CN108778875A - Method for controlling electric assist torque - Google Patents
Method for controlling electric assist torque Download PDFInfo
- Publication number
- CN108778875A CN108778875A CN201780017039.6A CN201780017039A CN108778875A CN 108778875 A CN108778875 A CN 108778875A CN 201780017039 A CN201780017039 A CN 201780017039A CN 108778875 A CN108778875 A CN 108778875A
- Authority
- CN
- China
- Prior art keywords
- torque
- offset
- assist torque
- internal combustion
- static
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 22
- 238000002485 combustion reaction Methods 0.000 claims abstract description 35
- 230000001133 acceleration Effects 0.000 claims abstract description 7
- 239000000446 fuel Substances 0.000 claims abstract description 6
- 230000004044 response Effects 0.000 claims abstract description 6
- 230000003068 static effect Effects 0.000 claims description 44
- 230000005611 electricity Effects 0.000 claims description 11
- 230000007704 transition Effects 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 claims description 6
- 239000000047 product Substances 0.000 claims description 6
- 239000013589 supplement Substances 0.000 claims description 6
- 238000002156 mixing Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000001914 filtration Methods 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 239000003546 flue gas Substances 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 238000004064 recycling Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
Classifications
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
-
- 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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/082—Selecting or switching between different modes of propelling
-
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
-
- 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
- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Abstract
The electrically powered machine that the present invention relates to a kind of for controlling hybrid powertrain increases in response to the torque-demand of driver and the method for the electric acceleration assist torque of offer, the hybrid powertrain includes at least one internal combustion engine and electric drive motor, the electric drive motor can recharge battery with will pass through during driving to recover energy as generator operation, it is characterized in that, according in terms of fuel consumption, and the cost in terms of the electric energy recycled via the electrically powered machine by the battery during recharge phase, ratify or disapprove the requested auxiliary of the torque-demand.
Description
The present invention relates to the energy management in hybrid vehicle, particularly parallel hybrid powertrain system (PT) vehicles
The energy of electric acceleration assist torque in distributes.
More specifically, subject of the present invention is a kind of for controlling the electrically powered machine by hybrid powertrain in response to driving
The torque-demand for the person of sailing increases and the method for the electric acceleration assist torque of offer, which includes at least one
Internal combustion engine and electric drive motor, the electric drive motor can during driving be recovered energy as generator operation with will pass through
To be recharged to battery.
In the vehicle with mixing PT in parallel, there are at least two actuators that torque can be supplied to wheel：Internal combustion
Machine and electrically powered machine.The torque-demand of driver is met by the summation of the torque provided by the two power sources.
When main purpose is disappeared to improve the integral energy of vehicle by optimizing the distribution of the torque between the two actuators
It takes, energy management rule (EML) allows for this purpose.Exactly this energy management rule determines the work of each power source
Make a little, while meeting the acceleration demand of driver.
Relative to the power for being only from internal combustion engine, parallel connection mixing PT also provide the possibility that additional torque is supplied to wheel.
This additional torque or additional electrical torque are provided by electrically powered machine.
According to open file FR 3 001 427, it is known that a kind of to turn for limiting the auxiliary of the acceleration in hybrid vehicle
The method of the energy of square.The purpose of described method be the total consumption of PT is controlled according to energy capacity, including about turn
The energy expenditure of square auxiliary.The consumption benefit provided by mixing is not adversely affected as possible.To achieve it, introducing
The coefficient of available electric assist torque is assisted for torque-limiting.According to the residue for leaving torque auxiliary in the energy band of battery for
The amount of electric energy, this coefficient are included between zero and one.
In this approach, regardless of its cost of energy, assist torque or " overtorque " limit coefficient all are applied to PT
Application.
The purpose of the present invention is by making the activation of torque miscellaneous function improve tool according to the energy recuperation mode in battery
There is the integral energy performance of the mixing PT of electric torque auxiliary, electricity torque auxiliary is limited according to the energy that can be used for this function
System.
For this purpose, the present invention is to provide depend on fuel consumption aspect and during recharge phase by battery
Cost in terms of the electric energy recycled via electrically powered machine, ratifies or disapproves the auxiliary asked by torque-demand.
Assist torque is made of static component and dynamic component, and the static state that static component allows to supplement internal combustion engine is maximum
Torque is to increase the torque capacity that PT can reach in process segment；Dynamic component allows to compensate internal combustion engine in transition
The dynamic limit that stage applies.
The invention enables can redefine the static limit and dynamic of PT by using engine torque and electric torque
The limit, so as to improve the overall performance of PT.
By reading the following explanation of the nonlimiting examples of the present invention, it is better understood with the present invention other
Feature and advantage, in the accompanying drawings：
- Figure 1A shows the effect of " static overtorque " during the process segment that torque assists；And
- Figure 1B shows the effect of " dynamic overtorque " during the transition stage that torque assists.
When driver steps on accelerator pedal, the motor torque setting value for being delivered to PT increases rapidly.Torque settings
Value is typically through filtering, to mitigate excessively high reactive uncomfortable while still to retain the acceptable response time.Continuing
Hundreds of milliseconds of transition stage and static state (stabilization) is distinguished between the stage, and during transition stage, torque settings value is rapid
Change；In process segment, the setting value through filtering has reached corresponding to the target level for stepping on accelerometer pedal.
The static additional torque supplied by electrically powered machine allows to increase PT can reach most during process segment
Big torque." static overtorque " is referred to herein as offset _ 1.The static torque capacity of static overtorque supplement internal combustion engine.
The dynamic additional torque for being referred to as " dynamic overtorque " allows to compensate and is applied in transition stage by engine
Dynamic limit (flue gas limitation, air stream response time etc.)；This dynamic component for being referred to herein as offset _ 2 allows to mend
Repay the dynamic limit applied in transition stage by internal combustion engine.
In order to reduce in hybrid vehicle can electricity consumption assist torque, may be incorporated into the limitation between 0 and 1
Coefficient C, the limit coefficient are used to assist to limit available electricity for the amount of the reserved dump energy of torque auxiliary according in battery
Torque.This coefficient is not necessarily to be calculated for example but according to the method provided in open file FR 3 001 427.
When asking torque auxiliary or overtorque, the present invention is provided the potential torque capacity Cmax_ of electrically powered machine
A completely or only part of stat_elec is added to the potential torque capacity of internal combustion engine.This method is based on restriction being capable of conduct
Static overtorque is added into the electric amount of torque carto_1 of the torque of internal combustion engine.Measure carto_1 depend on internal combustion engine speed with
And transmission ratio.In the context of the present invention, this amount can be determined based on adjustable map.Relative to available total electric torque
Purpose to limit static overtorque is the compromise between the performance and repeatability for realizing auxiliary.This measure is slightly mixing
It is especially valuable in PT, wherein the amount for the electric energy that can be used for assisting always is limited.
Use following term：
- carto_1=f (speed, ratio _ BV)
- C=weighting coefficients, the weighting coefficient depend on driving mode, such as economic model, normal mode or movement mould
Formula,
- Cmax_stat_PT=PT static state torque capacitys,
- Cmax_stat_ internal combustion engines=internal combustion engine static state torque capacity (potential maximum)
The maximum static torque (potential maximum) of-Cmax_stat_elec=electricity.
As indicated in Figure 1A, static additional torque offset _ 1 is added into internal combustion engine static state torque capacity, to reach
To the static torque capacity of PT.This supplement is presented in following relationship：
Cmax_stat_PT=Cmax_stat_ internal combustion engines+offset _ 1
The available torque amount carto_1 of static component (offset _ 1) depends on the speed and transmission ratio of internal combustion engine.So
Afterwards, static overtorque is defined as product of the minimum value between carto_1 and the static torque capacity of electricity with weighting coefficient C：
Offset _ 1=MIN (carto_1, Cmax_stat_elec) × C
Therefore, static component offset _ 1 is equal to maximums of the limit coefficient C with available torque amount carto_1 and electrically powered machine
Product MIN (carto_1, Cmax_stat_elec) × C of minimum value between static torque.
Dynamic additional torque or dynamic overtorque allow to compensate the dynamic limit applied in transition stage by engine
System.It is the supplement for being originated from electricity to internal combustion engine maximum dynamic torque Cmax_dyn_ internal combustion engines, to reach the dynamic maximum of PT
Dynamic torque Cmax_dyn_PT.For above with respect to the reason described in static overtorque, be not always desirable for it is all can
Electricity consumption torque is used for dynamic overtorque.It is thus determined that electric amount of torque carto_2, which can be with the shape of dynamic overtorque
Formula is added into the dynamic torque of internal combustion engine.It is different from the dynamic torque of actual interpolation or dynamic overtorque offset _ 2, such as
Shown in Figure 1B.Offset _ 2 are the supplements for the maximum dynamic torque for being added into internal combustion engine, to reach static state more quickly most
Big torque.Introduction volume carto_2 is used to control the size of dynamic calibration offset _ 2, but regardless of riving condition (height above sea level, high temperature
Deng), especially when the static torque capacity of internal combustion engine reduces.Similar with carto_1, carto_2 depends on speed and transmission
Than.It is also determined based on map.
Use following term：
- carto_2=f (speed, ratio _ BV)
- C=weighting coefficients, which depends on pattern (economic/normal/motor pattern), and [this may be super with static state
Torque is identical]
- Cmax_dyn_PT=PT dynamic maximum torques
- Cmax_dyn_ internal combustion engines=internal combustion engine dynamic torque capacity (potential maximum)
The maximum dynamic torque (potential maximum) of-Cmax_dyn_elec=electricity.
Dynamic overtorque offset _ 2 are maximum values between carto_2 and the static torque capacity of electricity with limit coefficient C
Product：
Offset _ 2=MAX (carto_2 (speed, ratio _ BV), offset _ 1) × C
The available torque amount cart_2 of dynamic component (offset _ 2) depends on the speed and transmission ratio of internal combustion engine.In
It is that dynamic torque equation is write as：Cmax_dyn_PT=Cmax_dyn_ internal combustion engine+MIN (offsets _ 2, Cmax_stat_
elec)。
Therefore, dynamic component offset _ 2 of assist torque be equal to limit coefficient with available torque amount (carto_2 (speed,
Ratio _ BV) maximum value between the static component (offset _ 1) of assist torque product MAX (carto_2 (and speed, than
Rate _ BV), offset _ 1) × C).
Dynamic component offset _ 2 must be consistently greater than or be equal to static component offset _ 1, turn to ensure that dynamic is additional
Square allows to the static torque capacity Cmax static_PT for all reaching PT in all cases, which includes
Static additional torque.By means of condition offset _ 2 >=offset _ 1, static overtorque be always along with dynamic overtorque, but
It is opposite invalid.
Control response includes that hybrid power passes in the electric acceleration assist torque that the torque-demand of driver increases and provides
The electrically powered machine of dynamic system, which includes at least one internal combustion engine and electric drive motor, the electric drive motor
Battery can be recharged with will pass through during driving to recover energy as generator operation.In mixing PT,
Middle electrically powered machine allows to recycle kinetic energy so that it is stored in battery in the form of being immediately made available on the electric energy for driving purpose
In, it is distinguished between two kinds of recover energy.This difference is that the fuel according to internal combustion engine in recovery operation disappears
Consumption is made depending on following situations：
When his or her foot is lifted away from accelerometer pedal by driver, the energy that recycles when slowing down：Then, electric
Movement machine switches to generator mode, and allows the amount of vehicle deceleration bigger, this allows a part of kinetic energy to be converted into electric energy；
When driver steps on accelerator pedal and when battery SOC (battery charge) quantitative change is low (for example, due to than
Such as air-conditioning, signal lamp electrical appliance), the energy generated under forced charge pattern：In this case, PT uses internal combustion engine
It charges the battery and consumes additional fuel in doing so.
The energy of the first kind is considered more cheap than the energy of Second Type.The present invention is to provide when by driving
When the increased torque-demand of member makes requests on, the approval of static overtorque and dynamic overtorque is joined with the cost to be recovered energy
It is to together.According to the present invention, by battery via electrically powered machine in terms of depending on fuel consumption and during recharge phase
The auxiliary asked by torque-demand is ratified or disapproved to cost in terms of the energy of recycling.
The calibration of limit coefficient C allows to the approval of overtorque and above-mentioned energy being linked together, such as root
According to the driving mode of vehicle.Therefore, the energy spent in electric torque auxiliary can be limited according to used driving mode
Amount.If driver for example in low consumed " economy " pattern that is conducive to PT and " normal " pattern for being conducive to performance and
It is selected between " movement " pattern, then can differently calibrate weighting coefficient C according to used pattern.Therefore, according to
To be conducive to the low total consumption of PT or the driving mode of its performance using differently being weighted to torque auxiliary.
In the non-limiting application being described below, selection has been made to be conducive to：
In the economy mode, the energy of the first kind is used only；
Also identical in the normal mode；
In the sport mode, using two kinds of energy to make the availability of additional torque maximize.
Adaptability of the weighting factor C to these three driving modes is illustrated below with reference to this exemplary table：
Table _ normal=f (C) allows to calculate the factor being included in [0 ... 1] for normal mode
Table _ economy=f (C) is identical as economic model
Table _ movement=f (C) is identical as motor pattern
The control proposed in this example is shown by Fig. 2A to Fig. 2 C：
Table _ normal(referring to Fig. 2A):
By this control, additional electrical torque is allowed to consume 30Wh in the normal mode.Once this energy has been run out of,
It must charge the battery, and factor C reduces.
Table _ movement(referring to Fig. 2 B):
By this control, permission spends 80Wh in additional electrical torque.Therefore, the performance of PT is improved better than saving energy
Amount.
Table _ economy(referring to Fig. 2 C):
This control does not allow additional torque in the economy mode.It is more advantageous to saving energy compared with the performance of PT improves
Amount.
As indicated above, the value of C weights static overtorque (offset _ 1) and dynamic overtorque (offset _ 2)：
Cmax_stat_PT=Cmax_stat_ internal combustion engines+offset _ 1 × C,
Wherein, offset _ 1=MIN (carto_1, Cmax_stat_elec) × C
Cmax_dyn_PT=Cmax_dyn_ internal combustion engines+MIN (offset _ 2, Cmax_stat_elec),
Wherein, offset _ 2=MAX (carto_2, offset _ 1) × C
There are many advantages of the present invention.In these advantages, it is mentioned that the following terms
By means of the overtorque distribution between static component and dynamic component, PT performances and torque auxiliary sequencel are improved
Repeatability；And
According to (economic/normal/movement) pattern of driver's selection come the compromise between regulation performance and consumption benefit.
Claims (10)
1. a kind of increase in response to the torque-demand of driver and provide for controlling the electrically powered machine of hybrid powertrain
The method of electric acceleration assist torque, the hybrid powertrain include at least one internal combustion engine and electric drive motor, the electricity
Drive motor can recharge battery with will pass through during driving to recover energy as generator operation, feature
It is, depends on the electricity recycled via the electrically powered machine by the battery in terms of fuel consumption and during recharge phase
The cost of energy aspect, ratifies or disapproves the requested auxiliary of the torque-demand.
2. the method as described in claim 1 for controlling assist torque, which is characterized in that the torque is assisted by limit coefficient
(C) it is weighted, the limit coefficient is according to being conducive to the low total consumption of the powertrain or being conducive to driving for its performance
It sails the use of pattern and is differently calibrated.
3. the method as claimed in claim 2 for controlling assist torque, which is characterized in that the calibration of the limit coefficient (C)
The amount of the energy spent in electric torque auxiliary is limited according to the driving mode.
4. the method as claimed in claim 1,2 or 3 for controlling assist torque, which is characterized in that the assist torque has
Static component (offset _ 1), the static component make it possible to supplement the maximum static torque of the internal combustion engine to increase the power
The torque capacity that power train can reach at steady state.
5. the method for controlling assist torque as described in one of preceding claims, which is characterized in that the assist torque has
There are dynamic component (offset _ 2), the dynamic component to enable compensation for the dynamic limit applied in transition stage by the internal combustion engine
System.
6. the method for controlling assist torque as claimed in claims 4 and 5, which is characterized in that the dynamic component (offset
Amount _ 2) it is consistently greater than or is equal to the static component (offset _ 1).
7. the method as claimed in claim 4 for controlling assist torque, which is characterized in that the static component (offset _ 1)
Equal to the limit coefficient (C) with the minimum value between available torque amount (carto_1) and the maximum static torque of the electrically powered machine
Product MIN (carto_1, Cmax_stat_elec) × C.
8. the method as claimed in claim 5 for controlling assist torque, which is characterized in that the dynamic component (offset _ 2)
Equal to the limit coefficient (C), with available torque amount, (carto_2 (speed, ratio _ BV) and the static component of the assist torque are (inclined
Shifting amount _ 1) between maximum value product MAX (carto_2 (speed, ratio _ BV), offset _ 1) × C).
9. the method as claimed in claim 8 for controlling assist torque, which is characterized in that the static component (offset _ 1)
Available amount of torque (cart_1) depends on the speed and transmission ratio of the internal combustion engine.
10. the method for controlling assist torque as claimed in claim 9, which is characterized in that the dynamic component (offset _
2) available amount of torque (cart_2) depends on the speed and transmission ratio of the internal combustion engine.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1652470A FR3049249B1 (en) | 2016-03-23 | 2016-03-23 | METHOD OF CONTROLLING A TORQUE OF ELECTRICAL ASSISTANCE |
| FR1652470 | 2016-03-23 | ||
| PCT/FR2017/050231 WO2017162934A1 (en) | 2016-03-23 | 2017-02-02 | Method for controlling an electric assistance torque |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108778875A true CN108778875A (en) | 2018-11-09 |
| CN108778875B CN108778875B (en) | 2022-08-16 |
Family
ID=56008759
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780017039.6A Active CN108778875B (en) | 2016-03-23 | 2017-02-02 | Method for controlling an electric assistance torque |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3433148A1 (en) |
| CN (1) | CN108778875B (en) |
| BR (1) | BR112018068564A2 (en) |
| FR (1) | FR3049249B1 (en) |
| WO (1) | WO2017162934A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3079802B1 (en) * | 2018-04-09 | 2022-02-11 | Psa Automobiles Sa | CONTROL SYSTEM FOR HYBRID VEHICLE |
| US10543739B1 (en) * | 2018-07-25 | 2020-01-28 | Fca Us Llc | Mode transition control techniques for an electrically all-wheel drive hybrid vehicle |
| CN111775924B (en) * | 2020-07-23 | 2021-05-04 | 厦门金龙联合汽车工业有限公司 | Brake energy recovery maximization control method of series-parallel hybrid power system |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101474999A (en) * | 2007-11-04 | 2009-07-08 | 通用汽车环球科技运作公司 | Method for determining a preferred engine operation in a hybrid powertrain system during blended braking |
| CN101480951A (en) * | 2007-11-02 | 2009-07-15 | 通用汽车环球科技运作公司 | Control system for engine torque management for a hybrid powertrain system |
| CN103562032A (en) * | 2011-06-01 | 2014-02-05 | 丰田自动车株式会社 | Control device for vehicle drive device |
| FR3001427A1 (en) * | 2013-01-31 | 2014-08-01 | Renault Sa | METHOD FOR ENERGETIC LIMITATION OF THE ACCELERATION ASSISTANCE TORQUE OF A HYBRID VEHICLE |
| CN106132798A (en) * | 2014-03-26 | 2016-11-16 | 丰田自动车株式会社 | Motor vehicle driven by mixed power, the controller for motor vehicle driven by mixed power and the control method for motor vehicle driven by mixed power |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9126587B2 (en) * | 2011-12-15 | 2015-09-08 | Ford Global Technologies, Llc | Hybrid vehicle drive control system and method for providing motor torque boost compensating for engine delay and torque exceeding maximum engine torque |
| GB201201221D0 (en) * | 2012-01-25 | 2012-03-07 | Jaguar Cars | Hybrid electric vehicle and method of control thereof |
-
2016
- 2016-03-23 FR FR1652470A patent/FR3049249B1/en active Active
-
2017
- 2017-02-02 CN CN201780017039.6A patent/CN108778875B/en active Active
- 2017-02-02 BR BR112018068564-0A patent/BR112018068564A2/en not_active Application Discontinuation
- 2017-02-02 EP EP17708853.1A patent/EP3433148A1/en not_active Withdrawn
- 2017-02-02 WO PCT/FR2017/050231 patent/WO2017162934A1/en active Application Filing
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101480951A (en) * | 2007-11-02 | 2009-07-15 | 通用汽车环球科技运作公司 | Control system for engine torque management for a hybrid powertrain system |
| CN101474999A (en) * | 2007-11-04 | 2009-07-08 | 通用汽车环球科技运作公司 | Method for determining a preferred engine operation in a hybrid powertrain system during blended braking |
| CN103562032A (en) * | 2011-06-01 | 2014-02-05 | 丰田自动车株式会社 | Control device for vehicle drive device |
| FR3001427A1 (en) * | 2013-01-31 | 2014-08-01 | Renault Sa | METHOD FOR ENERGETIC LIMITATION OF THE ACCELERATION ASSISTANCE TORQUE OF A HYBRID VEHICLE |
| CN104903171A (en) * | 2013-01-31 | 2015-09-09 | 雷诺股份公司 | Method for reducing the energy of the acceleration-boosting torque of a hybrid vehicle |
| CN106132798A (en) * | 2014-03-26 | 2016-11-16 | 丰田自动车株式会社 | Motor vehicle driven by mixed power, the controller for motor vehicle driven by mixed power and the control method for motor vehicle driven by mixed power |
Also Published As
| Publication number | Publication date |
|---|---|
| FR3049249A1 (en) | 2017-09-29 |
| WO2017162934A1 (en) | 2017-09-28 |
| FR3049249B1 (en) | 2019-06-14 |
| EP3433148A1 (en) | 2019-01-30 |
| CN108778875B (en) | 2022-08-16 |
| BR112018068564A2 (en) | 2019-02-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR101461888B1 (en) | System and method for controlling auto cruise of hybrid electric vehicle | |
| JP4325615B2 (en) | Engine stop control device for hybrid vehicle | |
| CA2785019C (en) | Controller for hybrid vehicle | |
| US8066339B2 (en) | Vehicle and method for controlling regenerative braking | |
| US7108088B2 (en) | Hybrid vehicle and control method of hybrid vehicle | |
| US20060048988A1 (en) | Device and method for determination of the drive-power distribution in a hybrid driveline of a vehicle | |
| US9923490B2 (en) | Vehicle | |
| CN104648372B (en) | Motor vehicle driven by mixed power | |
| US20110118920A1 (en) | Regenerative braking torque compensation device, methods for regenerative braking torque compensation and a hybrid vehicle embodying such devices and methods | |
| EP2789514B1 (en) | Hybrid-vehicle control device | |
| JP5131175B2 (en) | Electric vehicle and control method thereof | |
| US20090260903A1 (en) | Method of compensating for auxiliary loads of hybrid vehicle | |
| EP3036120B1 (en) | Hybrid electric vehicle controller and method | |
| JP2006275019A (en) | Control device for hybrid vehicle | |
| CN104245387A (en) | Vehicle, and vehicle control method | |
| CN108778875A (en) | Method for controlling electric assist torque | |
| CN101982360A (en) | Coordination method of dynamic torque of hybrid electric vehicle | |
| JP2006246562A (en) | Hybrid vehicle and its control method | |
| CN107303827A (en) | For the method and system for the converter for controlling vehicle | |
| CN107428330A (en) | The control device and control method of motor vehicle driven by mixed power | |
| CN105936265B (en) | Method and apparatus for generating a torque command | |
| US11110803B2 (en) | Compensation of high voltage loads during pedal lift operation | |
| CN113650600A (en) | Method and controller for controlling engine rotating speed during mode switching of hybrid vehicle | |
| JP6382512B2 (en) | vehicle | |
| US8909405B2 (en) | Method and device for controlling an internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20240307 Address after: Valladolid, Spain Patentee after: New H Power Transmission System Holdings Ltd. Country or region after: Spain Address before: Bologna-Biyangu, France Patentee before: RENAULT S.A.S. Country or region before: France |