备中计划的配置,第二DMA传输仅发生在PWM波形时间周期的中间或结尾处。第二DMA传输确保控制器保存PWM时间周期的波形的最大和最小峰值以随后在处理期间使用。
本发明公开的程序、方法和算法可通过包括任何现有的可编程电子控制单元或专用的电子控制单元的处理装置、控制器或计算机使用/实施。类似的,程序、方法或算法可存储为通过控制器或计算机以多种形式执行的数据和指令,包括但不限于永久存储在不可写的存储媒介(比如ROM设备)中并且可替代地信息可存储在可写的存储媒介(比如软盘、磁带、CD、RAM设备和其它的磁性和光学媒介)中。程序、方法或算法还可在可执行软件的对象中实施。可替代地,可以使用适当的硬件部件整体地或部分地包含该程序、方法或算法,比如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机(state machine)、控制器或其它硬件部件或设备,或者硬件、软件和固件部件的结合。
虽然上文描述了示例实施例,但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定,并且应理解可作出各种改变而不脱离本发明的精神和范围。如上所述,可组合多个执行实施例的特征以形成本发明没有明确描述或说明的进一步的实施例。虽然已经对一个或多个希望的特征描述了提供优点的或优于其它实施例或现有技术实施的多个实施例,本技术领域中的普通技术人员应理解可以包含一个或多个特性以实现希望的综合系统属性,该属性取决于具体的应用和实施。这些属性可包括但不限于:成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等。这样,对于一个或多个特性描述的可取性低于其它实施例或现有技术实施的实施例没有在本发明的范围之外并且可能对于特定应用是可取的产业上的可利用性。
Claims (6)
1.一种车辆,包含:
可变电压控制器;
电动马达,被配置为用于提供辅助扭矩至发动机;以及
单个控制器,被配置为:
读取来自所述电动马达、所述可变电压控制器及所述车辆中的发电机或传感器的多个模拟信号,其中,所述多个模拟信号具有不同的相位和/或不同的周期,
以所述多个模拟信号的正时的峰值确定的节拍在时间周期的每个重复序列期间对所述多个模拟信号执行模数转换,
基于所述模数转换和读数提供指令信号至所述电动马达和所述可变电压控制器,
其中,所述时间周期中的每者包括一系列记号时间周期,并且响应于每个记号时间周期,所述单个控制器对来自所述电动马达的模拟信号执行两个模数转换、对来自所述电动马达及所述发电机或传感器的模拟信号中的每者执行一个模数转换、或者对来自所述可变电压控制器及所述发电机或传感器的模拟信号中的每者执行一个模数转换。
2.根据权利要求1所述的车辆,其特征在于,所述单个控制器包括多个独立信道并且进一步被配置为用于同时转换高于所述多个独立信道的数目的多个模拟信号。
3.根据权利要求1所述的车辆,其特征在于,来自所述发电机或传感器的模拟信号指示车辆工况。
4.根据权利要求1所述的车辆,其特征在于,所述时间周期是相等的持续时间。
5.根据权利要求1所述的车辆,其特征在于,所述时间周期中每者的持续时间基于提供至所述电动马达的交流电的波形的时间周期的。
6.根据权利要求5所述的车辆,其特征在于,所述单个控制器进一步被配置为用于存储用于所述波形的峰值。
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GB1540997A (en) | 1975-05-16 | 1979-02-21 | Euratom | Apparatus for controlling ac-motors |
JPS5778388A (en) | 1980-10-30 | 1982-05-17 | Fanuc Ltd | Control system for induction motor |
US4581569A (en) | 1982-11-02 | 1986-04-08 | Fanuc Limited | AC motor control apparatus |
JPS60237527A (ja) * | 1984-05-11 | 1985-11-26 | Mitsubishi Electric Corp | A−d変換装置 |
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US5552977A (en) | 1995-06-20 | 1996-09-03 | Ford Motor Company | Three phase inverter circuit with improved transition from SVPWM to six step operation |
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US7126515B1 (en) * | 2005-09-27 | 2006-10-24 | Microchip Technology Inc. | Selectable real time sample triggering for a plurality of inputs of an analog-to-digital converter |
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