CN108216200A - 控制中度混合动力车辆的能量再生的方法 - Google Patents

控制中度混合动力车辆的能量再生的方法 Download PDF

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Publication number
CN108216200A
CN108216200A CN201711212115.7A CN201711212115A CN108216200A CN 108216200 A CN108216200 A CN 108216200A CN 201711212115 A CN201711212115 A CN 201711212115A CN 108216200 A CN108216200 A CN 108216200A
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current
mhsg
estimation
driving
information
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CN108216200B (zh
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崔光锡
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator

Abstract

一种控制中度混合动力车辆的能量再生的方法，中度混合动力车辆包括中度混合动力启动发电机，即MHSG，其包括具有永磁体和电磁体的转子，以及与MHSG连接的用于动力传输的发动机，该方法可以包括确定驱动MHSG所需的励磁电流与期望的生成电流量之间的差值是否小于预定参考值；以及当驱动MHSG所需的励磁电流与期望的生成电流量之间的差值小于预定参考值时，禁止再生制动。

Description

控制中度混合动力车辆的能量再生的方法
技术领域
本发明涉及一种控制中度混合动力车辆(mild hybrid vehicle)的能量再生的方法；并且具体地说，涉及一种考虑到中度混合动力启动发电机(MHSG)的励磁电流与期望的充电量之间的关系确定是否实施再生控制的控制中度混合动力车辆能量再生的方法。
背景技术
近年来，为了提高燃料效率并保护环境，正积极地研究以及开发混合动力车辆。混合动力车辆根据其充电方法主要分为中度混合动力车辆和全混合动力电动车辆。
全混合动力电动车辆可以仅通过使用充电电力的电动机驱动，同时电动机辅助驱动力。
另一方面，中度混合动力系统是未设置行驶模式的系统，其中车辆仅通过驱动电动机驱动，但是利用混合动力启动发电机(HSG)提供行驶所需的扭矩，当车辆在停止状态下加速时或当车辆在行驶期间加速超车时，混合动力启动发电机(HSG)具有比发动机更快的响应速度以获得瞬时高扭矩。
同时，典型的全混合动力电动车辆包括具有电动机的HSG，并且电动机具有永磁转子。另一方面，中度混合动力系统包括具有电动机的MHSG，并且电动机具有包括永磁体、励磁线圈以及电磁体的转子，其中转子构造成以环形将励磁线圈缠绕电动机的轴，并随之通过在其两端接合爪极以围绕励磁线圈。因此，只有当单独的励磁电流流向MHSG以磁化转子从而驱动MHSG时，才可以执行扭矩辅助和电力产生。
因此，当车辆ECU或HCU不考虑必须供应给配置为用于扭矩辅助或确定发电扭矩的电动机的励磁电流，而是仅考虑电池的充电状态(SOC)时，系统可能具有低效率。当驱动MHSG时，不断消耗励磁电流，而不管发电量和扭矩辅助量。因此，当不考虑励磁电流时，在产生少量电流时，SOC可能降低。
在本背景技术部分中公开的信息仅用于加强对本发明总体背景的理解，而不应视为承认或以任何形式暗示该信息构成本领域技术人员已知的现有技术。
发明内容
本发明的各方面旨在提供一种控制中度混合动力车辆能量再生的方法，该方法被配置成通过考虑MHSG的励磁电流量确定是否执行再生控制模式而有效地执行能量再生控制。
通过下面的描述参照本发明的示例性实施例，本发明的其它方面和优点可以被更好地理解并变得明显。而且，对于本发明所属领域的技术人员显而易见的是，本发明的方面和优点可以通过所主张的装置及其组合来实现。
根据本发明的示例性实施例，一种控制中度混合动力车辆的能量再生的方法，中度混合动力车辆包括MHSG以及与MHSG连接的用于电力传输的发动机，MHSG包括具有永磁体和电磁体的转子，该方法包括确定驱动MHSG所需的励磁电流与期望的生成电流量之间的差值是否小于预定参考值；以及当驱动MHSG所需的励磁电流与期望的生成电流量之间的差值小于预定参考值时，禁止再生制动。
期望的生成电流量可以是通过车辆行驶信息确定的估计的生成电流量。
可以通过基于导航信息和制动压力信号估计累积制动时间确定估计的生成电流量，并且基于估计累积制动时间和车辆电池的SOC估计生成电流量。
导航信息可以至少包括路径信息、交通状况信息以及路径坡度信息中的至少一个。
车辆行驶信息可以包括结合制动操作预先学习并存储的驾驶员驾驶特征信息。
本发明的方法和装置具有其它特征和优点，这些特征和优点从结合在本文中的附图和以下具体实施方式中将会显而易见或在其中得以更详细地阐明，附图和具体实施方式共同用于解释本发明的特定原理。
附图说明
图1是示意性示出根据本发明示例性实施例的使用控制中度混合动力车辆能量再生的方法的中度混合动力系统的示意图；以及
图2是示出根据本发明示例性实施例的控制中度混合动力车辆的能量再生的方法的流程图。
应当理解的是，附图不一定按比例绘制，而是呈现出说明本发明的基本原理的各种特征的有所简化的表示。如本文所公开的包括例如具体尺寸、方向、位置和形状的本发明的具体设计特征，将部分地由特定预期的应用和使用环境来确定。
在附图中，贯穿附图的多幅图形，附图标记表示本发明的相同或等效的部件。
具体实施方式
现在将详细参考本发明的各种实施例，其示例在附图中示出并在以下予以说明。虽然将结合示例性实施例说明本发明，但是应当理解的是，本说明并非旨在将本发明限制于这些示例性实施例。相反，本发明旨在不仅涵盖这些示例性实施例，而且涵盖可包括在由所附权利要求所限定的本发明的思想和范围内的各种替代形式、修改、等效形式和其他实施例。
在下文中，将参照附图详细说明根据本发明示例性实施例的一种控制中度混合动力车辆能量再生的方法和系统。
图1是示意性示出根据本发明示例性实施例的使用控制中度混合动力车辆能量再生的方法的中度混合动力系统的示意图。
如图1所示，使用根据本发明示例性实施例的控制中度混合动力车辆能量再生的方法的用于中度混合动力电动车辆的充电装置包括发动机10、通过驱动发动机10或通过再生制动产生AC电力的中度混合动力启动发电机(MHSG)20、将由MHSG 20产生的AC电力转换成DC电力以将DC电力供给至电池或将电池的DC电力转换成AC电力以将AC电力供给至MHSG20的逆变器30、由逆变器30供给的DC电力充电或向逆变器30供给DC电力的高压48V电池60、管理电池电压并且执行升压功能的DC-DC转换器50，以及由DC-DC转换器50供给的DC电力充电的低压12V电池40。
发动机10的曲轴皮带轮通过MHSG驱动带11与MHSG 20的电动机输出轴皮带轮连接。因此，当发动机10启动时，它由从MHSG 20传递的驱动力启动。另一方面，在发动机10启动后，发动机10配置为向MHSG 20供给动力。此外，发动机离合器12设置在发动机10和车轮70之间以切换动力传输。
当发动机10启动时，MHSG 20配置为凭借通过逆变器30由高压48V电池60供给的电力而启动发动机的启动器。在发动机10启动后，当车辆减速时，MHSG 20将车轮70的转动动能转换成电能以产生AC电力，并且在车辆行驶时，MHSG 20利用电动机的驱动力辅助发动机10的扭矩。
同时，MHSG 20包括具有配备永磁体和电磁体的转子的电动机，与全混合动力电动车辆包括的HSG的电动机不同。因此，只有当单独的励磁电流流至MHSG 20以磁化转子从而驱动MHSG 20时，才可以执行扭矩辅助和电力产生的操作。
逆变器30将高压48V电池60的DC电力转换成AC电力以将AC电力供给至MHSG 20，或者将由MHSG 20产生的AC电力转换成DC电力以将DC电力供给至高压48V电池60或DC-DC转换器50。
当发动机10启动时或在车辆行驶期间发动机扭矩辅助以使MHSG20将驱动力传递至发动机10时，高压48V电池60将DC电力供给至逆变器30。同时，当在再生制动期间产生的AC电力通过逆变器30转换成DC电力时，对高压48V电池60充电。此外，高压48V电池60配置为向低压12V电池40和/或电气系统提供电力。
DC-DC转换器50与逆变器30和高压48V电池60电连接。DC-DC转换器50使逆变器30的DC电力或高压48V电池60的电压下降至低压12V电池40的充电电压范围内，并将电压下降的电力供给低压12V电池40。
HCU 80根据MHSG 20确定用于发动机扭矩辅助和再生制动的期望的扭矩量，并且指示和控制MHSG 20以输出用于发动机扭矩辅助和再生制动的期望的扭矩量。
此外，HCU 80配置为通过比较期望的充电量与由于MHSG 20的磁化导致的电流损失量而确定是否执行再生制动。基于高压48V电池60的当前充电量确定期望的充电量，并且与驱动MHSG 20所需的励磁电流量进行比较。当期望的充电量与励磁电流量的差值超过预定参考值时执行再生制动，而当差值等于或小于参考值时，不执行再生制动。
基于从包括导航系统的驾驶辅助系统接收到的行驶信息，HCU 80将生成电流量估计为期望的充电量，并将生成电流量与由于磁化导致的电流损失量比较以确定是否执行再生制动，如上所述。
图2是示出根据本发明示例性实施例的控制中度混合动力车辆能量再生的方法的流程图。如以上参照图1所述，根据本发明示例性实施例的控制中度混合动力车辆能量再生的方法基于高压48V电池60的当前充电量设定期望的充电量，并且将期望的充电量与驱动MHSG 20所需的励磁电流量进行比较以根据其差值是否超过预定参考值而确定是否执行再生制动。在本发明的示例性实施例中，期望的充电量可以通过行驶信息估计的生成电流的估计量来替换，这将在后面参照图2进行说明。
如图2所示，HCU 80利用车辆行驶信息估计累计制动时间(S100)。为此，HCU 80基于从包括导航系统的驾驶辅助系统接收的数据确定估计的制动时间。
在这种情况下，行驶信息至少包括从导航传输的路径信息、交通状况信息以及路径坡度信息中的至少一种数据。估计的制动次数可以根据估计的行驶路径是高速公路或是市区街道而变化。此外，估计制动的次数可以根据在估计的行驶路径中的当前交通状况，即大或小的交通量而变化。此外，驾驶员制动的次数可以根据估计的行驶路径的高度(坡度)的不同而变化。当根据当前单独行驶状况存储预定的变量并且确定行驶路径时，可以基于与行驶路径、从实际APS检测器传输的制动压力信号等相关的数据，确定估计的制动次数和估计的制动时间。
行驶信息可以包括结合制动操作预先学习并存储的驾驶员的驾驶特征信息。根据驾驶员的不同，可以有不同的驾驶习惯，并且根据驾驶员的驾驶习惯，相同路径上的制动次数也会有所不同。因此，例如HCU 80等的控制装置可以在一定时间内学习与制动操作有关的驾驶员的驾驶习惯，并且可以利用学习成果估计制动次数和制动时间。可以使用从设置在车辆中的APS检测器传输的数据进行学习，并且优选地根据特定路径的特征对驾驶员的驾驶习惯进行分类从而单独地进行。在由多个驾驶员使用的车辆中，预先存储各驾驶员，并且针对各驾驶员进行学习。
其次，可以根据估计的制动次数和估计的制动时间并考虑高压48V电池60的当前充电量估计生成电流量(S200)。换言之，可以从高压48V电池60的当前SOC和估计的制动次数和估计的制动时间来确定在估计的行驶路径上执行再生制动时估计的生成电流量。
如以上参照图1所述，在本发明的示例性实施例中，HCU 80基于高压48V电池60的当前充电量设定期望的充电量，并且将期望的充电量与驱动MHSG 20所需的励磁电流量进行比较以根据它们差值是否超过预定参考值而确定是否执行再生制动。同时，在图2的示例性实施例中，将用在步骤S200中确定的估计的生成电流量来替换期望的充电量。因此，在图2的示例性实施例中，将在步骤S200中确定的估计的生成电流量与驱动MHSG 20所需的励磁电流量进行比较，并且根据它们之间的差值是否超过预定参考值而确定是否执行再生制动(S300)。这里，参考值是根据模式的频繁变化而考虑高效的电池管理以及皮带、电动机和逆变器的耐久性而预先确定的值。
将在步骤S200中确定的估计的生成电流量与驱动MHSG 20所需的励磁电流量进行比较。在这种情况下，当估计的生成电流量与励磁电流量之间的差值等于或小于预定参考值时，不执行再生制动(S500)，因为在执行再生制动时，电池的SOC可能由于励磁电流的损失而下降。
将在步骤S200中确定的估计的生成电流量与驱动MHSG 20所需的励磁电流量进行比较。在这种情况下，当估计的生成电流量与励磁电流量之间的差值超过预定的参考值时，执行再生制动(S400)，因为电池的SOC配置为即使当车辆行驶在相应路径上的同时执行再生制动，也可稳定地管理。
根据本发明的示例性实施例，当车辆在估计的行驶路径上行驶的同时，预先估计由MHSG 20产生的电流量，并将其与驱动MHSG 20所需的励磁电流的量进行比较。在这种情况下，只有当电池的SOC稳定地保持时才执行再生制动。通过本过程，可以有效地管理电池的SOC，并且车辆可以具有稳定的驱动电力性能和耐用性。
根据本发明的示例性实施例，当管理电池的SOC时，可以通过去除无效因素并抑制MHSG的模式的频繁变化，从而稳定地管理电池的SOC。
此外，可以在电池的恒定SOC下抑制机器模式的频繁变化，并且防止由于模式的频繁变化导致的皮带、电动机和逆变器的耐久性恶化。因此，由于驱动模式保持在稳定状态，则可以稳定地实现动力性能。
为了在所附权利要求中方便说明和准确定义，使用术语“上部”、“下部”、“上”、“下”、“向上”、“向下”、“内部”、“外部”、“内侧”、“外侧”、“向内”、“向外”、“内部的”、“外部的”、“前”、“后”、“后方”、“向前”和“向后”等，参照示例性实施例的特征在附图中所示的位置来描述这些特征。
为了例示和说明的目的，已经给出了本发明的具体示例性实施例的前述说明。该说明并非旨在穷举或将本发明限制于所公开的确切形式，并且鉴于上述教导，显然多种改型和变形是可能的。选择和说明示例性实施例是为了解释本发明的特定原理及其实际应用，从而使本领域的其他技术人员能够实施和利用本发明的各种示例性实施例及其各种替代形式和改型。旨在由所附权利要求及其等效形式来限定本发明的范围。

Claims (5)

1.一种控制混合动力车辆的能量再生的方法，所述混合动力车辆包括中度混合动力启动发电机以及与所述中度混合动力启动发电机连接的用于动力传输的发动机，所述中度混合动力启动发电机包括具有永磁体和电磁体的转子，所述方法包括以下步骤：
确定驱动所述中度混合动力启动发电机所需的励磁电流与期望的生成电流量之间的差值是否小于预定参考值；以及
当驱动所述中度混合动力启动发电机所需的励磁电流与期望的生成电流量之间的差值小于所述预定参考值时，禁止再生制动。
2.如权利要求1所述的方法，其中所述期望的生成电流量是通过车辆行驶信息确定的估计的生成电流量。
3.如权利要求2所述的方法，其中通过基于导航信息和制动压力信号估计累积制动时间来确定所述估计的生成电流量，并且基于估计的累积制动时间和车辆电池的充电状态估计生成电流量。
4.如权利要求3所述的方法，其中所述导航信息至少包括路径信息、交通状况信息以及路径坡度信息中的至少一个。
5.如权利要求2所述的方法，其中所述车辆行驶信息包括结合制动操作预先学习并存储的驾驶员的驾驶特征信息。
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