CN106476652B - 用于控制具有电动机的车辆的装置和方法 - Google Patents
用于控制具有电动机的车辆的装置和方法 Download PDFInfo
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- CN106476652B CN106476652B CN201510886421.3A CN201510886421A CN106476652B CN 106476652 B CN106476652 B CN 106476652B CN 201510886421 A CN201510886421 A CN 201510886421A CN 106476652 B CN106476652 B CN 106476652B
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- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
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Abstract
本发明涉及用于控制具有电动机的车辆的装置和方法。该装置包括感测车辆的行驶信息的行驶信息传感器,所述行驶信息包括APS的打开值、BPS的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度和档位。驱动电动机产生驱动力并且当车辆滑行时作为发电机操作以产生电能。ABS调节施加到驱动轮的制动力。控制器基于驱动轮的速度与非驱动轮的速度之间的差、基于外部温度和电池温度确定的校正温度、道路的摩擦系数以及ABS的操作状况,改变当车辆滑行时通过驱动电动机进行再生制动的滑行再生转矩。
Description
技术领域
本发明涉及控制具有电动机的车辆的装置和方法,更具体地,涉及如下控制具有电动机的装置和方法,其能够在再生制动期间,当防抱死制动系统(ABS)操作时,防止车辆发出嘎嘎声(rattle)。
背景技术
通常,电动车辆是一种可以使用电池的电源来驱动的类型的车辆,并且可以包括仅使用电池的电源来驱动的纯电动车辆以及使用传统的内燃机和电池的电源两者的混合动力电动车辆。纯电动车辆由电池的电源操作的驱动电动机的动力来驱动,而混合动力电动车辆由内燃机的动力和驱动电动机的动力的高效组合来驱动。
此外,混合动力电动车辆由电动机和发动机的动力来驱动,并且包括启动发电动机,其被配置为启动发动机或者通过发动机的输出发电。在具有电动机的车辆中,例如纯电动车辆和混合动力电动车辆中,电动机和/或启动发电机作为发电机操作,以在由惯性驱动车辆的滑行时回收惯性能量。当电动机作为发电动机操作以回收惯性能量时,需要对应车辆的制动。
换句话说,在滑行时,通过在电动机中,基于车辆速度设置滑行转矩(例如,沿与行驶方向相反的方向的转矩或滑行再生转矩),可以回收惯性能量作为发电动力。特别地,需要制动。此外,在一般车辆的液压制动中,制动液压压力通过制动踏板的操作被施加到车轮以进行制动。当大于道路表面与轮胎之间的静摩擦力的制动力被施加到轮胎时,发生打滑现象,轮胎在道路表面上滑动。
由于动摩擦系数小于静摩擦系数,应当防止打滑现象以实现最理想制动。此外,由于打滑现象,在制动操作时,应当防止手柄锁定现象(handle locking phenomenon)。因此,已经使用了防抱死制动系统(ABS),通过调节施加到每个车轮的液压压力制动器的制动液压压力,防止发生打滑现象或手柄锁定现象,并且确保稳定的制动力。
ABS包括:液压压力控制装置,例如多个电磁阀、累积器和液压压力泵,其被配置为调节转移至各液压压力制动器侧的制动液压压力;以及电子控制器(ECU),其被配置为操作各种电气/电子部件。ABS被配置为通过感测由于车辆迅速制动或在易滑路面上制动操作而发生的车轮打滑,降低、保持或增大制动液压压力,由此确保合适的回转力,并且在保持转向稳定性的同时,使车辆以最短距离停止。
另一方面,与一般车辆类似,ABS装置已经甚至用于使用电动机作为驱动源的电动车辆中,或者用于使用电动机和发动机作为驱动源的混合动力车辆中。通常,最新的趋势是,当车辆滑行时,极大地设置滑行再生转矩以增加能量回收率。然而,在诸如下雪道路、结冰道路和下雨道路的道路的摩擦系数小的情况下,由于滑行再生转矩,在驱动轮中可能发生打滑。由于打滑,车辆的行驶稳定性会恶化。因此,当由于滑行再生转矩而在驱动轮中发生打滑并且因此ABS动作时,滑行再生转矩被设定为“0”。然而,由于重复地产生ABS的动作和不动作,该控制方法可能造成滑行再生转矩重复地被施加或者无法施加。因此,车辆会发出嘎嘎声。
在该背景部分中公开的上述信息仅仅是为了增强对本发明的背景的理解,因此它可能包含不构成在本国中对本领域技术人员已知的现有技术的信息。
发明内容
本发明提供如下控制具有电动机的车辆的装置和方法,其能够当车辆在摩擦系数小的道路上行驶时,基于是否施加滑行再生转矩,防止车辆发出嘎嘎声。
本发明的示例性实施例提供一种用于控制具有电动机的车辆的装置,其可以包括:行驶信息感测单元,其被配置为感测车辆的行驶信息,包括加速器位置传感器(APS)的打开值、制动器位置传感器(BPS)的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度以及档位;驱动电动机,其被配置为产生驱动力并且当车辆滑行时作为发电机操作以产生电能;防抱死制动系统(ABS),其被配置为调节施加到驱动轮的制动力;以及控制器,其被配置为基于由行驶信息感测单元感测到的驱动轮的速度与非驱动轮的速度之间的差、基于外部温度和电池温度确定的校正温度、道路的摩擦系数以及ABS的操作状况,改变当车辆滑行时通过驱动电动机进行再生制动的滑行再生转矩。
控制器可以被配置为当驱动轮的速度与非驱动轮的速度之间的差大于设置速度时,与由车辆速度和档位确定的目标滑行再生转矩相比,基于速度差减小滑行再生转矩。控制器可以被配置为当在ABS操作之后车轮打滑被减小并且因此ABS不操作时,以第一斜率增加滑行再生转矩,增加到基于校正温度设置的第一滑行再生转矩。
另外,控制器可以被配置为当滑行再生转矩达到第一滑行再生转矩时,以小于第一斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的目标滑行再生转矩,并且可以被配置为计算道路的摩擦系数。控制器还可以被配置为根据施加到前轮的负荷、轮胎的动力学半径以及滑行再生转矩,计算道路的摩擦系数。可以通过以下公式计算道路的摩擦系数:滑行再生转矩/(施加到前轮的负荷×轮胎的动力学半径)。
控制器可以存储有基于道路的摩擦系数和车轮打滑率的摩擦系数映射图,车轮打滑率是驱动轮的速度与非驱动轮的速度之间的差,并且控制器可以被配置为基于由行驶信息感测单元感测到的驱动轮的速度和非驱动轮的速度,计算道路的摩擦系数。控制器可以被配置为以第二斜率增加滑行再生转矩,增加到基于道路的摩擦系数设置的第二滑行再生转矩。控制器可以被配置为当滑行再生转矩达到第二滑行再生转矩时,以小于第二斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的目标滑行再生转矩。控制器可以被配置为当ABS操作时,将滑行再生转矩设置为“0”。
根据本发明的另一实施例提供一种用于控制具有电动机的车辆的方法,其可以包括以下步骤:感测车辆的行驶信息,包括加速器位置传感器(APS)的打开值、制动器位置传感器(BPS)的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度以及档位;基于车辆的行驶信息来确定车辆是否处于滑行状态;计算驱动轮的速度与非驱动轮的速度之间的差;以及当速度差大于设置速度时,基于速度差来改变滑行再生转矩。当驱动轮的速度与非驱动轮的速度之间的差大于设置速度时,与由车辆速度和档位确定的目标滑行再生转矩相比,基于速度差减小滑行再生转矩。
该方法还可以包括以下步骤:确定防抱死制动系统(ABS)是否操作;以及当ABS操作时,将滑行再生转矩设置为“0”。另外,该方法可以包括以下步骤:当ABS未操作时,确定是否计算了道路的摩擦系数;当未计算道路的摩擦系数时,以第一斜率增加滑行再生转矩,增加到基于校正温度设置的第一滑行再生转矩,校正温度是根据外部温度和电池温度计算的;以及当滑行再生转矩达到第一滑行再生转矩时,以小于第一斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的目标滑行再生转矩。
该方法还可以包括以下步骤:根据施加到前轮的负荷、轮胎的动力学半径和滑行再生转矩,计算道路的摩擦系数;以及基于计算出的道路的摩擦系数,改变滑行再生转矩。可以通过以下公式计算道路的摩擦系数:滑行再生转矩/(施加到前轮的负荷×轮胎的动力学半径)。
另外,该方法可以包括以下步骤:在控制器中预先存储基于道路的摩擦系数和车轮打滑率的摩擦系数映射图,车轮打滑率是驱动轮的速度与非驱动轮的速度之间的差,并且基于由行驶信息感测单元感测到的驱动轮的速度和非驱动轮的速度,计算存储在摩擦系数映射图中的道路的摩擦系数;以及基于计算出的道路的摩擦系数,改变滑行再生转矩。
该方法还可以包括以下步骤:以第二斜率增加滑行再生转矩,增加到基于道路的摩擦系数设置的第二滑行再生转矩;以及当滑行再生转矩达到第二滑行再生转矩时,以小于第二斜率的斜率增加滑行再生转矩,增加至由当前车辆速度和档位确定的目标滑行再生转矩。第二滑行再生转矩可以被设置为随着道路的摩擦系数减小而降低。
如上所述,根据本发明的示例性实施例,控制具有电动机的车辆的装置和方法可以基于外部温度、ABS的操作和道路的摩擦系数来改变滑行再生转矩,以当车辆在摩擦系数小的道路上滑行时,防止车辆发出嘎嘎声。
附图说明
由于提供附图仅是为了描述本发明的示例性实施例,因此不应当解释为,本发明的精神限制于附图。
图1是示出根据本发明的示例性实施例的控制具有电动机的车辆的装置的构造的图;
图2是示出根据本发明的示例性实施例的控制具有电动机的车辆的方法的流程图;
图3是示出根据本发明的示例性实施例的滑行再生转矩随时间变化的曲线图;
图4A和图4B是示出根据本发明的示例性实施例的驱动轮的速度与非驱动轮的速度之间的差值与滑行再生转矩之间的关系的曲线图。
符号说明
10:行驶信息感测单元
20:ABS
30:驱动电动机
40:控制单元(控制器)
具体实施方式
应当理解,在此使用的术语“车辆”或“车辆的”或者其他类似的术语包括一般机动车辆,例如客运汽车(包括运动型多功能车辆(SUV))、公共汽车、卡车、各种商用车辆、水运工具(包括各种艇和船)、飞机等,并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其他替代燃料车辆(例如,从石油以外的资源得到的燃料)。如在此提到的,混合动力车辆是具有两个或更多个动力源的车辆,例如,既有汽油动力又有电动力的车辆。
虽然示例性实施例被描述为使用多个单元来执行示例性过程,但是应当理解,示例性过程也可以由一个或复数个模块执行。此外,应当理解,术语控制器/控制单元是指包括存储器和处理器的硬件设备。存储器被配置为存储模块,并且处理器被具体配置为运行所述模块以执行下面进一步描述的一个或多个过程。
此外,本发明的控制逻辑可以被体现为计算机可读介质上的非暂时性计算机可读媒介,其包含可执行程序指令,可执行程序指令由处理器、控制器/控制单元等执行。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光学数据存储设备。计算机可读记录介质也可以分布在联网的计算机系统中,使得计算机可读媒介以分布式方式例如由远程信息处理服务器或者控制器局域网(CAN)存储和执行。
在此使用的术语只是出于描述特定实施例的目的,并非意图限制本发明。如在此使用的,单数形式“一”、“一个/一种”以及“该/所述”意在也包括复数形式,除非上下文清楚地指出。还应当理解,当在本说明书中使用时,术语“包括”和/或“包含”指明所叙述的特征、整数、步骤、操作、元素和/或部件的存在,但不排除存在或增加一个或多个其他特征、整数、步骤、操作、元素、部件和/或其群组。如在此使用的,术语“和/或”包括所列出的相关项目中的一个或多个的任何组合以及全部组合。
除非具体说明或者从上下文显而易见,否则如在此使用的,术语“大约”被理解为在本领域正常公差的范围内,例如,在平均值的2个标准方差内。“大约”可以被理解为在所叙述的值的10%、9%、8%、7%、6%、5%、4%、3%、2%、1%、0.5%、0.1%、0.05%或者0.01%内。除非从上下文清楚地得出,否则在此提供的所有数值均由术语“大约”修饰。
在下文中,将参考附图更全面地描述本公开,在附图中示出了本发明的示例性实施例。如本领域技术人员将理解的,可以以各种不同的方式修改所描述的实施例,而均不背离本公开的精神或范围。为了明显地描述本发明,将省略与描述无关的部分,并且在整个说明书中,类似的部件将由相同的参考标号指示。由于为了方便说明,在附图中代表性部件的尺寸和厚度任意地示出,因此本发明不限于附图所示的内容。另外,为了明显地表示若干部分和区域,厚度被放大。
在下文中,将参考附图详细描述根据本发明的示例性实施例的控制具有电动机的车辆的装置。
图1是示出根据本发明的示例性实施例的控制具有电动机的车辆的装置的构造的图。如图1所示,控制具有电动机的车辆的装置可以包括:行驶信息感测单元10,其被配置为感测车辆的行驶状态;驱动电动机30,其被配置为产生驱动转矩并且当车辆滑行时作为发电机操作以产生电能;ABS 20,其被配置为调节施加到驱动轮的制动力;以及控制器40,其被配置为基于由行驶信息感测单元10感测到的行驶信息,调节通过驱动电动机30进行再生制动的滑行再生转矩。控制器40可以被配置为操作装置的各部件。
特别地,行驶信息感测单元10(例如,传感器)可以被配置为感测车辆的行驶信息,包括加速器位置传感器(APS)的打开值、制动器位置传感器(BPS)的打开值(例如,啮合量或程度)、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度和档位,并且将感测到的行驶信息提供至控制器40。行驶信息感测单元10可以包括:车轮速度传感器,其被配置为感测驱动轮的速度和非驱动轮的速度;温度传感器,其被配置为感测外部温度;电池温度传感器,其被配置为感测电池温度;以及车辆速度传感器或车轮速度传感器,其被配置为感测车辆速度。
驱动电动机30可以被配置为通过从电池供给的电能,生成驱动车辆所需的驱动转矩。此外,当车辆滑行时,驱动电动机30可以作为发电机操作以产生电能,并且产生的能量可以被储存在电池中。控制器40可以被实现为由预定程序操作的至少一个处理器,预定程序执行根据本发明的示例性实施例的控制具有电动机的车辆的方法的每一步。
滑行再生转矩是当加速踏板和制动踏板的打开值均处于“0”状态(例如,滑行状态)时,沿与车辆的行驶方向相反的方向施加的转矩,并且指示通过操作驱动电动机30作为发电机而回收惯性能量作为产生的输出的转矩。通常,可以基于车辆速度和档位设置滑行再生转矩。在下文中,由车辆速度和档位设置的滑行再生转矩称为目标滑行再生转矩。
控制器40可以被配置为基于校正温度、道路的摩擦系数和ABS的操作状态,改变通过驱动电动机30进行再生制动的滑行再生转矩,其中校正温度是基于由行驶信息感测单元10感测到的外部温度和电池温度来确定的,道路的摩擦系数是根据基于驱动轮的速度与非驱动轮的速度之间的差确定的车辆的打滑状态计算的。当ABS 20未操作时,控制器40可以被配置为基于驱动轮的速度与非驱动轮的速度之间的差,改变滑行再生转矩。特别地,速度差越大,滑行再生转矩越小。
当驱动轮的速度与非驱动轮的速度之间的差大于设置值时,ABS 20可以操作以调节传递到液压压力制动器的制动液压压力。因此,当驱动轮的速度与非驱动轮的速度之间的差大于设置值而使ABS 20操作时,由于滑行再生转矩,驱动轴车轮的打滑会是显著的。因此,当ABS操作时,滑行再生转矩可以被设置为“0”。
当在ABS 20的操作之后车轮打滑被减小并且因此ABS的操作停止时,控制器40可以被配置为以第一斜率增加滑行再生转矩,直到基于校正温度设置的第一滑行再生转矩。此外,控制器40可以被配置为当滑行再生转矩达到第一滑行再生转矩时,以小于第一斜率的斜率增加滑行再生转矩,直到由当前车辆速度和档位确定的目标滑行再生转矩,并且计算道路的摩擦系数。
特别地,第一滑行再生转矩是基于校正温度不产生车轮打滑的滑行再生转矩,并且其值可以通过实验确定。例如,当校正温度为零度以下温度时,第一滑行再生转矩可以被设置为以结冰道路条件为基准不产生车轮打滑的大约200N.m。可以基于外部温度和电池温度来确定校正温度。例如,可以通过将第一权重值乘以外部温度而获得的值与第二权重值乘以电池温度而获得的值相加,从而确定校正温度。特别地,第二权重值可以被设置为大于第一权重值。
通常,由于电池的比热相当大(例如,大于特定值),随着外部温度改变,电池温度的变化可以是小的。因此,为了更准确地预测道路的状态(例如,道路的摩擦系数),可以基于使用外部温度和电池温度的校正温度,预测道路的摩擦系数。例如,当校正温度为零度以下温度,道路可以被确定为处于结冰道路状态,并且道路的摩擦系数可以被假定为约0.1。此外,当目标滑行再生转矩由当前车辆速度和档位被确定为约500N.m时,可以确定在零度以下状态不发生车轮打滑的第一滑行再生转矩。
例如,第一滑行再生转矩可以确定为目标滑行再生转矩乘以约0.1的摩擦系数而获得的值(约100N.m)。控制器40可以被配置为以具有急剧斜率增加(例如,陡峭增加)的第一斜率增加滑行再生转矩,直到第一滑行再生转矩。此外,当滑行再生转矩达到第一滑行再生转矩时,可以以小于第一斜率的斜率平稳地增加滑行再生转矩,直到目标滑行再生转矩。特别地,控制器40可以被配置为根据施加到前轮的负荷(w)、轮胎的动力学半径(r)和滑行再生转矩(RT),计算道路的摩擦系数(c)。换句话说,通过以下公式计算道路的摩擦系数。
公式1
c=RT/(w×r)
替换地,控制器40可以预先存储有基于道路的摩擦系数和车轮打滑率的摩擦系数映射图,并且控制器40可以被配置为基于由行驶信息感测单元10感测到的驱动轮的速度和非驱动轮的速度,计算车轮打滑率,其中可以从摩擦系数映射图提取针对计算出的车轮打滑率的道路的摩擦系数。特别地,车轮打滑率是驱动轮的速度与非驱动轮的速度的比(驱动轮的速度/非驱动轮的速度)。
因此,当计算出道路的摩擦系数时,控制器40可以被配置为基于道路的摩擦系数改变滑行再生转矩。特别地,道路的摩擦系数越小,滑行再生转矩越小。此外,控制器40可以被配置为基于由当前车辆速度和档位确定的目标滑行再生转矩以及道路的摩擦系数,计算第二滑行再生转矩。特别地,第二滑行再生转矩是基于道路的摩擦系数不产生车轮打滑的滑行再生转矩,并且其值可以通过实验确定。第二滑行再生转矩可以被设置为随着道路的摩擦系数减小而降低。
另外,控制器40可以被配置为以第二斜率急剧(例如,迅速)增加滑行再生转矩,直到第二滑行再生转矩。控制器40还可以被配置为当滑行再生转矩达到第二滑行再生转矩时,以小于第二斜率的斜率平稳地增加滑行再生转矩,直到由当前车辆速度和档位确定的目标滑行再生转矩。
在下文中,将参考附图详细地描述根据本发明的示例性实施例的控制具有电动机的车辆的方法。
图2是示出根据本发明的示例性实施例的控制具有电动机的车辆的方法的流程图。图3是示出根据本发明的示例性实施例的滑行再生转矩随时间变化的曲线图。图4A和图4B是示出根据本发明的示例性实施例的驱动轮的速度与非驱动轮的速度之间的差值与滑行再生转矩之间的关系的曲线图。
参考图2至图4B,行驶信息感测元件10可以被配置为感测车辆的行驶信息,包括APS的打开值、BPS的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度和档位(S10)。感测到的行驶信息可以被提供至控制器40。
控制器40可以被配置为基于车辆的行驶信息来确定车辆是否处于滑行状态(S12)。特别地,当APS的打开程度和BPS的打开程度均为“0”时,控制器可以被配置为确定出车辆处于滑行状态。换句话说,控制器可以被配置为确定出加速踏板和制动踏板都未接合(例如,无压力施加到踏板上)并且车辆处于滑行状态。接着,控制器40可以被配置为计算驱动轮的速度与非驱动轮的速度之间的差(S14)。
当速度差大于设置速度时(S16),控制器40可以被配置为基于速度差改变滑行再生转矩(S18)。换句话说,控制器40可以被配置为与由车辆速度和档位确定的目标滑行再生转矩相比,基于速度差减小滑行再生转矩(参见图3的区间‘a’)。
为了详细的描述,参考图4A和图4B,当速度差为约3kph时,滑行再生转矩限制因子可以是约0.6。特别地,当目标滑行再生转矩为约500N.m时,滑行再生转矩可以被确定为限制因子0.6乘以目标滑行再生转矩(500N.m)而获得的值(例如,约300N.m)。此外,当速度差为约4kph时,滑行再生转矩限制系数可以是约0.4。特别地,当目标滑行再生转矩为约500N.m时,滑行再生转矩可以被确定为限制因子0.4乘以目标滑行再生转矩(500N.m)而获得的值(例如,约200N.m)。
控制器40还可以被配置为确定ABP 20是否操作(S20)。当ABS 20操作时,控制器40可以被配置为将滑行再生转矩设置为“0”(参见图3的区间‘b’)(S22)。此外,当ABS 20的操作停止时(S24),控制器40可以被配置为确定之前是否计算了道路的摩擦系数(S26)。当之前没有计算道路的摩擦系数时,控制器40可以被配置为以第一斜率急剧增加滑行再生转矩,直到基于校正温度设置的第一滑行再生转矩,校正温度是基于外部温度和电池温度计算的(参见图3的区间‘c’)(S30)。特别地,第一滑行再生转矩为不产生车轮打滑的滑行再生转矩,其与上面描述的相同。
当滑行再生转矩达到第一滑行再生转矩时,控制器40可以被配置为以小于第一斜率的斜率平稳地增加滑行再生转矩,直到由当前车辆速度和档位确定的目标滑行再生转矩(参见图3的区间‘d’)(S32)。在图3的区间‘d’中,可能发生车轮打滑,但是可以增加滑行再生转矩以通过滑行回收能量。
另外,当在图3的区间‘d’中发生车轮打滑并且驱动轮与非驱动轮之间的速度差dV大于阈值速度时(S33),控制器40可以被配置为计算道路的摩擦系数(S34)。对于计算道路的摩擦系数的详细方法如上所述。当驱动轮的速度与非驱动轮的速度之间的差不足时(例如,小于特定值),可能难以准确地计算道路的摩擦系数。因此,当驱动轮的速度与非驱动轮的速度之间的差大于阈值速度时,可以通过求出道路的摩擦系数,更准确地计算道路的摩擦系数。
此外,当驱动轮的速度与非驱动轮的速度之间的差大于设置值时,控制器40可以被配置为基于速度差降低滑行再生转矩(参见图3的区间‘e’)。当ABS 20操作时,控制器40可以被配置为将滑行再生转矩设置为“0”(参见图3的区间‘f’)。当ABS 20的操作停止时(S24),控制器40可以被配置为确定是否存在道路的摩擦系数(S26)。由于在步骤S34中计算出了道路的摩擦系数,因此控制器40可以被配置为以第二斜率急剧增加滑行再生转矩,直到基于道路的摩擦系数设置的第二滑行再生转矩(参见图3的区间‘g’)(S28)。
特别地,第二滑行再生转矩是基于道路的摩擦系数不产生车轮打滑的滑行再生转矩,其可以基于摩擦系数通过实验确定。当滑行再生转矩达到第二滑行再生转矩时,控制器40可以被配置为以小于第二斜率的斜率更平稳地增加滑行再生转矩,直到由当前车辆速度和档位确定的目标滑行再生转矩(S32)(参见图3的区间‘h’)。
在图3的区间‘h’中,可能发生车轮打滑,但是可以增加滑行再生转矩以通过滑行回收能量。特别地,当在图3的区间‘h’中发生车轮打滑时,控制器40可以被配置为计算道路的摩擦系数(S34)。计算出的摩擦系数可以经由车辆的仪表盘显示,并且因此可以将道路状态提供至驾驶者。
如上所述,可以基于驱动轮的速度与非驱动轮的速度之间的差来改变滑行再生转矩,以防止ABS 20频繁地操作以及防止车辆发出嘎嘎声。此外,当ABS 20操作时,滑行再生转矩可以被设置为“0”,从而防止车轮打滑增加。
此外,当ABS 20的操作停止时,使用校正温度,可以急剧增加滑行再生转矩,直到不产生车轮打滑的第一滑行再生转矩,并且接着可以更平稳地增加滑行再生转矩,由此计算道路的摩擦系数。当计算出道路的摩擦系数时,使用计算出的摩擦系数,可以急剧增加滑行再生转矩,直到不发生车轮打滑的第二滑行再生转矩,并且接着可以更平稳地增加滑行再生转矩,由此防止ABS 20频繁地操作。
尽管针对当前被认为是示例性实施例的内容描述了本发明,但是应当理解,本发明不限于公开的示例性实施例,而是相反,意在覆盖包括在随附权利要求的精神和范围内的各种修改和等效布置。
Claims (16)
1.一种用于控制具有电动机的车辆的装置,包括:
行驶信息感测单元,其被配置为感测车辆的行驶信息,包括加速器位置传感器的打开值、制动器位置传感器的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度以及档位;
驱动电动机,其被配置为产生驱动力并且当车辆滑行时作为发电机操作以产生电能;
防抱死制动系统,其被配置为调节施加到驱动轮的制动力;以及
控制器,其被配置为:基于由所述行驶信息感测单元感测到的驱动轮的速度与非驱动轮的速度之间的差、基于外部温度和电池温度确定的校正温度、道路的摩擦系数以及防抱死制动系统的操作状况,改变当车辆滑行时通过所述驱动电动机进行再生制动的滑行再生转矩;
当防抱死制动系统未操作时,确定是否计算了道路的摩擦系数;以及
当未计算道路的摩擦系数时,以第一斜率增加滑行再生转矩,增加到基于校正温度设置的第一滑行再生转矩,
其中所述控制器被配置为当滑行再生转矩达到所述第一滑行再生转矩时,以小于所述第一斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的目标滑行再生转矩,并且计算道路的摩擦系数。
2.根据权利要求1所述的装置,其中所述控制器被配置为当驱动轮的速度与非驱动轮的速度之间的差大于设置速度时,与由车辆速度和档位确定的目标滑行再生转矩相比,基于速度差减小滑行再生转矩。
3.根据权利要求1所述的装置,其中所述控制器被配置为根据施加到前轮的负荷、轮胎的动力学半径以及滑行再生转矩,计算道路的摩擦系数。
4.根据权利要求3所述的装置,其中通过以下公式计算道路的摩擦系数:
滑行再生转矩/(施加到前轮的负荷×轮胎的动力学半径)。
5.根据权利要求1所述的装置,其中:
所述控制器存储有基于道路的摩擦系数和车轮打滑率的摩擦系数映射图,所述车轮打滑率是驱动轮的速度与非驱动轮的速度之间的差,并且
所述控制器被配置为根据由所述行驶信息感测单元感测到的驱动轮的速度和非驱动轮的速度,计算道路的摩擦系数。
6.根据权利要求5所述的装置,其中所述控制器被配置为以第二斜率增加滑行再生转矩,增加到基于道路的摩擦系数设置的第二滑行再生转矩。
7.根据权利要求6所述的装置,其中所述控制器被配置为当滑行再生转矩达到所述第二滑行再生转矩时,以小于所述第二斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的所述目标滑行再生转矩。
8.根据权利要求1所述的装置,其中所述控制器被配置为当防抱死制动系统操作时,将滑行再生转矩设置为“0”。
9.一种用于控制具有电动机的车辆的方法,包括以下步骤:
由行驶信息感测单元感测车辆的行驶信息,包括加速器位置传感器的打开值、制动器位置传感器的打开值、驱动轮的速度、非驱动轮的速度、外部温度、电池温度、车辆速度以及档位;
由控制器基于车辆的行驶信息来确定车辆是否处于滑行状态;
由所述控制器计算驱动轮的速度与非驱动轮的速度之间的差;
当速度差大于设置速度时,由所述控制器基于所述速度差来改变滑行再生转矩;
当防抱死制动系统未操作时,由所述控制器确定是否计算了道路的摩擦系数;
当未计算道路的摩擦系数时,由所述控制器以第一斜率增加滑行再生转矩,增加到基于校正温度设置的第一滑行再生转矩,所述校正温度是根据外部温度和电池温度计算的;以及
当滑行再生转矩达到所述第一滑行再生转矩时,由所述控制器以小于所述第一斜率的斜率增加滑行再生转矩,增加到由当前车辆速度和档位确定的目标滑行再生转矩。
10.根据权利要求9所述的方法,其中当驱动轮的速度与非驱动轮的速度之间的差大于设置速度时,与由车辆速度和档位确定的目标滑行再生转矩相比,基于所述速度差减小滑行再生转矩。
11.根据权利要求9所述的方法,还包括以下步骤:
由所述控制器确定防抱死制动系统是否操作;以及
当防抱死制动系统操作时,由所述控制器将滑行再生转矩设置为“0”。
12.根据权利要求9所述的方法,还包括以下步骤:
由所述控制器根据施加到前轮的负荷、轮胎的动力学半径和滑行再生转矩,计算道路的摩擦系数;以及
由所述控制器基于计算出的道路的摩擦系数,改变滑行再生转矩。
13.根据权利要求12所述的方法,其中:通过以下公式计算道路的摩擦系数:
滑行再生转矩/(施加到前轮的负荷×轮胎的动力学半径)。
14.根据权利要求9所述的方法,还包括以下步骤:
在所述控制器中预先存储基于道路的摩擦系数和车轮打滑率的摩擦系数映射图,所述车轮打滑率是驱动轮的速度与非驱动轮的速度之间的差,并且由所述控制器基于由所述行驶信息感测单元感测到的驱动轮的速度和非驱动轮的速度,计算存储在所述摩擦系数映射图中的道路的摩擦系数;以及
由所述控制器基于计算出的道路的摩擦系数,改变滑行再生转矩。
15.根据权利要求14所述的方法,还包括以下步骤:
由所述控制器以第二斜率增加滑行再生转矩,增加到基于道路的摩擦系数设置的第二滑行再生转矩;以及
当滑行再生转矩达到所述第二滑行再生转矩时,由所述控制器以小于所述第二斜率的斜率增加滑行再生转矩,增加至由当前车辆速度和档位确定的所述目标滑行再生转矩。
16.根据权利要求15所述的方法,其中:所述第二滑行再生转矩被设置为随着道路的摩擦系数减小而降低。
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