CN104364108B - 包括至少两个驱动系统的车辆的驱动系统控制方法 - Google Patents

包括至少两个驱动系统的车辆的驱动系统控制方法 Download PDF

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CN104364108B
CN104364108B CN201380018230.4A CN201380018230A CN104364108B CN 104364108 B CN104364108 B CN 104364108B CN 201380018230 A CN201380018230 A CN 201380018230A CN 104364108 B CN104364108 B CN 104364108B
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control method
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CN104364108A (zh
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Y·米约
F·加利诺
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PSA Automobiles SA
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    • B60—VEHICLES IN GENERAL
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    • B60—VEHICLES IN GENERAL
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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
    • B60K6/42—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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    • 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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    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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    • B60—VEHICLES IN GENERAL
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    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B60W2510/083—Torque
    • 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
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    • B60—VEHICLES IN GENERAL
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    • 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
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    • 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
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Abstract

本发明涉及一种车辆的驱动系统控制方法，所述车辆包括至少两个用于牵引的驱动系统：主动驱动系统以及补充驱动系统，所述补充驱动系统在关闭状态下包括于释放扭力之前的准备时限，其特征在于，主动驱动系统对车轮施加允许车辆行驶的扭力(C2)，在补充驱动系统关闭时，根据主动驱动系统施加的扭力(C2)、车辆速度(V)以及行驶状况计算车辆的理论加速度(Aveh theoretical)，然后将所述车辆的理论加速度与车辆的测得的实际加速度(Aveh actual)进行比较，在检测到高于阈值的偏离时，立刻命令启动补充驱动系统。

Description

包括至少两个驱动系统的车辆的驱动系统控制方法
技术领域
本发明涉及一种包括至少两个驱动系统的车辆的驱动系统控制方法，以及实施该方法的车辆。
背景技术
这种类型的车辆包括驱动一列车轮或两列车轮的两个不同的驱动系统，其具有不同的启动特征。这两个驱动系统可以在运转的情况下，要求两者的帮助，以释放力矩，而允许在司机要求下使得车辆加速。
尤其，一些混合动力车辆包括通过传动装置与驱动轮相连的热机和牵引电机。
在热机通过自动传动装置、尤其通过自动变速箱而与两个电机轮相连的情况下，控制牵引链的计算机可以根据不同的参数、例如司机的要求、车辆状况或者运输情况而决定启动该驱动系统。
通过停机状态下的热机，在获得驱动轮上所需的扭力之前需要一定的时间，这对应于发动机的启动、若无接合任何齿轮则与传动装置的接合，以及离合器的闭锁。得到的总时间对应于十分之几秒，或者甚至数秒。
对于牵引电机，在与驱动轮的持久性相关的情况下，同样可以快速获得这些轮之间的扭力。相反地，在电机通过包括由该连接自动化的接合系统、例如接合套的传动装置而与驱动轮相连，还应当在轮上提供扭力之前提供接合时间。
可以具有多种情况，其取决于行驶状况，车辆由不允许其自己获得司机要求的车辆加速的第一驱动系统而驱动，控制驱动系统的计算机应该启动第二驱动系统，以产生获得加速所需的补充扭力。
随后根据驱动类型而具有获得补充扭力的时限，这可能对于司机和乘客而言是令人不快的，并且当有紧急情况需要释放所要求的加速时，这可能是令人担心或者危险的。
一种已知的混合动力车辆，尤其是由文献US-B1-6205379所公开的，包括：配备有驱动车辆前桥总成的传动装置的热机，驱动后桥总成的电机，以及控制分别由两个驱动系统释放的扭力的装置，以便于协调这些扭力，而避免驱动轮空转打滑。
然而，该车辆不包括能够提早启动包括一定启动时间的驱动系统的装置。
发明内容
本发明尤其旨在避免现有技术的这些不足。
为此，提出一种车辆的驱动系统控制方法，所述车辆包括至少两个用于牵引的驱动系统：主动驱动系统以及补充驱动系统，所述补充驱动系统在关闭状态下包括于释放扭力之前的准备时限，其特征在于，主动驱动系统对车轮施加允许车辆行驶的扭力C2，在补充驱动系统关闭时，根据主动驱动系统施加的扭力C2、车辆速度V以及行驶状况计算车辆的理论加速度Aveh_théorique，然后将所述车辆的理论加速度与车辆的测得的实际加速度Aveh_réelle进行比较，在检测到高于阈值的偏离时，立刻命令启动补充驱动系统。
该驱动系统控制方法的一个优点在于其允许通过准备补充驱动系统而提前命令附加扭力，以解决由于例如由于需要跨越障碍、轮子滑脱或者特殊的坡道而引起的行驶困难，这是通过比较理论加速度和实际加速度而尽早检测到不能释放所需扭力的主动驱动系统引起的问题风险。
根据本发明控制驱动系统的方法还可以包括如下一个或多个特征，这些特征也可以彼此组合。
有利的是，行驶状况包括道路状况系数F0、F1和F2，其提供了由下述公式计算获得的滚动阻力Cres：
Cres＝F0+F1×V+F2×V2+Mveh×g×sin(atanα)；
其中，Mveh＝车辆质量，g＝重力加速度，α＝道路坡度，而V＝车辆速度。
有利的是，控制方法使用下式计算车辆的理论加速度：
Aveh_théorique＝R/Jtot(C2–F0-F1×V-F2×V2-Mveh×g×sin(atanα))；
其中，R＝车轮半径，Jtot＝车轮的惯性矩。
有利的是，所述方法计算车辆的理论加速度Aveh_théorique的包络线，对应于道路坡度α的特定范围，随后比较测得的实际加速度Aveh_réelle，以验证其是否包括在该包络线中。
尤其，控制方法可命令启动补充驱动系统，以使用该驱动系统在车轮上施加负扭力C1
本发明还旨在提供一种混合动力车辆，其包括至少一个主动驱动系统和补充驱动系统用于牵引，所述混合动力车辆实施根据上述特征中任一项所述的驱动系统控制方法。
根据一个实施方式，补充驱动系统包括热机，其与包括自动变速箱的传动装置相连，驱动车辆的前轮。
主动驱动系统包括驱动车辆后轮的电机。
尤其，补充驱动系统可包括传动装置，所述传动装置包括通过接合套接合的变速齿轮。
附图说明
通过阅读以下参考图1对非限制性示例的说明书，能够更好地理解本发明，并且本发明的其它特征和优点将更加清楚，图1是设置了热机和电机的混合动力车辆的示意图。
具体实施方式
图1示出了混合动力车辆1，其包括设置了热机4的前桥总成2，所述热机与包括自动变速箱的传动装置6相连。传动装置6包括用于释放施加在车轮上的扭力C1的输出差速器，其不驱动车辆1的两个前轮8的轮轴。
混合动力车辆1还包括后桥总成10，设置有电池供电的牵引电机12，所述牵引电机以永久的方式与包括输出差速器的传动装置14连接，所述输出差速器通过车轴驱动车辆的两个后轮16，以便在这些车轮上施加扭力C2。
驱动系统的控制计算机20接收：关于驱动系统运行的信息，尤其是热机4施加在车轮上的扭力C1以及电机12施加在车轮上的扭力C2；关于车辆运行的信息，尤其是其实际加速度；以及关于司机要求的信息，尤其是通过在油门踏板加力而表示的加速要求。
控制计算机20根据这些不同信息而管理这两个驱动系统4、12的起动，以及应当分别施加在车轮8、16上的扭力C1、C2的设置。实施对这两个扭力的管理，以尤其在安全和舒适的最佳状况下响应于司机的要求，由此强制降低耗油量和油气污染的排放。
在一些特定环境下，车辆借助于由电机12释放在后轮16上的扭力C2而行驶，而热机4停止，其变速箱处于停止点(point mort)，可以获得与驾驶员要求不对应的车辆加速度。
例如，车辆1的车轮压靠在障碍物(例如人行道边缘或陡坡)上，或者后驱动轮16包括低附着力时，车辆的加速度可能与电机释放的扭力无关。该问题可能来自于由电机12释放而施加在车轮上的扭力C2的不足而产生，或者由于车辆后轮16的牵引能力不足所致。
该情况可能是令人不便的，尤其是当车辆受阻时。这也可能是危险的，尤其当车辆的稳定性受到威胁时。
一般地，根据下列公式，道路状况(loi de route)给定车辆的滚动阻力Cres，这对应于施加在车轮上的抵抗扭力：
(1)Cres＝F0+F1×V+F2×V2+Mveh×g×sin(atanα)
其中：
-F0：道路状况系数，单位N；
-F1：道路状况系数，单位N/km.h；
-F2：道路状况系数，单位N/(km.h2)；
-Mveh：车辆的质量，单位kg；
-g：重力加速度，为9.81m/s2；
-α：道路坡度，以％表示；
-V：车辆速度，单位km/h；
此外，带给车轮的车辆动力方程为下式：
(2)Aveh＝R(dωroue/dt)
车轮的动力方程如下式：
(3)Jtot(dωroue/dt)＝ΣCroue＝C1+C2-Cres
其中：
-Aveh：车辆加速度，单位m/s2；
-R：车轮的半径，单位m；
-ωroue：车轮的速度，单位rad/s；
-Cres：滚动阻力，单位N；
-Jtot＝传动链带给车轮的惯性矩。
考虑到热机4停止，C1为零，重新组合后两个方程(2)和(3)，可以获得车辆的理论加速度：
(4)Aveh_théorique＝R/Jtot(C2-F0-F1×V-F2×V2-Mveh×g×sin(atanα))
对于混合动力车辆1，可以通过知晓由驱动系统的控制计算机20向电机12给予的设定扭力C2以及测得的车辆速度V，并且考虑到评估的道路状况系数F0、F1、F2，推断出车辆对应于道路坡度的特定面的理论加速度Aveh_théorique的包络线。
驱动系统的控制方法周期性地执行车辆理论加速度Aveh_théorique的包络线的计算，随后将测得的车辆实际加速度Aveh_réelle进行比较，以验证其是否包括在该包络线内。
一旦该方法检测到测得的实际加速度Aveh_réelle未包括在包络线中，则推断车辆处于需要补充扭力的异常状况。于是该方法立即要求起动热机4，并且与变速箱的变速齿轮接合，用于准备该驱动系统以尽早在前桥总成2上释放扭力。
热机4准备起动并且与传动装置6的变速齿轮接合，以便于跟随行驶环境的变化，尤其当使用单独电机12驱动后桥总成10的牵引问题确认时，准备在前桥总成2上施加扭力C1。
如果该问题源自于由电机12释放的扭力C2不足，那么前桥总成2的扭力C1的该贡献可以允许向车辆提供更大的牵引总扭力。其还能够通过对前桥总成2带来扭力而改善车辆的动力性能，而后桥总成10包括在道路上不足的附着力，以便于实现四轮驱动的车辆。
根据本发明的驱动系统控制方法，可以易于集成在现有的计算机中，利用车辆中已经配备的传感器，这是一种经济的技术方案。
将注意到，该控制方法可以允许准备包括不同类型技术的补充驱动系统，其在释放扭力之前包括一定的准备时限。尤其可以将其用于与包括变速齿轮接合套的传动装置相连的电机，其在与接合套接合之前应当首先使其转速同步。
还将注意到，根据需要，该补充驱动系统可在车轮上释放驱动扭力，或者在应当使得车辆减速时释放刹车扭力，或者仅是车辆的行驶总成。

Claims (9)

1.一种车辆的驱动系统控制方法，所述车辆包括至少两个用于牵引的驱动系统：主动驱动系统以及补充驱动系统，所述补充驱动系统在关闭状态下包括于释放扭力之前的准备时限，其特征在于，主动驱动系统对车轮施加允许车辆行驶的扭力C2，在补充驱动系统关闭时，根据主动驱动系统施加的扭力C2、车辆速度V以及行驶状况计算车辆的理论加速度Aveh_théorique，然后将所述车辆的理论加速度与车辆的测得的实际加速度Aveh_réelle进行比较，在检测到高于阈值的偏离时，立刻命令启动补充驱动系统。
2.根据权利要求1所述的驱动系统控制方法，其特征在于，行驶状况包括道路状况系数F0、F1和F2，其提供了由下述公式计算获得的滚动阻力Cres：
Cres＝F0+F1×V+F2×V2+Mveh×g×sin(atanα)；
其中，Mveh＝车辆质量，g＝重力加速度，α＝道路坡度，而V＝车辆速度。
3.根据权利要求2所述的驱动系统控制方法，其特征在于，控制方法使用下式计算车辆的理论加速度：
Aveh_théorique＝R/Jtot(C2–F0-F1×V-F2×V2-Mveh×g×sin(atanα))；
其中，R＝车轮半径，Jtot＝传动链带给车轮的惯性矩。
4.根据权利要求3所述的驱动系统控制方法，其特征在于，所述方法计算车辆的理论加速度Aveh_théorique的包络线，对应于道路坡度α的特定范围，随后比较测得的实际加速度Aveh_réelle，以验证其是否包括在该包络线中。
5.根据上述权利要求中任一项所述的驱动系统控制方法，其特征在于，所述方法命令启动补充驱动系统，以使用所述补充驱动系统在车轮上施加负扭力C1。
6.一种混合动力车辆，其包括至少一个主动驱动系统和补充驱动系统用于牵引，其特征在于，所述混合动力车辆实施根据上述权利要求中任一项所述的驱动系统控制方法。
7.根据权利要求6所述的混合动力车辆，其特征在于，补充驱动系统包括热机(4)，其与包括自动变速箱的传动装置(6)相连，驱动车辆的前轮(2)。
8.根据权利要求7所述的混合动力车辆，其特征在于，主动驱动系统包括驱动车辆后轮(10)的电机(12)。
9.根据权利要求6所述的混合动力车辆，其特征在于，补充驱动系统包括传动装置，所述传动装置包括通过接合套接合的变速比齿轮。
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