CN105946845A - 再生制动指导系统 - Google Patents
再生制动指导系统 Download PDFInfo
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Abstract
本公开提供一种再生制动指导系统。一种车辆包括再生制动系统,该再生制动系统可包括被配置为向车辆牵引车轮提供再生制动扭矩的电机。所述车辆还包括被配置为提供标志用于显示以指示再生制动系统的性能的至少一个控制器。该标志表示在减速事件期间记录的制动曲线与基于检测的前方目标的计算的制动曲线的比较。在多个实施例中,该标志可包括表示记录的制动曲线与计算的制动曲线之间的相似性的数字或字母等级和/或记录的制动曲线与计算的制动曲线的比较的可视化表示。
Description
技术领域
本公开涉及用于控制配备有自适应巡航控制和制动系统的车辆的系统和方法。
背景技术
自适应巡航控制(Adaptive Cruise Control,ACC)系统使用车载传感器(通常为雷达(RADAR)或激光雷达(LIDAR))来检测主车辆与主车辆前方的车辆(前方车辆)之间的距离以及车辆之间的相对速度差。因此,即使在大雾和雨天的情况下,该系统也自动地调节主车辆的速度以使主车辆保持在前方车辆之后的预设距离。典型地,主车辆驾驶员可设置将要在车辆之间保持的期望的/最小跟车距离和/或时间间隔。ACC在主车辆的动力传动系统和/或制动系统中产生自动干预以根据需要使车辆变慢以保持所选择的最小跟车距离。
发明内容
根据本公开的一种车辆包括再生制动系统,该再生制动系统可包括被配置为向车辆牵引车轮提供再生制动扭矩的电机。所述车辆还包括至少一个控制器,所述至少一个控制器被配置为提供标志用于显示以指示所述再生制动系统的性能。所述标志表示在减速事件期间记录的制动曲线与基于检测到的前方目标的计算的制动曲线的比较。在多个实施例中,所述标志可包括表示记录的制动曲线与计算的制动曲线之间的相似性的数字或字母等级和/或记录的制动曲线与计算的制动曲线的比较的可视化表示。
在一些实施例中,所述计算的制动曲线对应于基于动力传动系统再生制动极限的最大再生制动距离和与所述检测的前方目标的距离。在各个实施例中,所述控制器进一步被配置为:响应于驾驶员请求或响应于制动事件的检测结论来提供所述标志。所述控制器可进一步被配置为:响应于车辆经济模式启动,提供所述标志。
根据本公开的一种控制具有再生制动系统的车辆的方法,所述方法包括:在减速事件之后提供音频或可视化驾驶员反馈。所述反馈基于记录的加速/减速曲线和计算的加速/减速曲线。所述记录的曲线是在所述减速事件期间被记录的。所述计算的曲线是基于检测的前方目标的,并且可基于根据动力传动系统再生制动极限的最大再生制动距离和与检测的前方目标的距离。所述记录的曲线可包括记录的加速部分和记录的减速部分,所述计算的曲线可包括计算的加速部分和计算的减速部分。
根据本公开的一种控制具有再生制动系统的车辆的方法,所述方法包括:在减速事件之后提供音频或可视化驾驶员反馈,所述反馈基于在所述减速事件期间记录的加速/减速曲线和计算的加速/减速曲线,所述计算的加速/减速曲线基于在所述减速事件之前检测的前方目标。
在一些实施例中,所述计算的曲线基于动力传动系统再生制动极限和与所述前方目标的距离。
在一些实施例中,在所述减速事件期间记录的加速/减速曲线包括记录的加速部分和记录的减速部分,其中,所述计算的加速/减速曲线包括计算的加速部分和计算的减速部分。
在一些实施例中,所述反馈包括表示在所述减速事件期间记录的加速/减速曲线与所述计算的加速/减速曲线之间的相似性的数字或字母等级。
在一些实施例中,所述反馈包括在所述减速事件期间记录的加速/减速曲线与所述计算的加速/减速曲线的比较的可视化表示。
在一些实施例中,所述提供还响应于驾驶员请求。
根据本公开的一种车辆,所述车辆包括:电机,被配置为向牵引车轮提供再生制动扭矩;车轮制动器,被配置为向所述牵引车轮提供摩擦制动扭矩;至少一个动力源,被配置为向所述牵引车轮提供驱动扭矩。所述车辆还包括至少一个控制器,所述至少一个控制器被配置为在涉及电机、车轮制动器或动力源的减速事件之后提供音频或可视化驾驶员反馈。所述反馈基于在所述减速事件期间记录的加速/减速曲线和计算的加速/减速曲线。所述计算的加速/减速曲线基于在所述减速事件之前检测的前方目标。
在一些实施例中,所述计算的加速/减速曲线对应于基于再生制动极限的最大再生制动距离和与所述前方目标的距离。
在一些实施例中,在所述减速事件期间记录的加速/减速曲线包括记录的加速部分和记录的减速部分,其中,所述计算的加速/减速曲线包括计算的加速部分和计算的减速部分。
在一些实施例中,所述反馈包括表示在所述减速事件期间记录的加速/减速曲线与所述计算的加速/减速曲线之间的相似性的数字或字母等级。
在一些实施例中,所述控制器进一步被配置为:响应于驾驶员请求来提供所述反馈。
根据本公开的实施例提供了很多优点。例如,本公开提供了用于指导驾驶员以增加通过再生制动再次采集的动能的方式制动的系统和方法。因此,这增加了总的车辆燃料经济性。
本公开的以上优点和其它优点和特征当与附图结合时将从下列优选实施例的详细描述中变得明显。
附图说明
图1是根据本公开的车辆的示意性表示;
图2以流程图形式示出了根据本公开的控制车辆的方法;
图3A和图3B示出了在车辆加速和制动事件期间记录的和计算的加速和制动曲线。
具体实施方式
根据需要,在此公开了本发明的详细实施例;然而,应当理解,公开的实施例仅仅为可以以各种和可替代的形式实施的本发明的示例。附图不需要按比例绘制;一些特征可被放大或缩小以显示特定部件的细节。因此,在此公开的具体结构和功能细节不应被解释为限制,而仅仅作为用于教导本领域技术人员以各种形式使用本发明的代表性基础。
自适应巡航控制(ACC)是指用于自动控制车辆的控制方法,该控制方法包括保持期望的速度和与行车道中的前方车辆的安全距离。配备有ACC的主车辆被配置为与位于主车辆前方的目标车辆保持至少预定距离。ACC系统通常包括至少一个传感器,比如RADAR、LIDAR、超声波、或其它传感器或其组合。ACC系统被配置为根据ACC算法直接地或间接地控制节气门和制动系统以控制车辆加速和减速。
一些配备有ACC系统的车辆还可包括配备用于再生制动的动力传动系统。再生制动是指回收和存储车辆动能用于车辆后续使用。再生制动系统通常包括被配置为向车辆牵引车轮施加制动扭矩和产生电力的电机或马达/发电机。其它系统可包括蓄能器、飞轮、或用于存储能量用于后续使用的其它机构。
现在参考图1,以示意图的形式示出了根据本公开的车辆10。车辆10包括被配置为向牵引车轮14传递动力的混合动力传动系统12。混合动力传动系统12包括内燃发动机16和至少一个电机18,所述内燃发动机16和至少一个电机18中的每一个被配置为向车辆牵引车轮传递动力。电机18电连接至电池20。在各个实施例中,动力传动系统12可布置为串联、并联、或串联-并联动力传动系统。
电机18还被配置为向牵引车轮14提供再生制动扭矩,其中来自牵引车轮14的旋转能被转化为电能。由电机18产生的电能可被存储在电池20中用于车辆10后续使用。
车辆10还包括被配置为向牵引车轮14提供摩擦制动扭矩的车轮制动器22。
电机18、发动机16和车轮制动器22全都与至少一个控制器24通信或由至少一个控制器24控制。尽管示出为单个控制器,控制器24可以是更大控制系统的一部分和/或可由整个车辆10中的各个其它控制器控制。在一个实施例中,控制器24是由车辆系统控制器(VSC)控制的动力传动系统控制单元(PCU)。控制器24和一个或更多个其它控制器可被统称为“控制器”。控制器24可包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理单元(CPU)。例如,计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性存储器和非易失性存储器。KAM为当CPU掉电时可用于存储各种运转变量的持久或非易失性存储器。计算机可读存储装置或介质可使用若干已知存储装置中的任意存储装置来实现,诸如PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪存或能够存储数据的任何其它的电、磁性、光学或其组合的存储装置,这些数据中的一些代表在控制发动机或车辆的过程中由控制器使用的可执行指令。
车辆10还包括加速踏板26和制动踏板28。响应于驾驶员致动加速踏板26,控制器24被配置为协调电机18和发动机16以向牵引车轮14提供动力。响应于驾驶员致动制动踏板28,控制器24被配置为控制电机18和/或车轮制动器22以向牵引车轮14提供制动扭矩。
再生制动系统通常具有动力传动系统制动扭矩极限,其是指在当前运转状况下所述再生制动系统能够施加到牵引车轮的制动扭矩的最大量。在包括用作发电机的电机的典型的再生制动系统中,再生制动扭矩极限通常基于马达扭矩容量、当前挡位(在具有阶梯传动比变速器的实施例中)、电池能量传递极限(例如,电池荷电状态)和其它动力传动系统极限。
响应于不超过再生制动扭矩极限的制动请求,控制器24被配置为控制电机18提供再生制动扭矩以满足制动请求。响应于超过再生制动扭矩极限的制动请求,控制器24被配置为控制电机18和车轮制动器22以满足制动请求。
车辆10还包括至少一个传感器30。传感器30可包括RADAR、LIDAR、超声波传感器或其它传感器或其组合。传感器30被配置为检测车辆10前方的目标。特别地,传感器30适于检测前方的并且与车辆10在相同的行车道中的车辆。控制器24可被配置为响应于通过传感器30检测到前方车辆,根据ACC算法控制车辆加速和制动。这可包括协调发动机16和/或电机18以满足ACC加速请求。这还可包括协调发动机16、电机18和/或车轮制动器22以满足ACC减速请求。在一些实施例中,可设置传感器30用于ACC系统之外的系统。
车辆10还包括驾驶员界面32。优选地,驾驶员界面32包括被配置为接收驾驶员输入和可视化传输信息的多功能触摸显示器。优选地,驾驶员界面32还包括经济模式(“ECO MODE”)按钮。各个车辆系统可被配置为:响应于ECO MODE按钮未被启用(inactive)以第一模式运转,响应于ECO MODE按钮被启用(active)以第二模式运转。驾驶员界面32还可包括扬声器系统并被配置为通过音频信号向驾驶员传输信息。在其它实施例中,驾驶员界面可包括被配置为向驾驶员传输信息的其它系统,诸如选择性照射的指示灯或投射的抬头显示器(projected heads-up display,HUD)。
现在参考图2,以流程图形式示出了根据本公开的控制车辆的方法。该方法始于框40。如框42处所示,启用车辆ECO MODE。如框44处所示,基于检测的前方目标,预期减速事件。当前方车辆比主车辆行驶得更慢时,该减速事件可对应于所检测到的与主车辆在相同车道中的前方车辆。
如框46处所示,计算制动或减速曲线,包括减速时间和距离。基于动力传动系统再生扭矩极限计算减速时间和距离。在优选实施例中,所述减速时间和距离对应于当电机将大小约等于动力传动系统再生扭矩极限的再生扭矩提供到牵引车轮时使车辆减速所需要的时间和距离。可使用计算当前动力传动系统再生制动扭矩极限的已知运动学方程和已知方法执行该计算。
如框48处所示,接着监控驾驶员加速和/或制动请求并且将其存储为记录的加速/减速曲线。可分别根据加速踏板和制动踏板的致动来接收驾驶员加速和制动请求。
如操作50处所示,接着做出驾驶员是否请求加速的确定。如果请求加速,则如框52处所示,用所计算的加速曲线对所计算的减速曲线进行更新。加速曲线基于动力传动系统再生扭矩极限,使得根据加速曲线的车速被保持在车辆随后可在不应用摩擦制动器的情况下基于检测到的前方目标而减速的范围内。
随后,如操作54处所示,做出减速事件是否完成的确定。类似地,如果在操作50处没有接收到驾驶员加速请求,则在操作54处做出减速事件是否完成的确定。例如,可在车辆减速降低至约为零持续了超过关联阈值的时间段时执行该操作。作为另一示例,如果车速降低至直到当前车速约等于所检测的前方目标的速度,则减速事件可完成。
如果做出减速事件未完成的确定,则控制返回到框48,使得在整个减速事件过程中持续记录加速和/或制动请求。
如果做出减速事件完成的确定,则如框56处所示,计算减速事件过程中的再生制动性能。再生制动性能基于记录的加速/减速曲线与计算的加速/减速曲线的比较。下文将结合图3A和图3B进一步详细地描述该比较。
如操作58处所示,接着做出驾驶员是否已请求反馈的确定。在优选实施例中,驾驶员可通过口头请求来请求反馈。在其它实施例中,驾驶员可通过启用按钮、触摸感应图标或与车辆交互的其它适当装置来请求反馈。
如果做出驾驶员已请求反馈的确定,则接着如框60处所示,向驾驶员提供再生制动性能的标志。可通过音频反馈(例如,口头语言)或可视化反馈(例如,呈现在多功能触摸显示器上的)提供该标志。在一些实施例中,该标志包括基于计算的加速/减速曲线与记录的加速/减速曲线之间的关系的字母或数字等级(例如,“B+”或“75%”)。在其它实施例中,该标志包括具体的音频指导(例如,“可以。更快制动,并且更少程度的制动。”)。在另一实施例中,该标志包括记录的和计算的加速和减速曲线的可视化图示。在另一实施例中,该标志包括指示制动性能的基于图标的表示,诸如当记录的加速/减速曲线紧密匹配计算的加速/减速曲线时为花或树生长或开花的图标。还可提供以上标志的组合或其它反馈标志。
在提供反馈之后,如框62处所示,算法结束。类似地,如果在操作58处没有接收到反馈请求,算法结束。
当然,以上算法的变型是可行的。作为示例,当ECO MODE未被启用时也可实施该算法。作为另一示例,该方法可在完成减速事件之后自动地提供指导反馈(例如,响应于车辆完全停止或驾驶员致动加速踏板)而不需要驾驶员反馈请求。
现在参考图3A,示出了根据本公开的示例性制动事件。响应于检测的前方目标,如80处所示,控制器预期需要减速。预期的减速事件包括基于与前方目标的距离和前方目标的速度的相关联的减速距离和减速时间。
响应于预期的减速事件,监控和记录驾驶员制动和加速请求。实际上,如82处所示,驾驶员可不一致地应用制动踏板。在这样的不一致地应用制动踏板的期间,驾驶员制动请求的加重部分超过了84处示出的再生制动扭矩极限,因此,将有必要协调再生制动和摩擦制动以提供制动扭矩以满足计算的减速。在这种情况下,如在86处的“损失的”再生容量区域中所示,协调后的制动可能不会回收最大量的动能。
除了记录驾驶员制动和加速请求之外,系统计算优化的减速曲线以使回收的再生容量最大化。在优选实施例中,如88处所示,计算的减速曲线对应于控制电机以提供约等于再生制动扭矩极限的再生制动扭矩而不应用车轮制动器。
减速事件结束之后,如点90处所示,驾驶员请求关于再生制动性能的反馈。如上文关于图2所讨论的,可以以各种方式执行该请求。也如上文关于图2所讨论的,然后系统向驾驶员提供反馈。
现在参考图3B,示出了示例性的加速/减速事件。如92处所示,驾驶员请求加速。前方目标(诸如与主车辆在相同的车道中的前方车辆)使随后的减速成为必要,如94处所示。
响应于检测到前方目标,系统监控驾驶员加速和减速请求并且将其存储为记录的加速/减速曲线。对于96处示出的这个操作,驾驶员动力请求可能效率较低,导致如98处所示的“损失的”再生容量。
除了记录驾驶员制动和加速请求之外,系统计算优化的加速/减速曲线以使回收的再生容量最大化。加速/减速曲线包括加速部分100,计算加速部分100以将车速保持在使得车辆随后可基于检测的前方目标减速而不应用摩擦制动器的范围内。加速/减速曲线还包括减速部分102,计算减速部分102以使回收的再生制动最大化。在优选实施例中,减速部分对应于控制电机提供约等于(106处示出的)再生制动扭矩极限的(104处示出的)再生制动扭矩而不应用车轮制动器。
减速事件结束之后,如点108处所示,驾驶员请求关于再生制动性能的反馈。如上文关于图2所说明地,可以以各种方式执行该请求。也如上文关于图2所说明地,然后该系统向驾驶员提供反馈。
可以看出,多个实施例提供了用于指导驾驶员以增加通过再生制动回收的动能的方式来制动的系统和方法。
虽然上文描述了示例性实施例,但是并不意味着这些实施例描述了本发明的所有可能的形式。另外,说明书中使用的词语为描述性而非限定的词语,并且应理解,在不超出本发明的精神和范围的情况下可作出各种改变。此外,可组合各个实施例的特征以形成本发明的进一步的实施例。
Claims (8)
1.一种车辆,包括:
再生制动系统,所述再生制动系统被配置为向牵引车轮提供再生制动扭矩;和
至少一个控制器,所述至少一个控制器被配置为:提供表示在减速事件期间记录的制动曲线与基于在所述减速事件之前检测的前方目标的计算的制动曲线之间的比较的标志进行显示,以指示所述再生制动系统的性能。
2.根据权利要求1所述的车辆,其中,所述再生制动系统包括电机。
3.根据权利要求1所述的车辆,其中,所述计算的制动曲线对应于基于动力传动系统再生制动极限的最大再生制动距离和与所述检测的前方目标的距离。
4.根据权利要求1所述的车辆,其中,所述标志包括表示在所述减速事件期间记录的制动曲线与所述计算的制动曲线之间的相似性的数字或字母等级。
5.根据权利要求1所述的车辆,其中,所述标志包括所述比较的可视化表示。
6.根据权利要求1所述的车辆,其中,所述控制器进一步被配置为:响应于驾驶员请求来提供所述标志。
7.根据权利要求1所述的车辆,其中,所述控制器进一步被配置为:响应于制动事件的检测结论来提供所述标志。
8.根据权利要求1所述的车辆,其中,所述控制器进一步被配置为:响应于车辆经济模式启动来提供所述标志。
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CN108437849A (zh) * | 2017-01-30 | 2018-08-24 | 福特全球技术公司 | 再生制动系统和方法 |
CN108819936A (zh) * | 2017-04-12 | 2018-11-16 | 福特全球技术公司 | 混合动力车辆中的再生制动效率优化 |
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CN108819936A (zh) * | 2017-04-12 | 2018-11-16 | 福特全球技术公司 | 混合动力车辆中的再生制动效率优化 |
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US20160267726A1 (en) | 2016-09-15 |
CN105946845B (zh) | 2020-07-14 |
DE102016104049A1 (de) | 2016-09-15 |
US9761065B2 (en) | 2017-09-12 |
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