CN106335497B - 控制包括驱动电动机车辆的方法和装置 - Google Patents
控制包括驱动电动机车辆的方法和装置 Download PDFInfo
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Abstract
本发明提供一种包括驱动电动机车辆的控制方法与装置。控制装置包括:检测数据以操作车辆的数据检测器和基于该数据确定是否满足制动条件的控制器。当满足制动条件时控制器计算全部制动量与再生制动容许量且当满足制动条件时确定满足换档条件。第一致动器接收来自控制器的控制信号以调节供给到变速器每一个摩擦元件的液压且第二致动器接收来自控制器的控制信号以调节供给到轮缸的液压。逆变器接收来自控制器的信号以确定开关元件的开关操作。
Description
技术领域
本发明涉及包括驱动电动机车辆的控制方法和装置,且更具体地,涉及包括驱动电动机车辆的控制方法和装置,其中当在由制动或惯性驱动期间满足换档条件时,通过增加驱动电动机转矩到预定值而改进制动控制和换档控制。
背景技术
车辆的环境友好型技术是控制未来汽车工业生存的核心技术,且先进的汽车制造商已集中精力发展环境友好型车辆以满足环境和燃料效率规定。因此,车辆制造商已经开发了电动车辆(EV:electric vehicle)、混合动力电动车辆(HEV:hybrid electricvehicle)、燃料电池电动车辆(FCEV:fuel cell electric vehicle)等作为未来车辆技术。
车辆制造商已经研究作为选择的混合动力电动车辆以解决问题,例如满足废气规定和提高燃料效率性能,且已稳定地执行研究和发展以使混合动力电动车辆商业化。通常,电动车辆、混合动力车辆,及燃料电池电动车辆都是由通过电能获得转矩的驱动电动机驱动。
具体地,混合动力车辆是使用两种或更多动力源的车辆,且发动机和驱动电动机都可用作混合动力车辆的动力源。混合动力车辆使用发动机和驱动电动机的最佳操作范围,且在制动期间恢复能量以提高燃料效率并有效地使用能量。具有驱动电动机的车辆在驱动期间通过制动或惯性操作作为发电机的驱动电动机以恢复制动或惯性能量,从而给电池充电。具体地,驱动电动机的转矩具有负值且提供在车辆驱动方向的相反方向操作的制动力。
进一步,在随着制动或惯性驱动期间,可需要具有驱动电动机的车辆降档。当执行降档时,变速器输入轴的速度(即,驱动电动机的速度)被增加到对应于目标换档状态的速度。具体地,根据常规换档控制方法,为了改进换档质量,通过使用转矩介入方法调整驱动电动机转矩的绝对值,且执行变速器常闭(off-going)元件与常开(on-coming)元件的接合和脱离。
然而,根据常规换档控制方法,在执行降档期间,当驱动器需要的制动量基于制动器踏板的操作而被改变时,再生制动需求量被改变,且结果是,驱动电动机的转矩(即,变速器输入轴的转矩)被改变,且因此,很难估计变速器输出轴的转矩。因此,既然很难估计对应于变速器输出轴转矩的再生制动执行量,那么也很难将实际一定提供给到车辆的制动量划分成再生制动执行量和制动器的摩擦制动量。
在本部分公开的以上信息仅是为了增强理解本发明的背景技术,且因此包括并不形成对本领域技术人员已经了解的现有技术的信息。
发明内容
本发明提供包括驱动电动机车辆的控制方法及其装置,在由制动或惯性驱动期间当满足换档条件时通过将驱动电动机的转矩增加到预定值而改进车辆的制动控制和换档控制。
根据本发明的示例性实施例包括驱动电动机车辆的控制方法可包括:基于车辆速度、加速踏板的位置,及制动器踏板的位置确定是否满足制动条件;当满足制动条件时确定是否满足换档条件;当满足换档条件时操作逆变器以增加驱动电动机的转矩为要维持的预定值;当驱动电动机的转矩变成预定值时操作第一液压致动器以开始释放常闭元件且以开始接合常开元件;计算对应于与全部制动量对应的全部制动转矩与当驱动电动机的转矩被维持为预定值时消除的滑行再生转矩的总和的摩擦制动转矩,且操作第二液压致动器以便轮缸产生摩擦制动转矩;并当驱动电动机的速度与对应于目标档位的速度同步时,操作逆变器以降低驱动电动机转矩从而产生对应于再生制动容许量的再生制动转矩。
具体地,预定值可以约为0。当驱动电动机的转矩增加为预定值且被维持时,驱动电动机转矩的增长率可以等于或小于阈值增长率,且阈值增长率可考虑到变速器的性能与摩擦制动的响应性设定。此外,当降低驱动电动机转矩以产生对应于再生制动容许量的再生制动转矩时,驱动电动机的降低率可以等于或大于阈值降低率,且阈值降低率可考虑到变速器的性能与摩擦制动的响应性设定。
滑行再生转矩可通过使用滑行再生转矩图计算,在该图中,基于车辆速度的驱动电动机滑行再生转矩设定。全部制动量可基于车辆速度和制动器踏板的位置计算。再生制动容许量可基于全部制动量和电池充电状态(SOC:state of charge)计算。再生制动容许量可进一步考虑到电池温度计算。
本控制方法可包括:当不满足换档条件时且当满足制动条件时基于驱动电动机的状态与变速器的状态计算再生制动执行量;基于全部制动量和再生制动执行量计算摩擦制动量且操作第二液压致动器以引起轮缸产生对应于摩擦制动量的摩擦制动转矩。
根据本发明的示例性实施例包括驱动电动机车辆的控制装置可包括:配置成检测数据从而操作包括驱动电动机的车辆的数据检测器;配置成基于该数据确定是否满足制动条件的控制器,当满足制动条件时计算全部制动量和再生制动容许量,且当满足制动条件时确定是否满足换档条件;配置成接收来自控制器的控制信号从而调节供给到变速器每个摩擦元件的液压的第一致动器;配置成接收来自控制器的控制信号以调节供给到轮缸的液压的第二致动器;以及配置成接收来自控制器的控制信号从而确定开关元件的开关操作的逆变器,其中控制器可配置成当满足换档条件时操作逆变器增加驱动电动机转矩为要维持的预定值(例如,约为0)。
控制器可进一步配置成计算对应于与全部制动量对应的全部制动转矩与当驱动电动机转矩维持为预定值时消除的滑行再生转矩总和的摩擦制动转矩,并且操作第二液压致动器以引起轮缸产生摩擦制动转矩。控制器可进一步配置成使用滑行再生转矩图计算滑行再生转矩,在图中,驱动电动机的滑行再生转矩基于车辆速度设定。
驱动电动机转矩的增长率可以等于或小于阈值增长率,且阈值增长率可考虑到变速器的性能和摩擦制动的响应性设定。当驱动电动机速度与对应于目标档位的速度同步时,控制器可配置成操作逆变器从而降低驱动电动机转矩以产生对应于再生制动容许量的再生制动转矩。
驱动电动机转矩的降低率可以等于或大于阈值降低率,且阈值降低率可以考虑到变速器的性能和摩擦制动的响应性设定。控制器可配置成计算基于车辆速度与制动器踏板位置的全部制动量。控制器可进一步配置成计算基于全部制动量与电池充电状态(SOC)的再生制动容许量。此外,控制器可配置成通过进一步考虑到电池温度而计算再生制动容许量。
控制器可配置成计算当不满足换档条件时基于驱动电动机状态与变速器状态的再生制动执行量并当满足制动条件时,控制器可配置成计算基于全部制动量与再生制动执行量的摩擦制动量,且可配置成操作第二液压致动器使轮缸产生对应于摩擦制动量的摩擦制动转矩。
如上所述,根据本发明的示例性实施例,当在由制动或惯性驱动期间满足换档条件时,驱动电动机转矩可维持为预定值从而维持在换档区间变速器输出轴的转矩(即,再生制动执行量)。因此,可实现更精确的换档控制且降低换档时间。此外,虽然再生制动执行量在换档部分并不改变,但是更精确的制动控制是合理的。
附图说明
本发明提供每个附图的简要说明以更充分理解用在本发明的详细描述中的附图。
图1根据本发明的示例性实施例示出应用了控制装置的车辆的视图;
图2根据本发明的示例性实施例示出应用了控制装置的变速器的示意图;
图3根据本发明的示例性实施例示出应用了控制装置的混合动力车辆的视图;
图4根据本发明的示例性实施例示出控制装置的方框图;
图5根据本发明的示例性实施例示出包括驱动电动机的车辆的控制方法的流程图;
图6根据本发明的示例性实施例示出包括驱动电动机的车辆的控制方法的曲线图;以及
图7根据本发明的示例性实施例示出滑行再生转矩图的视图。
附图标记说明
5:发动机
10:驱动电动机
20:变速器
30:发动机离合器
40:电池
50:逆变器
60:HSG
70:差速齿轮设备
80:车轮
90:数据检测器
100:控制器
110:第一液压致动器
120:第二液压致动器
130:轮缸
具体实施方式
可以理解,本文所使用的术语“车辆”或“车辆的”或其他类似术语通常包括机动车辆,例如包括运动型多功能车辆(SUV)、公共汽车、卡车、各种商用车辆的客车,包括各种船和小船的船舶,飞机等等,且包括混合动力车辆、电动车辆、插入式混合动力电动车辆、氢动力车辆和其他可选的燃料车辆(例如,从非石油资源衍生的燃料)。如本文所提及的,混合动力车辆是具有两种或更多动力源的车辆,例如汽油驱动车辆和电动车辆。
虽然示例性实施例被描述为使用多种部件执行示例性过程,但是应该理解示例性过程还可由一个或多个模块执行。此外,应该理解,术语控制器/控制部件指的是包括存储器和处理器的硬件设备。存储器配置成储存模块且处理器经特定配置以执行所述模块从而执行被以下进一步描述的一个或更多过程。
更进一步,本发明的控制逻辑可实施为计算机可读介质上的非瞬时计算机可读介质,计算机可读介质包括由处理器、控制器/控制部件等执行的可执行程序指令。实例的计算机可读介质包括,但不限于,ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存盘、智能卡,和光数据存储设备。计算机可读记录介质也可分布在计算机系统连接的网络中以便计算机可读介质被储存且以分布式方式执行,例如,通过远程信息处理服务器或控制器局域网(CAN)。
本文所使用的术语仅是为了描述具体实施例而并非旨在限制本发明。如本文所用,除非上下文另外明确指出,单数形式“一”、“一个”和“该”也旨在包括复数形式。将进一步理解,当用在本说明书中时,术语“包括”和/或“包括”指明所陈述的特征、整体、步骤、操作、要素、和/或组件的存在,但并不排除一个或更多其他的特征、整体、步骤、操作、要素、组件、和/或其组合的存在或增加。如本文所用,术语“和/或”包括一个或更多相关所列项目的任何和所有组合。
除非特别声明或从上下文显而易见,本文所用的术语“约”理解为在正常公差范围内,例如在平均值的2个标准差内。“约”表示为在10%、9%、8%、7%、6%、5%、4%、3%、2%、1%、0.5%、0.1%、0.05%、或0.01%之内的规定值。除非上下文另外清楚地指出,否则本文提供的所有数值都被“约”修饰。
以下将参考附图更充分地描述本发明,在附图中示出本发明的示例性实施例。本领域的技术人员应该认识到,所描述的示例性实施例可以各种不同方式进行修改,所有的都不偏离本发明的精神或范围。为了本发明示例性实施例明确描述的目的,与描述不相关的部分被省略。相同的标示号贯穿说明书使用指的是相同或相似的部分。进一步,虽然附图中的每个组件为了易于描述被任意说明,但是本发明并不具体地限于附图中说明的组件。
图1根据本发明的示例性实施例示出应用了控制装置的车辆的视图。如图1所示,根据本发明的示例性实施例应用了控制装置的车辆可包括驱动电动机10、变速器20、差速齿轮设备70、车辆80,及控制器100。驱动电动机10可配置成产生动力而驱动车辆。根据本发明的示例性实施例在车辆的动力传输中,在驱动电动机10中产生的动力传输至变速器20的输入轴22,且来自变速器20的输出轴24的动力输出可经由差速齿轮设备70传输至车轴(axle)。车轴可配置成通过来自驱动电动机20的动力旋转车轮80以使车辆行驶。
图2根据本发明的示例性实施例示出应用了控制装置的变速器的示意图。如图2所示,根据本发明的示例性实施例应用了控制装置的变速器20可配置成接收来自连接到驱动电动机10上的输入轴22的动力,且传输动力给输出轴24。至少一个行星齿轮组设置在输入轴22和输出轴24之间以改变和传输输入轴22的速度到输出轴24。在变速器20中,设置有可选地连接行星齿轮组的各自操作元件与输入轴22、变速箱(未示出)或另一个操作元件的至少一个摩擦元件。在本说明书中,为了更好地理解和容易描述,仅仅第一驱动齿轮210与第二驱动齿轮220、第一被驱动齿轮230与第二被驱动齿轮240,及第一摩擦元件250与第二摩擦元件260被示出,但是本发明并不限于其中。
第一驱动齿轮210可设置在输入轴22上,且可配置成通过操作第一摩擦元件250执行第一档位。第一驱动齿轮210可接合到第一被驱动齿轮230。第二驱动齿轮220可设置在输入轴22上,且配置成通过操作第二摩擦元件260执行第二档位。第二驱动齿轮220可致力于第二被驱动齿轮(从动齿轮)240。从第一档位到第二档位的换档可通过在常闭元件从接合状态到释放状态时改变第一摩擦元件250,并通过在常开元件从释放状态到接合状态时改变第二摩擦元件260来执行。以上描述的变速器20是本发明的精神被应用到的一个实例,但是本发明的精神可应用到除了变速器20以外各种其他的变速器。
图3根据本发明的示例性实施例示出应用了控制装置的混合动力车辆的视图。如图3所示,根据本发明的示例性实施例,应用控制装置的车辆可包括发动机5、驱动电动机10、变速器20、可选地连接发动机5和驱动电动机10的发动机变速器30、电池40、逆变器50、混合起动器&发电机(HSG:hybrid starter & generator)60、差速齿轮设备70、车轮60,及控制器(100,参见图1和图4)。
混合动力电动车辆可提供在电动车辆(EV)模式中使用电动机转矩驱动;在混合动力电动车辆(HEV)模式中通过接合或释放基于由驱动器、车辆速度、电池充电状态(SOC)等操纵(例如,接合)加速踏板和制动器踏板的加速目的和减速目的的发动机离合器,使用发动机转矩作为主要转矩且电动机转矩作为辅助转矩驱动;在再生制动模式中通过在车辆制动期间或车辆驱动期间由惯性给电池充电通过电源恢复制动和惯性能量。
发动机5可配置成燃烧燃料从而产生转矩,且诸如汽油发动机、柴油发动机,及液化石油气发动机与电动机(LPI)的各种发动机都可用作发动机5。关于混合动力车辆的动力传输,从发动机5和/或驱动电动机10产生的动力可选择地传输到变速器20的输入轴22,且从变速器20的输出轴输出的动力可经由差速齿轮设备70传输到车轴。车轴可配置成通过从发动机5和/或电动机10产生的动力旋转车轮80使车辆行驶。
电池40可配置成通过使用在电动车辆(EV)模式与混合动力电动车辆(HEV)模式中的逆变器50给驱动电动机10供电,且可在再生制动模式中由逆变器50恢复的电给电池40充电。HSG60可配置成启动发动机5或通过发动机5的输出发电。HSG指的是集成起动器&发电机(ISG)。发动机5和HSG60可经由皮带62连接。控制器100可配置成基于混合动力车辆的驱动条件分配发动机5与电动机10,且执行EV模式与HEV模式之间的转换。
图4根据本发明的示例性实施例示出控制装置的方框图。如图4所示,根据本发明的示例性实施例的控制装置可包括数据检测器90、控制器100、第一液压致动器110、第二液压致动器120,及逆变器50。
数据检测器90可配置成检测(例如,收集或获得)数据从而操作包括驱动电动机10的车辆,且由数据检测器90检测的数据可被传输到控制器100。数据检测器90可包括车辆速度检测器91、加速踏板位置检测器92、制动器踏板位置检测器93、液压检测器94、SOC检测器95、温度检测器96、电流检测器97、及电动机速度检测器98(例如,多个传感器)。
车辆速度检测器91可配置成检测或感测车辆速度且传输相应的信号给控制器100。加速踏板位置检测器92可配置成检测或感测加速踏板的位置(即,加速踏板的接合程度或施加到踏板上的压力量)且传输相应的信号给控制器100。当加速踏板完全接合时,加速踏板的位置为100%,且当加速踏板脱离(例如,没有压力施加到踏板上)时,加速踏板的位置为0%。制动器踏板位置检测器93可配置成检测或感测制动器踏板的位置(即,制动器踏板的接合程度或施加到踏板上的压力量)且传输相应的信号给控制器100。当制动器踏板被推动接合时,制动器踏板的位置为100%,且当制动器踏板脱离时,制动器踏板的位置为0%。
液压检测器94可配置成检测或感测供给到变速器20的每一个摩擦元件的液压且传输相应的信号给控制器100。SOC检测器95可配置成检测或感测电池60的SOC且传输相应的信号给控制器100。代替直接检测电池40的SOC,可以测量电池40的电流与电压以估计电池40的SOC。温度检测器96可配置成检测或感测电池40的温度且传输相应的信号给控制器100。
电流检测器97可配置成检测或感测从逆变器50流到驱动电动机100的电流且传输相应的信号给控制器100。电动机速度检测器98可配置成检测或感测驱动电动机10的速度且传输相应的信号给控制器100。档位检测器99可配置成检测或感测当前所处的档位且传输相应的信号给控制器100。控制器100可用由预定程序执行的一个或更多微处理器实施。预定程序根据以下被描述本发明的示例性实施例包括用于执行包括在用于控制包括驱动电动机10车辆的每一个步骤的一系列指令。
第一液压致动器10可配置成接收来自控制器100的信号从而调节供给到变速器20的每一个摩擦元件的液压。第一液压致动器110可包括至少一个控制阀和配置成调节供给到每一个摩擦元件的液压的至少一个电磁阀。第二液压致动器120可配置成接收来自控制器100的控制信号从而调节供给到轮缸(wheel cylinder)130的液压。第二液压致动器120可包括至少一个控制阀和配置成调节供给到轮缸130的液压的至少一个电磁阀。
轮缸130可安装在车轮80上且可基于从第二液压致动器120供给的液压操作以给车辆提供摩擦制动力。逆变器50可包括多个开关元件,且基于开关元件的开关操作从逆变器50提供给驱动电动机10电流。逆变器50开关元件的开关操作可基于控制器100的控制信号确定。
进一步,根据本发明的示例性实施例将参考图5到图7描述包括驱动电动机车辆的控制方法。图5根据本发明的示例性实施例示出包括驱动电动机车辆控制方法的流程图,图6根据本发明的示例性实施例示出包括驱动电动机车辆控制方法的曲线图,且图7根据本发明的示例性实施例示出滑行再生转矩图的视图。
参考图5到图7,根据本发明的示例性实施例包括驱动电动机10车辆的控制方法以确定是否满足制动条件开始(S100)。换句话说,控制器100可配置成确定车辆是否由制动或惯性驱动。控制器100可进一步配置成确定基于车辆速度、加速踏板的位置,及制动器踏板的位置是否满足制动条件。例如,当加速踏板位置为0%且制动器踏板位置等于或大于0%时,在车辆被驱动(例如,车辆速度大于0mph)的同时,满足制动条件。
当在步骤S100中不满足制动条件时,控制器100可配置成基于车辆速度和加速踏板的位置计算加速转矩(S110)。然后控制器100可配置成操作驱动电动机10从而输出加速转矩。具体地,为了混合动力车辆,发动机5和/或驱动电动机10可被操作以输出加速转矩。
控制器100可配置成确定当满足制动条件时是否满足换档条件(S120)。换句换说,控制器100可配置成确定是否需要从当前档位到目标档位的换档(即,降档)。然后控制器100可配置成使用基于车辆速度和加速踏板位置的换档模式图确定是否满足换档条件。当在步骤S120中不满足换档条件时,控制器100可配置成基于车辆速度和制动器踏板位置计算全部制动量(S130)。
同时,如图7所示,滑行再生转矩图可被存储于控制器100中(例如,控制器100的存储器)。在滑行再生转矩图中,设定基于车辆的驱动电动机10的滑行再生转矩。例如,当加速踏板位置为0%时,控制器100可配置成操作逆变器50从而使用滑行再生转矩图通过驱动电动机10产生滑行再生转矩。当车辆速度小于蠕行速度(creep speed)时,驱动电动机10可配置成产生正转矩且电池40可放电。当车辆速度大于蠕行速度时,驱动电动机10可配置成产生负转矩且电池40可充电。
当滑行再生转矩为负值时,对应于全部制动量的全部制动转矩与滑行再生转矩的总和变成对车辆起作用的制动转矩。控制器100可配置成基于全部制动量与电池40的SOC,计算再生制动容许量(S140)。当电池40的SOC减少时,再生制动容许量可增加。控制器100可配置成操作逆变器50从而引起驱动电动机10产生对应于再生制动容许量的再生制动转矩。
可替换地,控制器100可配置成通过进一步考虑电池40的温度计算再生制动容许量。例如,当电池40的温度等于或大于超温度阈值时,再生制动容许量为0。控制器100可配置成基于驱动电动机10与变速器20的状态计算再生制动执行量(S150)。例如,控制器100可配置成基于从逆变器50流到驱动电动机10的电流与当前所处的档位计算对应于变速器20的输出轴24的转矩的再生制动执行量。
控制器100可配置成基于全部制动量与再生制动执行量计算摩擦制动量(S160)。摩擦制动量是全部制动量减去再生制动执行量的值。控制器100可配置成操作第二液压致动器120从而引起轮缸130产生对应于摩擦制动量的摩擦制动转矩。
更进一步,在步骤S120中,当满足换档条件时,控制器100可配置成操作逆变器50从而将驱动电动机10的转矩(即,变速器20输入轴22的转矩)增加到预定值(例如,0)(S170)。具体地,驱动电动机10转矩的增长率等于或小于阈值增长率。阈值增长率可通过考虑变速器20的性能与摩擦制动的响应性设定。换句换说,阈值增长率可作为比率设定以防止变速器20的影响。
当驱动电动机10的转矩变成预定值时,控制器100可配置成操作第一液压致动器110以便开始释放常闭元件且开始接合常开元件(S180)。换句话说,开始转矩阶段。具体地,常闭元件释放与常开元件接合的开始可表明每一个摩擦元件的液压开始的调节。常闭元件的开始释放表面施加给常闭元件的液压逐渐减小或迅速减小,且常开元件的开始接合表面施加给常开元件的液压逐渐增加或迅速增加。
当执行常闭元件释放与常开元件接合时,驱动电动机10的转矩可维持为0以便变速器20输出轴24的转矩(即,再生制动执行量)也维持为0。因此,控制器100在换档部分不可计算再生制动执行量,且变速器20输出轴24的转矩不可改变以便更多精确换档控制成为不可能的,从而减少换档条件。
当驱动电动机10的转矩维持为0时,因为滑行再生转矩与再生制动执行量都为0,所以需要对应于全部制动量的全都制动转矩与消除的滑行再生转矩的总和的摩擦制动转矩。控制器100可配置成基于全部制动转矩与消除的滑行再生转矩计算摩擦制动转矩(S190)。控制器100可配置成操作第二液压致动器120从而引起轮缸130产生对应于全部制动转矩与消除的滑行再生转矩总和的摩擦制动转矩。
当执行常闭元件释放与常开元件接合时,可开始惯性阶段,其中驱动电动机10的速度被增加。控制器100可配置成当驱动电动机10的速度(即,变速器20输入轴22的速度)与对应于目标档位的速度同步时完成常开元件的接合。换句话说,供给到常开元件的液压可增加到接合液压从而完成换档(S200)。
当驱动电动机10的速度与对应于目标档位的速度同步时,控制器100可配置成操作逆变器50从而降低驱动电动机10的转矩以产生对应于再生制动容许量的再生制动转矩(S210)。具体地,驱动电动机10转矩的降低率可以等于或大于阈值降低率。阈值降低率可通过考虑变速器20的性能与摩擦制动的响应性而设定。阈值降低率可作为比率设定以防止变速器20的影响。此后,控制器100可再次执行来自S130的步骤。
如上所述,根据本发明的示例性实施例,在由制动或惯性驱动期间,当满足换档条件时,驱动电动机10的转矩可维持为预定值以便变速器输出轴的转矩维持在换档区间。因此,更精确的换档控制可成为可能且换档时间可被减少。此外,在换档区间,虽然并未改变再生制动执行量,但是更精确的制动控制成为可能。
虽然本发明已经结合目前被认为是示例性实施例进行了描述,但是应该理解本发明并不限于所公开的示例性实施例,然而,相反,本发明旨在覆盖包括在所附权利要求精神和范围内的各种修改和等效配置。
Claims (20)
1.一种用于控制包括驱动电动机的车辆的方法,其包括以下步骤:
基于车辆速度、加速踏板的位置及制动器踏板的位置由控制器确定是否满足制动条件;
当满足所述制动条件时,由所述控制器确定是否满足换档条件;
当满足换档条件时,由所述控制器操作逆变器以增加所述驱动电动机的转矩为要维持的预定值;
当所述驱动电动机的转矩变成所述预定值时,由所述控制器操作第一液压致动器以开始释放常闭元件且以开始接合常开元件;
由所述控制器计算对应于与全部制动量对应的全部制动转矩与当所述驱动电动机的转矩被维持为所述预定值时消除的滑行再生转矩的总和的摩擦制动转矩,并操作第二液压致动器以使轮缸产生所述摩擦制动转矩;及
当所述驱动电动机的速度与对应于目标档位的速度同步时,由所述控制器操作所述逆变器以降低所述驱动电动机转矩,从而产生对应于再生制动容许量的再生制动转矩。
2.如权利要求1所述的方法,其中所述预定值为0。
3.如权利要求1所述的方法,其中所述驱动电动机转矩的增长率等于或小于阈值增长率,且所述阈值增长率通过考虑变速器的性能与摩擦制动的响应性来设定。
4.如权利要求1所述的方法,其中所述驱动电动机转矩的降低率等于或大于阈值降低率,且所述阈值降低率通过考虑变速器的性能与摩擦制动的响应性来设定。
5.如权利要求1所述的方法,其中所述滑行再生转矩可通过使用滑行再生转矩图计算,在所述滑行再生转矩图中设定有基于所述车辆速度的所述驱动电动机的滑行再生转矩。
6.如权利要求1所述的方法,其中所述全部制动量基于所述车辆速度和所述制动器踏板的位置计算。
7.如权利要求6所述的方法,其中所述再生制动容许量基于所述全部制动量和电池充电状态(SOC)计算。
8.如权利要求7所述的方法,其中所述再生制动容许量通过进一步考虑电池的温度来计算。
9.如权利要求1所述的方法,其还包括以下步骤:
当满足所述制动条件时,由所述控制器计算当不满足所述换档条件时基于所述驱动电动机状态与变速器状态的再生制动执行量;和
由所述控制器计算基于所述全部制动量与所述再生制动执行量的摩擦制动量,且操作所述第二液压致动器使所述轮缸产生对应于摩擦制动量的摩擦制动转矩。
10.一种包括驱动电动机车辆的控制装置,其包括:
数据检测器,配置成检测数据以操作包括所述驱动电动机车辆;
控制器,配置成基于所述数据确定是否满足制动条件,当满足所述制动条件时计算全部制动量和再生制动容许量,且当满足所述制动条件时确定是否满足换档条件;
第一液压致动器,配置成接收来自所述控制器的控制信号以调节供给到变速器的每个摩擦元件的液压;
第二液压致动器,配置成接收来自所述控制器的控制信号以调节供给到轮缸的液压;以及
逆变器,配置成接收来自所述控制器的控制信号以确定开关元件的开关操作,
其中所述控制器配置成当满足所述换档条件时,操作所述逆变器以增加所述驱动电动机转矩为要维持的预定值。
11.如权利要求10所述的控制装置,其中所述预定值为0。
12.如权利要求10所述的控制装置,其中所述控制器配置成计算对应于与所述全部制动量对应的全部制动转矩与当所述驱动电动机转矩被维持为所述预定值时消除的滑行再生转矩的总和的摩擦制动转矩,并操作所述第二液压致动器以使所述轮缸产生摩擦制动转矩。
13.如权利要求12所述的控制装置,其中所述控制器配置成使用滑行再生转矩图计算所述滑行再生转矩,在滑行再生转矩图中根据车辆速度设定有所述驱动电动机的滑行再生转矩。
14.如权利要求10所述的控制装置,其中所述驱动电动机转矩的增长率等于或小于阈值增长率,且所述阈值增长率通过考虑所述变速器的性能和摩擦制动的响应性来设定。
15.如权利要求10所述的控制装置,其中当所述驱动电动机的速度与对应于目标档位的速度同步时,所述控制器配置成操作所述逆变器从而降低所述驱动电动机转矩以产生对应于所述再生制动容许量的再生制动转矩。
16.如权利要求15所述的控制装置,其中所述驱动电动机转矩的降低率等于或大于阈值降低率,且所述阈值降低率通过考虑所述变速器的性能和摩擦制动的响应性来设定。
17.如权利要求10所述的控制装置,其中所述控制器配置成计算基于车辆速度与制动器踏板位置的所述全部制动量。
18.如权利要求17所述的控制装置,其中所述控制器配置成计算基于所述全部制动量与电池充电状态(SOC)的所述再生制动容许量。
19.如权利要求18所述的控制装置,其中所述控制器配置成通过进一步考虑电池的温度计算所述再生制动容许量。
20.根据权利要求10所述的控制装置,其中所述控制器配置成:
当不满足所述换档条件且满足所述制动条件时,计算基于所述驱动电动机状态与所述变速器状态的再生制动执行量;
计算基于所述全部制动量与所述再生制动执行量的摩擦制动量;及
操作所述第二液压致动器以使所述轮缸产生对应于摩擦制动量的摩擦制动转矩。
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KR101776721B1 (ko) | 2017-09-08 |
US20170008529A1 (en) | 2017-01-12 |
KR20170006220A (ko) | 2017-01-17 |
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