CN104029675A - 混合动力汽车及其动力系统转矩控制方法 - Google Patents
混合动力汽车及其动力系统转矩控制方法 Download PDFInfo
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Abstract
本发明公开了一种混合动力汽车及其动力系统转矩控制方法,所述方法包括以下步骤:(1)驾驶员转矩需求解释;以及(2)多动力源转矩分配与协调。本发明涉及的混合动力系统转矩控制方法可保证在实时动力源转矩能力范围内驾驶感觉的一致性以及有利于混合动力系统的匹配。
Description
技术领域
本发明涉及新能源车动力控制设计领域,具体说涉及一种混合动力系统转矩控制方法和使用所述方法的混合动力汽车。
背景技术
混合动力汽车与传统汽车相比最大的区别在于其动力系统,混合动力系统的特点是多动力源、运行模式复杂、而且发动机-电机响应特性差别大。在多动力源间进行合理的功率分配,即如何将各动力源部件的转矩耦合并输出,对动力系统运行的平稳性和可靠性有着重大影响。
发明内容
本发明要解决的技术问题是提供一种混合动力系统转矩控制方法,保证动力系统输出的平顺性和较好的响应性,使混合动力车的驾驶性得到优化。
本发明采用以下技术方案。
一种混合动力系统转矩控制方法,所述动力系统的动力源部件包括发动机、电机,包括以下步骤:
(1)驾驶员转矩需求解释,其中包括:
(1a)计算所述动力系统能实现的最大转矩;
(1b)根据驾驶员指令计算动力系统负荷率;
(1c)根据所述最大转矩及所述动力系统负荷率计算得到需求转矩;
(2)多动力源转矩分配与协调,其中包括:
(2a)将所述需求转矩向所述动力源部件进行分配,至少得到用于发动机的发动机预分配转矩和用于电机的电机预分配转矩;
(2b)实时采集发动机的输出转矩并计算所述输出转矩与所述发动机预分配转矩之间的差值,利用电机对所述差值进行补偿。
本发明涉及的混合动力系统转矩控制方法可分为两部分:1.驾驶员转矩需求解释;2.多动力源转矩分配与协调。所指的混合动力电动汽车,其动力系统的运行模式应至少包括一个或两个甚至以上动力源转矩耦合的模式,包括但不限于混合动力系统常见的并联模式与混联模式、以及纯电动模式、串联模式,或上述各模式的任意组合。
驾驶员转矩需求解释,包括以下几个部分:1.混合动力系统最大转矩能力计算;2.驾驶员预期动力系统负荷率计算;3.转矩仲裁与限制;4.转矩需求滤波。其中混合动力系统最大转矩能力,为当前动力系统状态下(动力电池,电机,发动机等各部件状态)所有运行模式下能够实现的最大驱动转矩,不受到当前具体运行模式的限制。驾驶员预期动力系统负荷率表征驾驶员需求的动力性占动力系统总能力的百分比,其中动力系统总能力既可以指最优化状态下系统所能达到的最佳性能,也可以指当前状态下动力系统所能实现的最大能力。转矩仲裁与限制部分,根据混合动力系统最大转矩能力和驾驶员预期负荷率得到初步的驾驶员转矩需求,与其它转矩需求(可包括但不限于定速巡航转矩需求等)仲裁后得到第一中间转矩,根据实际的混合动力系统运行模式进行限制,得到仲裁后的第二中间转矩。转矩需求滤波,是指将前一步得到的第二中间转矩通过滤波器进行变化率限制,使其既跟随驾驶员对动力性的预期又不至于由于转矩的快速变化造成传动系统或整车的抖动、振动,最终得到驾驶员转矩需求。
其中,上述驾驶员转矩需求解释中的驾驶员预期动力系统负荷率计算,可以使用但不限于加速踏板迈普图,其输入可为加速踏板开度与表征动力系统或与整车速度相关的信号,包括车速、传动系输出轴转速、传动系输入轴转速等。迈普图即为一种标定数据的离散存贮方式,一般为一维或二维表格。对于一维表格,输入一变量作为查表的输入量,在最相近的输入轴两个断点之间差值,得到一个输出值;对于二维表格,输入两个变量作为查表的输入量,在对应输入轴的最相近两个断点之间差值,得到一个输出值。
其中,上述驾驶员转矩需求解释中的转矩仲裁与限制部分,可采用但不限于以下三种方法:(1)将混合动力系统实时最大转矩能力与驾驶员预期负荷率相乘,得到初始转矩需求;(2)将混合动力系统最优状态下的转矩能力与驾驶员预期负荷率相乘,得到初始转矩需求;(3)使用基础部分加速踏板迈普图输出的负荷率需求与某一固定转矩基准相乘,使用助力部分加速踏板迈普图和混合动力系统实时最大转矩能力与前述固定基准之间的差值相乘,并将两部分转矩值相加得到初步的驾驶员需求转矩。
其中,上述驾驶员转矩需求解释中的转矩需求滤波,可以使用但不限于以下方法:(1)根据混合动力系统状态及其它各参数选择变化率的转矩斜率控制;(2)根据混合动力系统状态及其它各参数选择时间常数的一阶滤波控制;(3)根据混合动力系统状态及其它各参数选择时间常数的二阶或高阶滤波控制。
所述多动力源转矩分配与协调,是指将解释出的驾驶员转矩需求分配至当前运行模式下参与驱动车辆的各个动力源,其基本依据是混合动力系统能量管理策略和效率优化策略。主要包括以下几个部分:1.动力源转矩预分配;2.滤波与变化率限制;3.转矩动态补偿。动力源转矩预分配,指的是根据能量管理策略,即当前应对动力电池进行充电或放电、充放电的理想功率,以及效率优化策略,即当前实现综合燃油效率最优的发动机负荷,决定对发动机、电机等各动力源的初步转矩需求。滤波与变化率限制则是在已知对各动力源的初步转矩需求基础上,考虑发动机、电机的转矩响应特性,对发出的转矩进行滤波与斜率限制。转矩动态补偿,主要针对发动机转矩响应稍慢于电机的特点,实时监测发动机转矩需求与发动机实际输出转矩间的差值,并利用电机对其进行补偿,保证动力源综合转矩输出与驾驶员转矩需求一致。
本发明还提供了一种混合动力汽车,该汽车的动力系统使用上述转矩控制方法。可保证与传统动力汽车相同甚至更优的驾驶性。
本发明的有益效果在于:(1)对于有多种运行模式的混合动力系统,该驾驶性控制方法可保证在实时动力源转矩能力范围内驾驶感觉的一致性,即无论运行模式,相同车速、相同加速踏板开度下,有相同的动力系统总转矩需求。(2)此方法也有利于混合动力系统的匹配标定,即首先实现驾驶员转矩需求解释的优化,再进一步根据不同的运行模式,保证各模式下动力源的综合转矩输出负荷驾驶员转矩需求解释的最终结果,便于实施、验证。
附图说明
参照附图,本发明的公开内容将变得更易理解。本领域技术人员容易理解的是:这些附图仅仅用于说明的目的,而并非意在对本发明的保护范围构成限制。
图1-7为本发明涉及的混合动力系统转矩控制方法的各步骤的示意图。
具体实施方式
为帮助本领域的技术人员能够确切地理解本发明要求保护的主题,下面结合附图详细描述本发明的具体实施方式。
本发明中所提到的“驾驶性”包括以下两个方面:(1)驾驶员预期与实际动力输出的匹配,例如在10%油门踏板、50kph车速下,一般驾驶员的加速预期在1m/s2,则应该根据目标车型在50kph时的阻力、整车质量等估计所需动力转矩(Nm),将其作为转矩解释的初步结果;(2)动力输出的平顺性及响应速度,即剔除驾驶员需求转矩中的高频分量,选择中、低频量作为滤波后的结果,平衡响应速度与平顺性。
一种混合动力电动汽车驾驶性控制方法,其具体实施方案中的一种实施例如下。该实施例方案针对一种有两个电机(启动-发电一体电机ISG,驱动电机TM,在下述描述中电机1指的是启动-发电一体电机ISG,电机2指的是驱动电机TM)的强混合动力系统,混合动力系统运行模式包括:纯电动模式,串联模式,并联模式。
驾驶员转矩需求解释,包括混合动力系统最大转矩能力计算、驾驶员预期动力系统负荷率计算、转矩仲裁与限制以及转矩需求滤波。
参见图1,其中混合动力系统最大转矩能力,为当前动力系统状态下(动力电池,电机,发动机等各部件状态)并联模式下能够实现的最大转矩。并联模式下发动机、电机1、电机2都接入传动系统,在动力电池正常可放电功率情况下,并联模式的动力系统最大转矩要大于其它模式。
参见图2-3,驾驶员预期动力系统负荷率包括两部分:基础部分和助力部分。上述两部分分别有加速踏板迈普图,在中小加速踏板开度下仅有基础部分,助力部分负荷率为0;在中等以上加速踏板开度下,当基础部分迈普图的输出达到100%,则助力部分的负荷率随着踏板开度的进一步加大而增大,直到100%。基础部分迈普图输出的负荷率与一随车速变化的固定转矩特性线相乘,得到驾驶员基础转矩需求。该固定转矩特性线根据发动机、电机的持续转矩能力制定,并经平滑过渡得到。助力部分迈普图输出的负荷率与混合系统最大转矩能力和上述固定转矩特性之间的差值相乘,得到驾驶员助力转矩需求。将驾驶员基础转矩需求与助力转矩需求相加,则得到综合的驾驶员初始需求转矩。
参见图3-4,驾驶员的初始需求转矩经过与巡航控制转矩需求的仲裁,所谓仲裁指的是多个之中选择一个。经仲裁得到第一中间转矩,并经过传动系统最大转矩限制后,得到第二中间转矩,最后进入驾驶性滤波对转矩需求进行平滑过渡。所谓运行模式转矩限制,指的是根据当前实际运行模式对转矩需求“封顶”,只有当进入对应模式后才将转矩能力放到对应模式下。典型工况如,由串联模式进入并联模式,串联模式转矩能力一般小于并联模式,当串联模式下驾驶员扭矩需求增大、超过了串联模式最大能力时,仍按照串联模式最大扭矩进行限制,这时会触发串联至并联模式切换,切换完成后则开始根据并联模式最大扭矩进行限制。本实施例的驾驶性滤波采用转矩变化率控制的方式,即根据车速、加速踏板开度、滤波前后转矩差值等对转矩变化率进行修正,最后得到最终需求转矩。滤波在这里其实是一个比较宽泛的概念,可以理解为将初始的、较粗糙的信号(频域:包含较多高频分量的信号)转化为较平顺的信号(频域:包含中、低频分量的信号),其实现有多种手段,直接对第二中间转矩变化率进行控制即为其一(其它的包括一阶滤波、二阶滤波等)。变化率即牛顿*米每秒(Nm/s),表示转矩在时域中的变化强度。以保证当达到驾驶员目标扭矩,在平顺的同时,不至于让驾驶员感知到明显的动力滞后。
多动力源转矩分配与协调,包括动力源转矩预分配、滤波与变化率限制和转矩动态补偿。
参见图5-7,动力源转矩预分配中根据能量管理策略及效率优化策略,决定对发动机、电机1、电机2初步转矩需求预分配。可以得到第一发动机预分配转矩、第一电机1预分配转矩、和第一电机2预分配转矩。此需求经过滤波与变化率限制,考虑发动机、电机的转矩响应特性,得到发动机、电机1、电机2的转矩需求,即为第二发动机预分配转矩、第二电机1预分配转矩、和第二电机2预分配转矩。转矩动态补偿中实时监测发动机转矩需求与发动机实际输出转矩间的差值,并利用电机1和/或电机2对其进行补偿,保证动力源总转矩输出与驾驶员转矩需求一致。
以下通过实例来说明对各动力源进行转矩预分配。在第一部分确定驾驶员转矩需求为100Nm,此时动力系统转速在2000rpm,则通过能量优化算法(或离线优化计算得到的效率优化迈普图)得到,此时发动机输出120Nm,电机总输出-20Nm整体效率最佳,得到的预分配方案即为发动机100Nm、电机-20Nm。但在实际驾驶过程中,发动机的转矩上升需要较长时间,其响应速度慢于电机,且主动降低发动机的转矩变化速度有利于排放和油耗。因此在上述时刻,发动机的实际转矩输出可能为110Nm。为保证驾驶员转矩需求得到满足,就要进一步对电机转矩进行修正,使其输出-10Nm,而非-20Nm。一段时间后,行驶工况稳定时,方才达到真正预期的分配效果,即发动机120Nm,电机-20Nm。
虽然已详细地示出并描述了本发明的具体实施例以说明本发明的原理,但应理解的是,本发明可以其它方式实施而不脱离这样的原理。
Claims (14)
1.一种混合动力系统转矩控制方法,所述动力系统的动力源部件包括发动机和电机,其特征是包括以下步骤:
(1)驾驶员转矩需求解释,其中包括:
(1a)计算所述动力系统能实现的最大转矩;
(1b)根据驾驶员指令计算动力系统负荷率;
(1c)根据所述最大转矩及所述动力系统负荷率计算得到需求转矩;
(2)多动力源转矩分配与协调,其中包括:
(2a)将所述需求转矩向所述动力源部件进行分配,至少得到用于发动机的发动机预分配转矩和用于电机的电机预分配转矩;
(2b)实时采集发动机的输出转矩并计算所述输出转矩与所述发动机预分配转矩之间的差值,利用电机对所述差值进行补偿。
2.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:在计算所述最大转矩之前先采集当前动力系统的动力源部件及能量储存装置的参数信息。
3.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:所述最大转矩在所有运行模式下计算。
4.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:所述动力系统负荷率通过测量加速踏板开度并采集与整车速度信号相关的信号进行查表得到。
5.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:所述步骤(1c)包括计算初始需求转矩,并与其他转矩进行择一选择后得到第一中间转矩;根据实际运行模式对所述第一中间转矩进行限制,得到第二中间转矩;再对所述第二中间转矩进行滤波控制得到最终需求转矩。
6.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:在所述步骤(2a)和所述步骤(2b)之间还要对所述发动机预分配转矩和所述电机预分配转矩进行滤波控制。
7.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:所述能量储存装置为但不限于动力电池。
8.根据权利要求1所述的混合动力系统转矩控制方法,其特征是:所述运行模式包括串联模式、并联模式、混联模式和纯电动模式,以及它们的任意组合模式。
9.根据权利要求5所述的混合动力系统转矩控制方法,其特征是:所述初始需求转矩由所述最大转矩与所述动力系统负荷率相乘得到。
10.根据权利要求5所述的混合动力系统转矩控制方法,其特征是:所述初始需求转矩由所述动力系统在最优状态下的输出转矩与所述动力系统负荷率相乘得到。
11.根据权利要求5所述的混合动力系统转矩控制方法,其特征是:所述初始需求转矩,由①通过查表得到的动力系统负荷率基础部分乘转矩基准,加上②通过查表得到的动力系统负荷率助力部分乘所述动力系统最大转矩与所述转矩基准的差得到。
12.根据权利要求5所述的混合动力系统转矩控制方法,其特征是:所述其他转矩包括巡航转矩。
13.根据权利要求5所述的混合动力系统转矩控制方法,其特征是:对所述第二中间转矩进行滤波控制包括通过转矩变化率控制或一阶滤波或二阶滤波控制。
14.一种混合动力汽车,其特征是所述混合动力汽车的动力系统使用如权利要求1-13任一项所述的转矩控制方法。
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EP2965963B1 (en) | 2021-05-05 |
EP2965963A4 (en) | 2016-11-09 |
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