CN104943682B - 控制车辆牵引马达的扭矩 - Google Patents

控制车辆牵引马达的扭矩 Download PDF

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CN104943682B
CN104943682B CN201510141762.8A CN201510141762A CN104943682B CN 104943682 B CN104943682 B CN 104943682B CN 201510141762 A CN201510141762 A CN 201510141762A CN 104943682 B CN104943682 B CN 104943682B
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torque
temperature
motor
torque limit
positive
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CN104943682A (zh
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大洼俊介
卡罗尔·L·奥库博
沃尔特·J·奥特曼
马文·P·卡拉斯卡
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
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Abstract

一种混合动力电动动力传动系统包括在推进和再生模式下进行操作的电机。电机具有分别用于推进和再生模式的正和负扭矩极限，以减小由于过热而对电机产生的潜在的热损伤。正和负扭矩极限随马达温度的上升而单独减小。负扭矩极限以大于正扭矩极限的速率减小。

Description

控制车辆牵引马达的扭矩
背景技术
本发明涉及一种控制车辆中的牵引马达的方法。
机动车辆的混合动力传动系统可以包括电机。电机可以在推进模式下操作，在该模式下电机旋转产生推进车辆的扭转力。作为选择地，电机可以在再生模式下操作以产生储存于蓄电池中的电荷。电机在推进和再生模式下操作产生热量。当车辆在走走停停的交通中或在急速坡度变化的道路上行驶时会增加由电机产生的热量。过热会损坏电机。相应的，电机通常具有提供用于保护电机免于由过热导致的热损坏的扭矩极限。
发明内容
一实施例预期了一种控制车辆中牵引马达的扭矩的方法。测量马达的温度，马达具有正和负扭矩极限。当测量的温度高于第一温度极限并低于第二温度极限时，计算减少的负扭矩极限并保持全部正扭矩极限。使用减小的负扭矩极限和全部正扭矩极限来操作马达。
根据本发明的一个实施例，方法进一步包括当马达温度在预定范围之上时，使用进一步减小的负扭矩极限和减小的正扭矩极限来操作马达。
根据本发明的一个实施例，负扭矩极限减小的量大于正扭矩极限减小的量。
根据本发明的一个实施例，减小的负扭矩极限的量随着马达温度变化，减小的量随着温度的升高而增加。
根据本发明的一个实施例，马达响应于车辆制动请求而产生负扭矩。
根据本发明的一个实施例，正和负扭矩极限通过马达控制器应用于马达。
另一实施例预期了一种控制车辆中牵引马达的扭矩的方法。测量马达的温度，马达具有第一和第二扭矩极限。使用测量的温度来计算调整因子。使用调整因子计算修正的第一扭矩极限，而第二扭矩极限不变。使用修正的第一扭矩极限和不变的第二扭矩极限来限制马达的扭矩容量。
根据本发明的一个实施例，修正的第二扭矩极限的量随测量的温度的上升而减小。
根据本发明的一个实施例，第一扭矩极限应用于马达的正扭矩容量，以及第二扭矩极限应用于马达的负扭矩容量
根据本发明的一个实施例，正扭矩容量推进车辆，并且负扭矩容量为蓄电池充电。
另一实施例预期了一种马达扭矩控制总成。温度传感器记录拥有正和负扭矩极限的马达的温度。控制器从传感器接收温度并随着温度变化调整正和负扭矩极限。正和负扭矩极限被独立调整。
根据本发明的一个实施例，配置控制器，以使调整的正扭矩极限的量不同于调整的负扭矩极限的量。
根据本发明的一个实施例，配置控制器，以使正扭矩极限的调整不等于负扭矩极限的调整。
根据本发明的一个实施例，配置控制器，以使在预定温度范围内，正扭矩极限不随着温度变化进行调整。
根据本发明的一个实施例，配置控制器，以使在预定温度范围内，负扭矩极限被调整而正扭矩极限保持为常数。
根据本发明的一个实施例，配置控制器，以使正和负扭矩极限的量随电机温度的升高而降低。
实施例的优点在于为牵引马达的不同操作模式而独立限制牵引马达扭矩。扭矩极限可以被独立应用于电机的推进和再生模式。当牵引马达扭矩由于过热而受限时，这提高了车辆的驾驶性能。
附图说明
图1是拥有混合动力动力传动系统的车辆的示意图；
图2是发动机扭矩极限和温度的曲线图。
具体实施方式
图1示意地说明了用于机动车辆12的混合动力传动系统10。该动力传动系统是示例性的，并且可以使用在后轮驱动、前轮驱动以及全轮驱动车辆中。
动力传动系统10包括为曲轴16提供动力的内燃发动机14。插入到发动机14和电机22之间的是离合器18。电机22在不同的模式下操作，既作为马达向车辆提供推进又作为发电机为蓄电池48充电。当接合时，离合器18将曲轴16连接至电机输入20，并在发动机14和电机22之间传递扭矩。相应地，电机22通过变矩器输入24将扭矩传递至变矩器26，并且变矩器26通过变速器输入28将扭矩传递至变速器30。变速器30转动传动轴32，该传动轴32相应地驱动差速器34。差速器34将扭矩分别传递至第一和第二轮轴36和38，该第一和第二轮轴36和38分别驱动第一和第二车轮40和42。电机22的操作由马达控制器44来控制。温度传感器46监控电机22的温度102(图2中显示)并将其传递给控制器44。蓄电池48被电连接至电机22。
现在参考图1来讨论图2。图2图示分别说明了电机22的推进和再生扭矩容量104和106，以及电机22在扭矩容量限制程序100期间的温度102。在图2中，温度102向右升高。推进和再生扭矩容量104和106分别作为温度102的函数被限制。
电机22具有推进和再生模式。在推进模式下，电机22使用来自蓄电池48的电能来产生扭矩以旋转变矩器输入24，这导致第一和第二车轮40和42分别被驱动。在再生模式下，例如车辆12的动能这样的能量被用于旋转电机22以产生储存于蓄电池48中的电荷。再生模式可以用于制动车辆12并且可以通过车辆制动请求来激活。马达控制器44为电机22设置分别第一和第二扭矩极限108和110。第一和第二扭矩极限108和110可以分别设置以降低电机22由过热导致的潜在的热损伤。马达控制器44不允许扭矩需求超出第一和第二扭矩极限108和110的任意一个。第一扭矩极限108为电机22在推进模式下操作时限制电机22的推进扭矩容量104的正扭矩极限。第二扭矩极限110为电机22在再生模式下操作时限制电机22的再生扭矩容量104的负扭矩极限。
在第一温度范围112a内，电机22的第一温度102a由温度传感器46来测量并传递给马达控制器44。马达控制器确定第一温度低于或等于第一温度极限T1。第一温度极限T1为这样的温度，正如本领域内技术人员所公知的，电机22可以在该温度下操作而无需考虑潜在的热损伤。在第一温度范围112a内，独立于第一温度102a设置用于推进扭矩容量104的第一扭矩极限108a和用于再生扭矩容量106的第二扭矩极限110a。第一和第二扭矩极限108a和110a分别不随着第一温度变化。(第一和第二扭矩极限108a和110a可以分别随着不同于温度102的值而改变。)在第一温度范围112a内，电机22通常在不超出第一扭矩极限108a的推进模式下以及不超出(在负方向上)第二扭矩极限110a的再生模式下进行操作。
在第二温度范围112b内，电机22的第二温度102b由温度传感器46来测量并传递给马达控制器44。马达控制器确定第二温度高于第一温度极限T1但低于第二温度极限T2。在第一温度极限T1和第二温度极限T2之间是这样的温度范围，正如本领域内技术人员所公知的，在该温度范围内需要考虑电机22潜在的热损伤。在第二温度范围112b内，马达控制器44计算第一调整因子并使用第一调整因子来设置第二扭矩极限110b。该第二扭矩极限110b低于第一温度范围112a内的第二扭矩极限110a。该第二扭矩极限110b可以使可允许的再生扭矩(第一调整因子)随着温度在第二温度范围内的上升而缓慢下降。该缓慢下降(第一调整因子)可以是，例如线性缓慢下降，但还可以使用不同的非线性方程来操作。第二扭矩极限110b通过使用该第一调整因子来确定以调整第二扭矩极限110a。在第二温度范围112b内，第一扭矩极限108b不随着温度102由第一扭矩极限108a变化。(第一扭矩极限108b可以分别作为不同于温度102的值的函数而改变。)在第二温度范围112b内，电机22在不超出第一扭矩极限108b的推进模式下以及不超出第二(减小的)扭矩极限110b的再生模式下进行操作。
在第三温度范围112c内，电机22的第三温度102c由温度传感器46来测量并传递给马达控制器44。马达控制器确定第三温度高于或等于第二温度极限T2但低于第三温度极限T3。在高于或等于第二温度极限T2并低于T3，电机22存在增加的热损伤的可能。在第三温度范围112c内，马达控制器44计算用于第一扭矩极限108c的第二调整因子和用于第二扭矩极限110c的第三调整因子，以便较少电机上的扭矩。马达控制器44使用第二调整因子通过调整第一扭矩极限108b来设置第一扭矩极限108c，并且使用第三调整因子通过调整第二扭矩极限110b来设置第二扭矩极限110c。这些缓慢下降的因子可以是，例如线性缓慢下降，但还可以使用不同的非线性方程来操作。在第三温度范围112c内，电机22在不超出第一扭矩极限108c的推进模式下以及不超出第二扭矩极限110c的再生模式下进行操作。
随着温度在第三温度范围112c内上升，第一和第二扭矩极限108c和110c减小直至达到第三温度极限T3并在第四温度区间112d内达到跛行模式。在跛行模式下，正如本领域内技术人员所公知的，电机22产生最小扭矩以缓慢行进的速度推进车辆。跛行模式在减轻电机22潜在的严重热损伤时仍然允许驱动车辆12。正如所说明的那样，第一和第二扭矩极限108c和110c可以在同一温度T3达到跛行模式。作为选择地，第一扭矩极限108c可以在与第二扭矩极限110c达到跛行模式不同的温度下达到跛行模式。在跛行模式下，第一和第二扭矩极限108d和110d可以相等。第一和第二扭矩极限108d和110d之一可以在另一个之前达到。作为选择地，第一和第二扭矩极限108d和110d可以在同一时间达到。作为选择地，在跛行模式下再生扭矩极限可以是零，仅推进扭矩为非零。
第一、第二和第三调整因子的每一个可以是不同的值、都相等的值、或独立于其他调整因子设置每一个。例如，温度区间112c内的再生扭矩容量106可以独立于温度区间112b内的再生扭矩容量106来设置。正如所说明的那样，第一、第二和第三调整因子是线性的。作为选择，第一、第二和第三调整因子的一个或更多可以是非线性的。正从如图2中所述实例看到的那样，第一、第二和第三调整因子可以被设置，以使在给定的温度下，再生扭矩容量106比推进扭矩容量104更受限。
正如所描述的那样，动力传动系统10为并联式混合动力动力传动系统。扭矩容量限制程序100也可用于其它为本领域内技术人员所公知的动力传动系统，例如纯电动动力传动系统以及串联和功率分流式混合动力动力传动系统。
虽然已经对本发明的某些实施例进行了详细描述，但那些熟悉本领域的技术人员应当意识到用于实现由以下权利要求所限定的本发明的各种替代设计和实施例。

Claims (5)

1.一种通过正和负扭矩极限来控制车辆牵引马达的扭矩的方法，包含：
当马达温度在第一预定范围内时，使用减小的负扭矩极限和全部正扭矩极限来操作马达；以及
当马达温度在第一预定范围之上第二预定范围之下时，使用进一步减小的负扭矩极限和减小的正扭矩极限来操作马达，
当马达温度在第二预定范围之上时，进一步减小的负扭矩极限和减小的正扭矩极限达到跛行模式，在跛行模式，正扭矩极限和负扭矩极限均为非零，或者正扭矩极限为非零但负扭矩极限为零。
2.根据权利要求1所述的方法，其中负扭矩极限减小的量大于正扭矩极限减小的量。
3.根据权利要求1所述的方法，其中负扭矩极限减小的量随着马达温度变化，减小的量随着温度的升高而增加。
4.根据权利要求1所述的方法，其中马达响应于车辆制动请求而产生负扭矩。
5.根据权利要求1所述的方法，其中正和负扭矩极限通过马达控制器应用于马达。
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