CN107303898A - 通过车辆的电机扭矩控制来改善制动性能的方法 - Google Patents

通过车辆的电机扭矩控制来改善制动性能的方法 Download PDF

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Publication number
CN107303898A
CN107303898A CN201610908065.5A CN201610908065A CN107303898A CN 107303898 A CN107303898 A CN 107303898A CN 201610908065 A CN201610908065 A CN 201610908065A CN 107303898 A CN107303898 A CN 107303898A
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acceleration
braking
vehicle
true
amount
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CN107303898B (zh
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曺宇喆
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Hyundai Motor Co
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Hyundai Motor Co
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    • 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
    • B60L15/2009—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 for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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    • 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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    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
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    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
    • H02P3/14—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
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    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

一种通过车辆的电机扭矩控制来改善制动性能的方法包括：在车辆的制动开始之前确定车轮扭矩变化量和行驶加速度变化量之间的关系；当驾驶员踩压制动踏板以开始车辆的制动时，计算根据驾驶员的制动请求而变化的目标加速度；实时检测车辆的真实加速度；比较真实加速度和目标加速度；当真实加速度不同于目标加速度时，通过经由电机扭矩控制增大再生制动，从而对真实加速度和目标加速度之间的差进行补偿。

Description

通过车辆的电机扭矩控制来改善制动性能的方法
技术领域
本发明总体涉及一种通过车辆的电机扭矩控制来改善制动性能的方法，更具体而言，涉及这样一种通过车辆的电机扭矩控制来改善制动性能的方法：在该方法中，通过在制动期间对制动力的非计划内的变化进行补偿，从而提供一致的制动力。
背景技术
一般而言，将电机用作驱动源的车辆(例如，电动车辆、混合动力车辆和燃料电池车辆等)在制动期间会执行再生制动协同控制。这种车辆的总制动力是由液压压力提供的摩擦制动力和由电机提供的再生制动力的和。
然而，用于摩擦制动的摩擦材料的特性可以根据当前温度而发生变化。因此，即使将相同的液压压力施加至摩擦材料，也难以获得一致的制动力。特别地，如果频繁地使用制动器，则会发生气阻现象或衰退(fade)，因此，驾驶员会感觉到制动器被向后方推压或者不能良好工作。
气阻现象是这样的现象：在驾驶员频繁的使用制动器时，制动片(例如，制动蹄)和制动盘(例如，制动鼓)过热，并且产生的热量被传递给制动液，从而在制动液中产生蒸汽。在这种情况下，即使驾驶员踩压制动器，也不能适当地执行压力传递，制动器因此无法很好地工作。
衰退是这样的现象：当驾驶员频繁地使用制动器时(采用与气阻中相同的方式)，由于制动片(例如，制动蹄)和制动盘(例如，制动鼓)过热而导致摩擦制动力快速降低。在这种情况下，制动器无法很好地工作。
此外，与电机扭矩控制相比，液压压力控制会导致低响应性并且难以达到精确控制。因此，液压压力控制会导致在再生制动协同控制期间难以维持摩擦制动力和再生制动力的恒定和。
发明内容
本发明致力于解决与现有技术相关的上述问题。本发明旨在提供一种通过车辆的电机扭矩控制来改善制动性能的方法，所述方法通过利用用于再生制动的电机扭矩控制来对摩擦制动力的非计划内的变化进行补偿，以提供一致的制动力，从而改善制动性能。
根据本发明的实施方案，一种通过车辆的电机扭矩控制来改善制动性能的方法包括：在车辆的制动开始之前确定车轮扭矩变化量和行驶加速度变化量之间的关系；当驾驶员踩压制动踏板以开始车辆的制动时，计算根据驾驶员的制动请求而变化的目标加速度；实时检测车辆的真实加速度；比较真实加速度和目标加速度；当真实加速度不同于步目标加速度时，通过经由电机扭矩控制增大再生制动量，来对真实加速度和目标加速度之间的差进行补偿。
车轮扭矩变化量和行驶加速度变化量之间的关系的确定可以包括：确定车轮扭矩变化量和行驶加速度变化量之间的关系，通过根据车轮扭矩变化量和车辆行驶所在的道路的坡度而计算行驶加速度变化量，从而推导所述车轮扭矩变化量和行驶加速度变化量之间的关系。
行驶加速度变化量可以根据等式Δa＝k×[ΔT-g×sin(Δθ)]计算，其中，Δa可以是行驶加速度变化量，k可以是比例常数，ΔT可以是车轮扭矩变化量，g可以是重力加速度，Δθ可以是道路坡度变化量。
目标加速度的计算可以包括：基于在检测到驾驶员的制动请求之前的目标加速度和根据驾驶员需要的制动量的所需要的减速度来计算目标加速度。
对真实加速度和目标加速度之间的差的补偿可以包括：基于所确定的车轮扭矩变化量和行驶加速度变化量之间的关系而将真实加速度和目标加速度之间的差转换为车轮扭矩变化量，并且使用于再生制动的电机扭矩增大的量对应于所转换的车轮扭矩变化量。
对真实加速度和目标加速度之间的差的补偿可以包括：通过反馈控制来可变地控制电机扭矩，所述反馈控制将电机扭矩用作控制变量，并且将目标加速度和真实加速度之间的差用作输出值。
下面讨论本发明的其它方面和实施方案。
附图说明
现在将参考附图所示出的本申请的某些实施方案来详细描述本申请的上述和其它特征，所述附图在下文中仅以说明的方式给出，并且因此对本申请不具有限定性，其中：
图1是示出了根据本发明的实施方案的通过车辆的电机扭矩控制来改善制动性能的方法的流程图；以及
图2A为现有技术，图2B为本发明，图2A和图2B示例性地示出了根据本发明的实施方案的通过车辆的电机扭矩控制来改善制动性能的方法的效果的示意图。
图3A为现有技术，图3B为本发明，图3A和图3B示例性地示出了根据本发明的实施方案的通过车辆的电机扭矩控制来改善制动性能的方法的效果的示意图。
应当理解，附图并不一定是按照比例的，其呈现了对说明本申请的基本原理的各种优选特征所进行的略微简化的表示。本文所公开的本申请的具体设计特征包括例如具体尺寸、方向、位置和形状，将部分地由具体所要应用和使用的环境来确定。在这些图形中，贯穿附图的多幅图形，附图标记表示本申请的相同的或等同的部分。
具体实施方式
现在将详细引用本申请的各个实施方案，这些实施方案的示例示出于附图中并在下文进行描述。虽然将结合示例性实施方案来描述本申请，但是应当理解，本说明书并非要将本申请限制于那些示例性实施方案。相反，本申请旨在不但覆盖这些实施方案，而且覆盖在由所附权利要求所限定的本申请的精神和范围之内的各种替换形式、修改形式、等效形式和其它实施方案。
本文所使用的术语仅用于描述特定实施方案的目的，而不旨在限制本发明。正如本文所使用的，单数形式“一个(a)”和“该(the)”旨在也包括复数形式，除非上下文另有清楚说明。还将理解当在本说明书中使用术语“包括(comprise)”时，指明存在所述特征、整数、步骤、操作、元件和/或组件，但是不排除存在或加入一种或多种其他的特征、整数、步骤、操作、元件、组件和/或其集合。如在此所使用的，术语和/或包括相关的列出项目的一个或多个的任意和全部组合。
应当理解，此处所使用的术语“车辆”或“车辆的”或其它类似术语包括一般机动车辆，例如包括运动型多用途车辆(SUV)、大客车、卡车、各种商用车辆的乘用汽车，包括各种舟艇、船舶的船只，航空器等，并且包括混合动力车辆、电动车辆、可插式混合动力电动车辆、氢动力车辆以及其它替代性燃料车辆(例如源于非石油的能源的燃料)。正如此处所提到的，混合动力车辆是具有两种或更多动力源的车辆，例如汽油动力和电力动力两者的车辆。
另外，应当理解，下述方法中的一个或多个，或者其方面，可以通过装配在车辆中的至少一个控制单元而执行。术语“控制单元”可以指示包括存储器和处理器的硬件设备。存储器配置为存储程序指令，而处理器受到特定地编程以执行所述程序指令，从而进行在下文进一步描述的一个或多个过程。另外，应当理解，下述方法可以通过包括与一个或多个其他部件相关联的控制单元的装置来执行，如本领域技术人员所应理解的那样。
一般而言，对于执行再生制动协同控制的车辆而言，为了执行制动控制以在行驶期间使车辆减速或停止，对于驾驶员所需要的制动力，车辆的总制动力是由约束车轮(例如，驱动轮)的液压压力提供的摩擦制动力和由对车辆中的电池进行充电的电机提供的再生制动力的和。
在本申请中，利用可以快速并精确地执行的电机扭矩控制，通过对再生制动协同控制过程中所需要的摩擦制动量(例如，液压制动量)与真实摩擦制动量之间的差进行补偿，可以避免由于摩擦制动力的非计划内的变化所导致的制动性能的变差，并且可以提供一致的制动力。
现在参考公开的实施方案，图1是示出了根据本申请的实施方案的通过车辆的电机扭矩控制来改善制动性能的方法的流程图。
如在图1中示例性地示出的，在行驶车辆的制动开始之前，计算根据车轮扭矩的变化量的行驶加速度的变化量。也即，驾驶员踩压制动踏板来开始车辆的制动，计算根据车轮扭矩变化量的行驶加速度变化量，从而确定车轮扭矩变化量和行驶加速度变化量之间的关系。
车轮扭矩变化量和行驶加速度变化量之间的关系会根据条件(例如，车辆的重量、轮胎的滚动阻力系数(RCC)、空气阻力和道路坡度等)而变化。因此，对于相同的车轮扭矩变化量，加速度变化量根据上述条件而变化。例如，如果在行驶期间道路的坡度发生变化，即使车轮扭矩没有变化，车辆的加速度也会变化。因此，当计算加速度变化量时，根据道路坡度的加速度变化量反映在所述加速度变化量中。
基于车辆所行驶的道路的坡度θ的行驶加速度变化量Δa可以通过下述等式1来计算。
[等式1]
Δa＝k×[ΔT-g×sin(Δθ)]
这里，k是比例常数，无论车辆在何时起动和行驶，k都确定为常数值(例如，车辆的总重量)，Δθ是道路坡度变化量，ΔT是车轮扭矩变化量，g是重力加速度。一般而言，可以基于加速度变化量而计算车辆的总重量k。
通过以这种方式确定车轮扭矩变化量和行驶加速度变化量之间的关系，可以基于这样的关系而推导出根据行驶加速度变化量的车轮扭矩变化量。例如，当在平路上每单位时间的车轮扭矩变化量为10Nm时，如果行驶加速度增加0.1m/s2，那么将行驶加速度改变1m/s2所需的车轮扭矩值可以计算为100Nm。
车辆的混合动力控制单元(HCU)执行用于确定车轮扭矩变化量和行驶加速度变化量之间的关系的计算，即，根据车轮扭矩变化量来计算行驶加速度变化量，或者计算改变行驶加速度所需要的车轮扭矩。
随后，当驾驶员通过踩压制动踏板来开始将车辆制动时，通过制动踏板的踩压量来确定驾驶员需要的制动量，并且计算根据所确定的驾驶员需要的制动量(Nm)而变化的目标加速度。当车辆的制动开始时，车辆的目标加速度根据驾驶员需要的制动量而变化。
当检测到驾驶员的制动请求时，计算根据驾驶员需要的制动量的所需要的减速度，并且基于在检测到驾驶员的制动请求之前的目标加速度和所需的减速度来计算根据驾驶员的制动请求而变化的目标加速度(即，当前目标加速度)。车辆的HCU执行经改变的目标加速度的计算，例如，经改变的目标加速度可以计算为在检测到驾驶员的制动请求之前的目标加速度和根据驾驶员需要的制动量的所需要的减速度的和。
然后，HCU将驾驶员需要的制动量(即，制动扭矩)分配至由液压压力提供的摩擦制动扭矩(Nm)和由电机提供的再生制动扭矩(Nm)。更具体而言，当在行驶的车辆中检测到驾驶员的制动请求时，安装于车辆的集成制动助力单元(Integrated Brake ActuationUnit，iBAU)基于制动踏板的行程来计算驾驶员需要的制动量(Nm)，并且将计算出的驾驶员需要的制动量(Nm)分配至再生制动和液压制动。在此，HCU考虑车辆的状态(例如，电机的转速，电池充电状态和温度)来确定再生制动量，并且将对应于所确定的再生制动量的再生制动执行命令传至电机控制单元(MCU)，将执行的再生制动量传输至iBAU。
因此，iBAU基于执行的再生制动量而将供应至车轮的液压压力调节至目标压力，从而执行摩擦制动控制。也即，在再生制动协同控制期间，HCU通过MCU将再生制动扭矩命令传输至电机，iBAU将摩擦制动扭矩(即，摩擦制动量)确定为从驾驶员需要的制动量(Nm)中减去再生制动扭矩所获得的值。
之后，HCU接收从行驶的车辆的加速度传感器检测到的真实加速度值的反馈，比较真实加速度与当前目标加速度，如果比较结果确定为在目标加速度和真实加速度之间存在差，则HCU根据所述差来控制电机扭矩。在此，HCU基于上文推导的车轮扭矩变化量和行驶加速度变化量之间的关系来控制电机扭矩。
更具体而言，基于目标加速度和真实加速度之间的差，通过控制电机扭矩来补偿摩擦制动量(Nm)的非计划内的变化，特别地，当真实加速度小于目标加速度时，基于所确定的车轮扭矩变化量和行驶加速度变化量之间的关系而将所述差转换为车轮扭矩变化量，并且电机扭矩增加的大小等同于车轮扭矩变化量，从而增大再生制动扭矩，因此使得再生制动量的增量可以补偿摩擦制动量的缩减。
用于再生制动的电机扭矩与用于驱动车辆的电机扭矩成反比例增加，并且这样的电机扭矩的增加使再生制动量增加。基于车轮扭矩变化量和行驶加速度变化量之间的关系，通过这种方式来控制用于再生制动的电机扭矩，从而改善对于摩擦制动量的减少的补偿的初始响应性，并且利用反馈控制(例如，比例积分微分(PID)控制)来改善对于当前目标加速度的跟踪能力。
在PID控制中，电机扭矩用作控制变量，目标加速度和真实加速度之间的差用作输出值，对电机扭矩进行可变的控制。也即，在再生制动协同控制期间，通过利用电机扭矩的反馈控制而在当前控制中反映出前次控制的结果，使得真实加速度至目标加速度的跟踪能力增强，经由这样的PID控制，通过再生制动来获得没有通过摩擦制动获得的制动量(Nm)。
如上所述，通过对于再生制动的电机扭矩的控制，目标加速度和真实加速度之间的差得到补偿。因此，可以与在再生制动协同控制期间摩擦制动力的非计划内的变化得到补偿的控制获得相同的效果。
更具体而言，因为在行驶车辆的制动期间，根据驾驶员需要的制动量的车辆的总制动力是由约束车轮的液压压力提供的摩擦制动力(例如，液压制动力)和由用于对电池充电的电机提供的再生制动力的和，因此，如果在制动期间需要的摩擦制动力和真实制动力之间存在差并且摩擦制动力因此而不足，则施加至车轮的制动扭矩会发生非计划内的变化，并且行驶加速度会发生变化。因此，对应于制动期间所需要的摩擦制动力和真实制动力之间的差，根据驾驶员需要的制动量而变化的车辆的目标加速度与真实加速度之间存在差。
因此，利用电机扭矩的控制，通过补偿对应于目标加速度和真实加速度之间的差的车轮扭矩变化量，车辆的真实加速度迅速且精确地跟踪目标加速度，并且由此提供一致的制动力，从而改善车辆的制动性能。
现在，将参考图2A和图2B以及图3A和图3B来示例性地描述根据本发明的实施方案的上述控制方法的效果。
首先，参考图2A和图2B，一般而言，如果发生衰退，即使进行与在衰退发生之前相同的液压控制，由液压压力提供的真实摩擦制动力也会减小，因此驾驶员会感觉到制动踏板被向后推压。另一方面，根据本发明的实施方案，当由液压压力提供的真实摩擦制动力由于衰退而减小，并且在目标加速度和真实加速度之间存在差时，通过用于再生制动的电机扭矩控制来对制动量进行补偿。因此，得以避免制动踏板的向后推压并且提供一致的制动力。
参考图3A和图3B，在再生制动协同控制期间，再生制动量和摩擦制动量的和应当是一致的，从而维持一致的车辆加速度和减速度。一般而言，用于摩擦制动的液压压力控制具有低响应性，并且因此导致对目标液压压力的低跟踪能力，再生制动量和摩擦制动量(例如，液压制动量)的和不会得到一致地维持，并且再生制动量和摩擦制动量(例如，液压制动量)的和会由于液压控制的延迟而减小，因此会发生制动踏板的向后推压。另一方面，根据本发明的实施方案，当摩擦制动量(例如，液压制动量)由于用于摩擦制动的液压控制的延迟而减小，并且再生制动量和摩擦制动量的和减小时，根据目标加速度和真实加速度之间的差，通过电机扭矩控制来增大再生制动量。因此，再生制动量和摩擦制动量的和可以得到一致地维持，并且因此可以避免制动踏板的向后推压，可以一致地提供制动力。
如从上述说明中显然可知的，在根据本发明的实施方案的通过车辆的电机扭矩控制来改善制动性能的方法中，通过根据车轮扭矩变化量而计算加速度变化量，从而确定车轮扭矩变化量和行驶加速度变化量之间的关系，实时反馈真实加速度值，并且通过用于再生制动的电机扭矩控制而补偿目标加速度和真实加速度之间的差，从而对于驾驶员需要的制动量提供一致的制动力。
已经参考本申请的实施方案而详细描述了本申请。然而，本领域技术人员应当理解，可以在这些实施方案中做出改变而不偏离本申请的原理和精神，本申请的原理和精神的范围在所附权利要求及其等价形式中限定。

Claims (6)

1.一种通过车辆的电机扭矩控制来改善制动性能的方法，所述方法包括：
在车辆的制动开始之前，确定车轮扭矩变化量和行驶加速度变化量之间的关系；
当驾驶员踩压制动踏板以开始车辆的制动时，计算根据驾驶员的制动请求而变化的目标加速度；
实时检测车辆的真实加速度；
比较所述真实加速度和所述目标加速度；
当真实加速度不同于目标加速度时，利用电机扭矩控制，通过增大再生制动量来对真实加速度和目标加速度之间的差进行补偿。
2.根据权利要求1所述的通过车辆的电机扭矩控制来改善制动性能的方法，其中，所述车轮扭矩变化量和行驶加速度变化量之间的关系的确定包括：
确定车轮扭矩变化量和行驶加速度变化量之间的关系，通过根据车轮扭矩变化量和车辆行驶所在的道路的坡度而计算行驶加速度变化量，从而推导出所述车轮扭矩变化量和行驶加速度变化量之间的关系。
3.根据权利要求2所述的通过车辆的电机扭矩控制来改善制动性能的方法，其中，根据等式Δa＝k×[ΔT-g×sin(Δθ)]来计算行驶加速度变化量，
其中，Δa是行驶加速度变化量，k是比例常数，ΔT是车轮扭矩变化量，g是重力加速度，Δθ是道路坡度变化量。
4.根据权利要求1所述的通过车辆的电机扭矩控制来改善制动性能的方法，其中，目标加速度的计算包括：
基于检测到驾驶员的制动请求之前的目标加速度和根据驾驶员需要的制动量的所需要的减速度来计算目标加速度。
5.根据权利要求1所述的通过车辆的电机扭矩控制来改善制动性能的方法，其中，对真实加速度和目标加速度之间的差的补偿包括：
基于所确定的车轮扭矩变化量和行驶加速度变化量之间的关系，将真实加速度和目标加速度之间的差转换为车轮扭矩变化量；
用于再生制动的电机扭矩增大的量对应于所转换的车轮扭矩变化量。
6.根据权利要求1所述的通过车辆的电机扭矩控制来改善制动性能的方法，其中，对真实加速度和目标加速度之间的差的补偿包括：
通过反馈控制来可变地控制电机扭矩，所述反馈控制将电机扭矩用作控制变量，并且将目标加速度和真实加速度之间的差用作输出值。
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CN115946546A (zh) * 2023-01-17 2023-04-11 重庆赛力斯新能源汽车设计院有限公司 崎岖路况下电动汽车单踏板模式减速运行控制方法及系统
CN115946546B (zh) * 2023-01-17 2024-04-16 重庆赛力斯新能源汽车设计院有限公司 崎岖路况下电动汽车单踏板模式减速运行控制方法及系统

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