CN110239360A - 车轮扭矩控制系统和方法 - Google Patents

车轮扭矩控制系统和方法 Download PDF

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Publication number
CN110239360A
CN110239360A CN201910155314.1A CN201910155314A CN110239360A CN 110239360 A CN110239360 A CN 110239360A CN 201910155314 A CN201910155314 A CN 201910155314A CN 110239360 A CN110239360 A CN 110239360A
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CN
China
Prior art keywords
torque
wheel
motor
regenerative
braking torque
Prior art date
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Pending
Application number
CN201910155314.1A
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English (en)
Inventor
赵亚楠
邝明朗
沃尔特·约瑟夫·奥特曼
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of CN110239360A publication Critical patent/CN110239360A/zh
Pending legal-status Critical Current

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    • 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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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    • 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
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    • 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
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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Abstract

本公开提供了“车轮扭矩控制系统和方法”。一种车辆包括一对电机，这对电机各自联接到横向对置的一个车轮以输出车轮扭矩。所述车辆还包括控制器，所述控制器被编程为基于每个单独电机的制动扭矩极限中的较小者来命令所述电机的组合再生制动扭矩输出。所述控制器还被编程为响应于横摆率超过横摆率阈值而命令来自每个电机的再生制动扭矩在彼此的预定扭矩阈值内。

Description

车轮扭矩控制系统和方法
技术领域
本公开涉及车辆再生制动系统，该系统具有对各个车轮的独立扭矩控制。
背景技术
具有用于车辆推进的电机的电动化车辆可以具有在再生制动期间将电机作为发电机来操作以回收能量并帮助车辆减速的能力。在假设单个电机联接到所驱动的车桥的情况下为再生制动设计了一些再生制动控制策略。在此类情况下，再生制动扭矩请求可以基于单个马达的能力。另外，车辆制动稳定性极限可以类似地基于施加到所驱动的车桥的制动扭矩。
发明内容
一种车辆包括一对电机，这对电机各自联接到横向对置的一个车轮以输出车轮扭矩。所述车辆还包括控制器，所述控制器被编程为基于每个单独电机的制动扭矩极限中的较小者来命令所述电机的组合再生制动扭矩输出。所述控制器还被编程为响应于横摆率超过横摆率阈值而命令来自每个电机的再生制动扭矩在彼此的预定扭矩阈值内。
一种控制再生制动的方法包括对第一车轮和第二横向对置的车轮中的每一者施加组合再生制动扭矩输出，所述组合再生制动扭矩输出约等于所述第一车轮和所述第二对置车轮的较小单独再生扭矩能力极限的两倍，其中所述单独再生扭矩能力极限是基于车轮滑移扭矩极限和电机再生扭矩能力极限中的较小者。
一种车辆再生制动系统包括一对电机，每个电机联接到横向对置的车轮以控制车轮扭矩。所述再生制动系统还包括控制器，所述控制器被编程为响应于车辆横摆率大于横摆率阈值，命令所述车轮处的组合再生制动扭矩输出约等于与扭矩能力较弱的车轮对应的扭矩能力的两倍加上预定扭矩缓冲，并且命令每个车轮处的再生制动扭矩为所述组合再生制动扭矩的一半加上扭矩矢量调整。
附图说明
图1是车辆的示意性俯视图。
图2是控制车辆的再生制动的方法。
图3是控制车辆的再生制动的另一种方法。
具体实施方式
根据要求，本文公开了本发明的详细实施例；但是应理解，所公开的实施例仅示例性地说明本发明，本发明可体现为各种各样的和替代的形式。附图不一定按比例绘制；一些特征可能会被放大或最小化以示出特定部件的细节。因此，本文中公开的具体结构细节和功能细节不应被解释为是限制性的，而是仅仅作为教导本领域技术人员以不同方式采用本发明的代表性基础。
参考图1，示意性地描绘了车辆100。车辆100包括推进系统102，所述推进系统具有发动机104，诸如柴油或汽油内燃发动机。根据一个示例，发动机104是8缸高性能发动机。然而，应当明白的是，本公开的各方面可以应用于输出较小的发动机或纯电动推进系统配置。推进系统102还包括变速器106，诸如双离合器动力换挡变速器或另一种多传动比类型的变速器，以将来自发动机104的扭矩输出传递到一个或多个车轮。发动机104可以通过辅助电机(诸如曲柄集成起动发电机(CISG)108)从非活动状态起动。来自发动机104的扭矩输出通过变速器106并向下游传递到传动系轴110以将扭矩输出到后轮112、114。根据一些示例，传动系轴110联接到后主减速器差速器116以在连接到后轮的左半轴118和右半轴120中的每一者之间分配扭矩。在进一步的示例中，推进系统102还包括附加的电子控制器，诸如联接到差速器116的电子限滑差速器(eLSD)模块122，以进一步控制右后轮112与左后轮114之间的扭矩分配。
推进系统102还包括多个电动化推进源，诸如电机124、126。根据图1的示例，描绘了一对电机，每个电机联接到横向对置的车轮。第一电机124联接到左前轮128，并且第二电机126联接到右前轮130。电机124、126中的每一者被配置为分别向左半轴132和右半轴134输出扭矩。每个半轴继而联接到相应的前轮。在图1的示例中还示出了电机中的每一者经由电动前桥驱动(EFAD)连接到相应的半轴以调节电机中的每一者的输送到车轮的扭矩输出。EFAD单元136、138中的每一者可以配备有内部传动装置以改变来自电机的扭矩输出。在进一步的示例中，EFAD单元中的每一者可以集成为电机模块的一部分。由电机124、126输出的功率通过相应的EFAD 136、138的传动装置来驱动车轮28、27。
电机124、126由电存储装置(诸如高压动力电池组140)供电。电机124、126中的每一者能够基于车辆工况而选择性地充当马达或发电机。当充当马达以输出扭矩来推进车辆时，从动力电池组140向每个电机供电。当充当发电机以回收能量和/或使车辆减速时，在电机处产生并供应电力以对电池140充电。如下面更详细地讨论的，电机中的每一者被独立地控制，使得推进扭矩或再生扭矩在两侧可以不同以影响车辆的牵引力控制。
动力电池组140被配置为经由直流(DC)高压母线供应高压DC输出。一个或多个接触器可以在断开时将动力电池140与DC高压母线隔离并且在闭合时将动力电池140联接到DC高压母线以交换电力。可以控制接触器以选择性地联接和分离电功率流。动力电池组140还电联接到一个或多个电力电子模块，所述电力电子模块被配置为促进向电机124、126之间的双向能量传递。根据一些示例，动力电池组140可以提供DC输出，而电机124、126被配置为使用三相交流(AC)来操作。电力电子模块可以将DC功率转换为三相AC功率以操作电机。类似地，在再生操作模式中，电力电子模块可以将来自电机的三相AC输出转换成DC功率以适于存储在动力电池组140处。根据一些示例，电力电子模块集成为动力电池组140的一部分。
除了提供用于推进的能量之外，动力电池组140还可以为其他低压车辆电气系统提供能量。车辆100可以包括电联接到高压母线的DC/DC转换器模块(未示出)。DC/DC转换器模块可以电联接到与其他车辆负载连接的低压母线。DC/DC转换器模块可以将动力电池组140的高压DC输出转换为与低压车辆负载兼容的低压DC电源。此类低压负载车辆系统可以电联接到低压母线。
推进系统102被配置为以各种推进模式来操作，包括混合动力驱动模式，在混合动力驱动模式中发动机104经由与变速器16和后主减速器差速器116的接合向后轮112、114输出扭矩。同样在混合动力驱动模式期间，电机124、126被提供电力以推进前轮128、130。推进系统还被配置为在纯发动机驱动模式下操作，在纯发动机驱动模式中发动机104与变速器106接合并且充当唯一推进源。推进系统还被配置为在电驱动模式下操作，其中电机124、126被供电作为车辆100的唯一推进源。在电驱动模式中，发动机可以怠速并与传动系分离，或者可选地完全关闭以节省燃料。推进系统还被配置为在再生扭矩模式下操作以从现有车辆运动中回收能量。电机被控制以向相应车轮输出再生制动扭矩以抵抗旋转。当发动机主动推进车辆以回收能量时，例如当电池140表现出低电池荷电状态(SOC)时，可以启用再生扭矩模式。当需要主动减速时，例如在制动状况期间，也可以启用再生扭矩模式。
上面所讨论的各种推进系统部件可以具有一个或多个相关控制器以控制和监测部件的操作。控制器可以经由串行总线(例如，控制器局域网(CAN))或经由分立导线进行通信。可以提供车辆系统控制器142以协调各种部件的操作。系统控制器142虽然被表示为单个控制器，但可以实施为协作的多个控制器。控制器142可以包括控制所述控制器的操作的至少一部分的处理器。处理器允许命令的车载处理和任意数量的算法程序的执行。处理器可以联接到包括非持久存储装置和持久存储装置的存储器。在说明性配置中，非持久存储装置是随机存取存储器(RAM)，并且持久存储装置是快闪存储器。通常，持久(非瞬态)存储装置可以包括在计算机或其他装置断电时保存数据的所有形式的存储装置。
控制器142被编程为监测各种车辆部件的工况。至少诸如发动机104、变速器106、CISG108、eLSD模块122以及电机124、126和电池140等部件输出指示工况的信号并且从控制器142接收命令信号。根据本公开的各方面，控制器142被编程为至少接收：表示发动机点火钥匙的起动或停止状态的信号、表示PRNDL变速杆选择器的手动选定位置的信号、表示距加速踏板的参考位置的位移的幅度的信号、表示距制动踏板的参考位置的位移的幅度的信号、表示距方向盘的参考位置的角位移的幅度的信号、以及表示通过车速控制系统选择的期望车速的信号。
动力电池组140包括电流传感器以输出指示流入或流出动力电池的电流的大小和方向的信号。动力电池组140还包括电压传感器以输出指示电池的端子两端的电压的信号。控制器142还被编程为基于来自动力电池的电流传感器和电压传感器的信号来计算SOC。可以利用各种技术来计算荷电状态。例如，可以实施安培时积分，其中通过动力电池的电流随时间积分。还可以基于动力电池电压传感器的输出来估计SOC。所利用的具体技术可以取决于特定电池的化学组成和特性。
发动机104可以由动力传动系统控制模块控制，所述动力传动系统控制模块具有与系统控制器142连接的至少一个控制器。控制器142向发动机104发出发动机扭矩命令，响应于该命令，发动机104产生命令的发动机输出扭矩以推进后轮112、114。发动机扭矩命令可以至少部分地基于加速踏板驾驶员输入和制动踏板驾驶员输入。控制器142还可以被编程为在进入或退出上面讨论的推进系统操作模式中的任一者时发出命令以激活和/或停用发动机104。
控制器142被编程为命令来自制动系统的车轮制动扭矩，所述制动系统使用液压制动压力来致动摩擦车轮制动器以产生所命令的车轮制动扭矩的至少一部分。在其他示例中，摩擦制动器可以是电致动的而不是液压致动的。如下面更详细讨论的，可以单独地命令电机输出再生制动扭矩以补充车辆制动。
控制器142还被编程为发出变速器挡位命令，响应于该命令，变速器106接合期望的挡位以产生与期望挡位相对应的传动比。根据一些示例，变速器106包括基于内部摩擦控制元件的接合和/或脱离状态的各种传动比的前进挡和倒车挡。控制元件的状态组合以产生由变速器输出的前进挡和倒车挡传动比。
控制器142还被编程为发出电机扭矩命令，响应于此，电机124、126在相应半轴132、134上输出期望的马达扭矩。如上面所讨论的，电机中的每一者的输出扭矩可以为正的或负的，这取决于特定的电机是充当用于推进的马达还是用于回收能量的发电机。同样如上面所讨论的，因为电机是独立控制的，所以可以向两个横向对置的电机中的每一者命令不同的扭矩输出。
根据本公开的各方面，车辆100被提供为混合动力性能车辆。为了在正常行驶道路期间改善燃料经济性并且在诸如赛道行驶等高输出状况期间改善车辆性能，可以应用独特的再生制动控制策略，这样即使在剧烈制动事件期间也能使用电机来回收能量。更具体地，独立控制的电机可以用于补充推进扭矩，以及基于诸如车速、横摆率以及转向角等工况，使用独特的左右扭矩输出来提供再生制动扭矩。
两个独立马达的可用性为先进的再生制动控制创造了机会。例如，当车辆在转弯的同时制动时，从内轮到外轮发生载荷传递，使得轮胎与地面间的最大允许摩擦力(与正常载荷成比例)在内轮与外轮之间不同。而且，当在具有表面摩擦梯度的路面上行驶时发生车辆制动时，每一侧的轮胎附着系数以及相应地车轮之间的最大允许摩擦力可能每一侧互不相同。如果在制动事件期间检测到引起独特的车轮滑移状况的行驶情况，则可以命令两个电机产生不同的再生制动扭矩输出。为每个车轮独立地计算再生制动扭矩，使得总体命令再生扭矩不超过任何特定车轮的能力，从而防止车轮过度滑移或锁止。
对单独电机进行独立再生扭矩控制实现更高效的能量回收。然而，当不同的再生制动扭矩施加到每一侧的前轮时，额外的横摆力矩可能会被引入车辆。过大的横摆力矩可能会降低车辆的横摆稳定性，并且导致不期望的动态状况，诸如车辆转动、漂移和/或驾驶员的恐慌反应。根据本公开，为了管理这种车辆动力学挑战同时仍然充分利用独立再生扭矩控制，首先确定两个电机的组合的总再生制动扭矩请求，其次确定两个独立电机之间的分配。下面更详细地描述根据这种双层控制策略的控制方案，其中一个控制目标是增加再生制动机会，同时不引入过大的横摆力矩。
根据本公开的再生制动控制方案提供了第一控制层，所述第一控制层包括计算总再生制动扭矩请求(即，在两个车轮处施加的组合再生制动扭矩输出)，所述总再生制动扭矩请求可以基于每个特定车轮的独立制动扭矩极限。能力较弱的车轮的再生制动扭矩极限被认为是其最大潜在再生制动扭矩。可以基于特定车轮处的道路摩擦状况、电机再生能力极限以及电池SOC中的至少一者来确定该车轮的能力。然后，基于车速和转向角，通过预定阈值控制两个横向对置的车轮之间的再生制动扭矩之间的差值。再生制动控制的第一层的一个益处是实现最大再生制动可能性，同时避免将过大的横摆力矩引入第二层扭矩控制。
根据本公开的再生制动控制方案提供了第二控制层，所述第二控制层包括计算总体的总再生制动扭矩请求的分配比。每个车轮的单独再生制动扭矩请求是通过基于扭矩矢量控制依从性的紧迫性来满足制动扭矩矢量控制需求以及单独最大再生制动扭矩可能性而获得的。因此，在利用每一侧的电机的不同再生制动可能性的同时，在第二控制层中考虑车辆横摆率。同时，因为横摆率的引入在第一层处被管理，所以在第二层处需要更小和更快的再生制动扭矩调整以实现期望的扭矩矢量控制和随后的车辆动力学。再生制动控制的这两层的协同效应是再生制动响应性的改善，同时在考虑车辆稳定性需求的同时提供更多的能量回收。本公开的各方面还提供用于再生制动控制和扭矩矢量控制的鲁棒控制架构，以及这两者之间的交互。
本文讨论的再生制动控制方案可以类似地适用于在所有四个车轮处都具有电机推进的车辆。即，具有联接到横向对置的前轮的第一对电机和联接到横向对置的后轮的第二对电机的车辆也可以受益于本公开的左右再生制动扭矩控制。
第一控制层：总再生制动扭矩的主动控制和选择。
图2示出了包括用于获得对车辆再生制动系统的总再生扭矩请求的控制逻辑的示例性方法200。所述方法包括监测多个车轮中的每一者的扭矩能力并控制多个车轮之间的再生扭矩极限差。
在步骤202处，所述算法包括计算每个车轮的制动稳定性极限。制动稳定性极限可以被认为是超过这个扭矩就会超过轮胎与地面之间的最大允许摩擦扭矩的扭矩。所述极限可以用作阈值以防止给定车轮的过度车轮滑移或锁止。制动稳定性极限可以通过考虑驱动表面的附着系数μ和驱动表面上的法向载荷来获得(其可以是各种因素的函数，例如车辆质量、轮距、高度、重心以及车辆的纵向、横向加速度等)。制动扭矩作为阻力扭矩施加，因此制动稳定性极限可以作为负值计算并存储在存储器中。根据一个具体示例，控制器计算左前轮制动器稳定性极限τbrkLimFL和右前轮制动稳定性极限τbrkLimFR。
在步骤204处，所述算法包括计算联接到相应车轮的每个电机的马达扭矩极限。根据一个示例，马达扭矩极限是马达的机械扭矩输出极限。在再生制动的情况下，电机施加阻力扭矩，因此马达扭矩极限可以作为负值计算并存储在存储器中。根据一个具体示例，控制器计算左前马达扭矩极限τmtrLimFL和右前马达扭矩极限τmtrLimFR。
在步骤206处，所述算法包括计算每个单独车轮的最大再生扭矩可能性。根据图2的示例，最大再生扭矩可能性可以被计算为每个车轮的制动稳定性极限和马达扭矩极限中的最大值。即，极限中的每一者的较小扭矩量值可以是给定车轮的再生扭矩能力的实际限制因素(即，制动扭矩极限)。根据一个具体示例，分别根据以下方程式(1)和(2)来计算前轮中的每一者的最大再生扭矩可能性，τregenMaxFL和τregenMaxFR。
τregenMaxFL＝max(τbrkLimFL，τmtrLimFL) (1)
τregenMaxFR＝max(τbrkLimFR，τmtrLimFR) (2)
在步骤208处，所述算法包括评估右轮与左轮之间的能力差值以确定第一再生扭矩极限。为了增强稳定性，能力较强的车轮可能受到能力较弱的车轮的限制。即，能力较弱的车轮的第一再生扭矩极限(例如，τregenLim1)可以被设定为其最大再生扭矩可能性，并且能力较强的车轮的第二再生扭矩极限(例如，τregenLim2)可以被设定为能力较弱的车轮的极限加上预定扭矩缓冲τthresh。在步骤210处计算第二再生扭矩极限。根据一个具体示例，分别通过方程式(3)和(4)来计算第一和第二再生扭矩极限。
τregenLim1＝max(τregenMaxFR，τregenMaxFL) (3)
τregenLim2＝τregenLim1+τthresh (4)
扭矩阈值τthresh可以是存储在控制器的存储器中以充当缓冲的预定值。根据一个示例，τthresh可以是固定值。根据其他示例，控制器可以存储子程序以基于车辆工况来实时计算τthresh。根据进一步的示例，控制器可以存储包含各种阈值的一个或多个查找表。更具体地，τthresh可以根据如下面的方程式(5)定义的车速和转向角的函数来确定。
τthresh＝f(车速，转向角) (5)
此外，τthresh的绝对值被设定为小于左右电机的最大再生扭矩可能性或制动扭矩极限之间的差值，如下面的方程式(6)所示。
|τthresh|≤|τregenMaxFL-τregenMaxFR| (6)
因此，扭矩阈值τthresh可以与车辆运动的某些方面(例如，纵向/横向加速度、横摆率等)间接相关，可以从容易获得的输入信号(诸如如上所述的车速和转向角)来确定所述阈值。例如，可以将车速和转向角作为输入来安排存储在存储器中的查找表。并且，τthresh表示能力较弱的车轮与能力较强的车轮之间的允许差值。通过这种方式，本文讨论的算法被布置为利用车轮的不同再生扭矩能力，同时控制由再生控制引入的任何横摆力矩。
在步骤212处，表示两个车轮之和的总再生扭矩请求作为驾驶员制动请求(例如，τbrkReq)、电池充电能力(例如，τbattChrgLim)、以及如上面所讨论的两个被驱动的车轮中的每一者的总再生扭矩极限(例如，2*τregenLim1+τthresh)之间的仲裁来计算。驾驶员制动请求τbrkReq例如根据来自制动踏板位置传感器的输入信号来确定。电池充电能力τbattChrgLim可以基于各种电池参数，诸如荷电状态、工作温度、电池电压极限、电池电流极限等。根据一个具体示例，总再生扭矩请求τregenTqReq由下面的方程式(7)来确定。
τregenTqReq＝max(τbrkReq，τbattChrgLim，2*τregenLim1+τthresh) (7)
第二控制层：基于横摆率控制和期望扭矩矢量控制的独立再生扭矩控制命令选择
参考图3，可以将第二层算法应用于再生扭矩控制以进一步修正在上面讨论的第一控制层算法之后剩余的任何横摆率状况。方法300示出了用于改进从每个电机命令的再生扭矩的分配的控制算法。在这种情况下，可以忽略电池充电极限，因为在计算总再生扭矩请求时考虑了电池充电极限。因此，在第二层算法中，考虑每个车轮的总再生扭矩请求和最大再生扭矩可能性，并且还取决于横摆率控制的紧迫性来考虑扭矩矢量控制扭矩。
在步骤302处，例如，对于根据上面讨论的方法200，获得总再生扭矩请求τregenTqReq。在步骤304处，例如同样根据上面讨论的方法200来计算每个车轮的最大再生扭矩可能性。在步骤306，通过将总再生扭矩请求τregenTqReq平分来施加两个车轮之间的均匀扭矩分配(例如，τReqEven)。
在步骤308处，所述算法包括动态地判断是否存在符合扭矩矢量控制请求的紧迫性。例如，紧迫性控制顺应性的存在可以基于实际横摆率是否接近车辆的期望横摆率。可以从横摆率传感器输出的测量信号获得实际横摆率，并且可以基于当前车速和转向角来估计期望横摆率。根据一个示例，存储在控制器的存储器中的查找表包括基于车辆工况的期望横摆率值。在进一步的示例中，由方程式(8)来确定紧迫性扭矩矢量控制顺应性的存在。如果实际横摆率与目标横摆率之间的差值小于预定横摆率阈值，则可能不存在施加有效扭矩矢量控制的紧迫性。
|横摆率实际-横摆率期望|≤横摆率阈值 (8)
如果没有符合扭矩矢量控制请求的紧迫性，则在步骤310处通过将τReqEven与每个车轮的最大再生扭矩可能性(即，τregenMaxFL，τregenMaxFR)进行比较而不施加扭矩矢量控制顺应控制来计算提供给每个车轮的最终再生扭矩请求。换句话说，控制器被编程为响应于实际车辆横摆率与目标车辆横摆率之间的差值小于横摆率阈值，向电机中的一者发出约等于组合再生制动扭矩输出的一半和每个相应的横向对置的电机再生扭矩能力极限中的较小者的再生制动请求命令。因此，τregenReqFL和τregenReqFR进行独立计算以基于车轮之间的允许差值来最大化再生制动机会。根据一个具体示例，如果τregenReqFL对应于能力较弱的车轮，则对该车轮的再生制动扭矩请求将为τregenMaxFL，并且τReqEven可以是对另一车轮的命令。根据方程式(9)和(10)来计算最终扭矩请求，而无需进一步扭矩矢量控制的调整。
τregenReqFL＝max(τReqEven，τregenMaaxFL) (9)
τregenReqFR＝max(τReqEven，τregenMaxFR) (10)
如果存在符合扭矩矢量控制请求的紧迫性需要，则确定对每个单独车轮的扭矩矢量控制请求(例如，τvectFL,τvectFR)。扭矩矢量控制请求中的每一者是可以施加于τReqEven的扭矩变量。可以基于车辆的期望横摆率与实际横摆率之间的差值的大小和方向来获得相应的扭矩矢量控制请求。并且，根据方程式(11)，对每一侧的扭矩矢量控制请求可以具有大小相同且方向相反的扭矩调整。
τvectFR＝-τvectFL (11)
因此，根据本公开的算法允许电机中的每一者的相应命令再生制动扭矩之间的差值，同时避免过大的横摆率。基于车辆工况动态地调整该差值，并且施加到相应车轮位置的扭矩矢量控制可以有效地使来自每个电机的再生制动扭矩在彼此的预定扭矩阈值内。在步骤314处，通过根据方程式(12)和(13)应用扭矩矢量控制请求来计算对每一侧电机的单独的经矢量调整的扭矩请求。
τReqFR＝τReqEven+τvectFR (12)
τReqFL＝τReqEven+τvectFL (13)
在步骤316处通过将经矢量调整的扭矩请求τReqFL、τReqFR与每个车轮的最大再生扭矩可能性(即，τregenMaxFL，τregenMaxFR)进行比较来计算提供给每个车轮的最终再生扭矩请求。根据一个具体示例，根据方程式(14)和(15)同时考虑紧迫性扭矩矢量控制的调整来计算最终扭矩请求。换句话说，所述控制器被编程为响应于实际车辆横摆率与目标车辆横摆率之间的差值大于所述横摆率阈值，向所述电机中的一者发出约等于经矢量调整的扭矩请求和电机再生扭矩能力极限中的较小者的再生制动扭矩命令。
τregenReqFL＝max(τReqFL，τregenMaxFL) (14)
τregenReqFR＝max(τReqFR，τregenMaxFR) (15)
在步骤318处，然后在给定的车轮位置向相应的电机发出用于每个单独车轮的再生扭矩命令(无论是在步骤310处还是在步骤316处产生)。
根据本公开的方面，控制器被编程为控制将再生扭矩分配给各种独立驱动轮的仲裁。在一些情况下，具有最小扭矩能力的车轮驱动仲裁决定。具有较大扭矩能力的一个或多个其他车轮则会受到再生扭矩相对于最弱车轮的最大差值的限制。在有或没有扭矩矢量控制的情况下，对车轮的再生扭矩的调整取决于横摆率情况。
控制算法的第一层和第二层的组合提供了协同益处，因为第一层充当主动扭矩控制操作以防止过大的横摆率状况被引入第二层算法。控制算法的第一层包括为所有车轮产生总的总体再生扭矩请求，同时主动考虑不同车轮的扭矩能力的变化。通过这种方式，调节总体再生扭矩请求可以在控制算法的第二层执行单独车轮之间的扭矩分配之前限制产生的部分或所有过大的横摆率状况。实际上，在扭矩控制算法的第二层中可以发生较不频繁和/或较小幅度的再生扭矩请求调整。一旦组合，本文讨论的扭矩分配方法产生更快且更安全的再生扭矩确定，其在第二层期间只需要较少的调整。
本文中公开的过程、方法或算法可以被传送到处理装置、控制器或计算机，或通过处理装置、控制器或计算机来实现，所述处理装置、控制器或计算机可以包括任何现有的可编程电子控制单元或者专用的电子控制单元。类似地，所述过程、方法或算法可以以多种形式被存储为可由控制器或计算机执行的数据和指令，所述多种形式包括但不限于永久地存储在非可写存储介质(诸如ROM装置)上的信息以及可更改地存储在可写存储介质(诸如，软盘、磁带、CD、RAM装置以及其他磁介质和光学介质)上的信息。所述过程、方法或算法还可被实现为软件可执行对象。或者，所述过程、方法或算法可使用合适的硬件组件(诸如，专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其他硬件组件或装置)或者硬件、软件和固件组件的组合来整体或部分地实现。
虽然上文描述了示例性实施例，但这些实施例并不意图描述由权利要求书涵盖的所有可能形式。在说明书中使用的用词是描述性用词而非限制性用词，并且应当理解，可以在不脱离本公开的精神和范围的情况下做出各种改变。如先前描述，各种实施例的特征可以组合以形成可能未明确描述或示出的本发明的进一步实施例。尽管各种实施例可能已经被描述为关于一个或多个期望的特性提供了优点或者优于其他实施例或现有技术实现方式，但本领域普通技术人员应认识到，根据具体应用和实现方式，一个或多个特征或特性可以折衷以实现期望的总体系统属性。这些属性可以包括但不限于成本、强度、耐用性、寿命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、组装便易性等。因此，关于一个或多个特性被描述为不如其他实施例或现有技术实现方式理想的实施例并不在本公开的范围之外，并且可能是特定应用所期望的。
根据本发明，提供了一种车辆，所述车辆具有：一对电机，每个电机联接到横向对置的车轮；和控制器，其被编程为基于每个单独电机的制动扭矩极限中的较小者来命令所述电机的组合再生制动扭矩输出，并且响应于横摆率超过横摆率阈值而命令来自每个电机的再生制动扭矩在彼此的预定扭矩阈值内。
根据一个实施例，所述电机中的每一者的所述制动扭矩极限是基于与单个车轮相关联的车轮滑移值和电机再生扭矩能力极限中的至少一者。
根据一个实施例，响应于实际车辆横摆率与目标车辆横摆率之间的差值小于所述横摆率阈值，所述组合扭矩输出约等于与所述电机中的每一者相对应的所述制动扭矩极限中的所述较小者的两倍。
根据一个实施例，上述发明的特征还在于，对第一电机的再生制动扭矩命令约等于所述组合再生制动扭矩输出的一半加上扭矩矢量调整，并且对第二电机的再生制动扭矩命令约等于所述组合再生制动扭矩输出的一半减去所述扭矩矢量调整。
根据一个实施例，所述控制器还被编程为，响应于实际车辆横摆率与目标车辆横摆率之间的差值小于所述横摆率阈值，向所述电机中的一者发出约等于所述组合再生制动扭矩输出的一半和电机再生扭矩能力极限中的较小者的再生制动扭矩命令。
根据一个实施例，所述控制器还被编程为响应于实际车辆横摆率与目标车辆横摆率之间的差值大于所述横摆率阈值，向所述电机中的一者发出约等于经矢量调整的扭矩请求和电机再生扭矩能力极限中的较小者的再生制动扭矩命令。
根据一个实施例，第一对电机联接到横向对置的前轮，并且第二对电机联接到横向对置的后轮。
根据本发明，一种控制再生制动的方法包括对第一车轮和第二横向对置的车轮中的每一者施加组合再生制动扭矩输出，所述组合再生制动扭矩输出约等于所述第一车轮和所述第二横向对置车轮的较小单独再生扭矩能力极限的两倍，其中所述单独再生扭矩能力极限是基于车轮滑移扭矩极限和电机再生扭矩能力极限中的较小者。
根据一个实施例，上述发明的特征还在于，响应于横摆率超过预定横摆率阈值，命令所述第一车轮的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半加上扭矩矢量调整，并且命令所述第二横向对置的车轮的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半减去所述扭矩矢量调整。
根据一个实施例，上述发明的特征还在于，响应于横摆率小于预定横摆率阈值，命令所述第一车轮和所述第二横向对置的车轮中的每一者的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半和所述单独再生扭矩能力中的较小者。
根据一个实施例，上述发明的特征还在于，基于驾驶员制动请求和电池充电能力中的至少一者来限制所述组合再生制动扭矩输出。
根据一个实施例，上述发明的特征还在于，响应于实际车辆横摆率与目标车辆横摆率之间的差值小于预定横摆率阈值，在所述第一车轮和所述第二横向对置车轮中的一者处施加约等于所述组合再生制动扭矩输出的一半和电机再生扭矩能力极限中的较小者的再生制动扭矩。
根据一个实施例，上述发明的特征还在于，响应于实际车辆横摆率与目标车辆横摆率之间的差值大于预定横摆率阈值，在所述第一车轮和所述第二横向对置车轮中的一者处施加约等于经矢量调整的扭矩请求和电机再生扭矩能力极限中的较小者的再生制动扭矩。
根据一个实施例，所述经矢量调整的扭矩请求包括使所述第一车轮处的所述再生制动扭矩增大矢量扭矩并且使所述第二横向对置车轮处的所述再生制动扭矩减小所述矢量扭矩。
根据本发明，提供了一种车辆再生制动系统，所述车辆再生制动系统具有：一对电机，每个电机联接到横向对置的车轮以控制车轮扭矩；和控制器，其被编程为响应于车辆横摆率大于横摆率阈值，命令所述车轮处的组合再生制动扭矩输出约等于与扭矩能力较弱的车轮对应的制动扭矩极限的两倍加上预定扭矩缓冲，并且命令每个车轮处的再生制动扭矩为所述组合再生制动扭矩的一半加上扭矩矢量调整。
根据一个实施例，所述控制器还被编程为，响应于车辆横摆率小于所述横摆率阈值，命令每个横向对置的车轮处的再生制动扭矩约等于所述组合再生制动扭矩输出的一半和与每个相应的横向对置的车轮对应的单独再生扭矩能力中的较小者。
根据一个实施例，所述控制器还被编程为响应于车辆横摆率大于所述横摆率阈值，命令第一车轮处的再生制动扭矩等于所述组合再生制动扭矩的一半加上矢量扭矩，并且命令第二车轮处的再生制动扭矩等于所述组合再生制动扭矩的一半减去所述矢量扭矩。
根据一个实施例，所述预定扭矩缓冲是基于车速和转向角中的至少一者。
根据一个实施例，第一电机和第二电机中的每一者的所述再生制动扭矩极限是基于与每个相应车轮相关联的车轮滑移值和电机再生扭矩能力极限中的至少一者。
根据一个实施例，第一对电机联接到横向对置的前轮，并且第二对电机联接到横向对置的后轮。

Claims (15)

1.一种车辆，其包括：
一对电机，每个电机联接到横向对置的车轮；和
控制器，其被编程为
基于每个单独电机的制动扭矩极限中的较小者来命令所述电机的组合再生制动扭矩输出，并且
响应于横摆率超过横摆率阈值而命令来自每个电机的再生制动扭矩在彼此的预定扭矩阈值内。
2.如权利要求1所述的车辆，其中所述电机中的每一者的所述制动扭矩极限是基于与单个车轮相关联的车轮滑移值和电机再生扭矩能力极限中的至少一者。
3.如权利要求2所述的车辆，其中响应于实际车辆横摆率与目标车辆横摆率之间的差值小于所述横摆率阈值，所述组合扭矩输出约等于与所述电机中的每一者相对应的所述制动扭矩极限中的所述较小者的两倍。
4.如权利要求2所述的车辆，其中对第一电机的再生制动扭矩命令约等于所述组合再生制动扭矩输出的一半加上扭矩矢量调整，并且对第二电机的再生制动扭矩命令约等于所述组合再生制动扭矩输出的一半减去所述扭矩矢量调整。
5.如权利要求1所述的车辆，其中所述控制器还被编程为，响应于实际车辆横摆率与目标车辆横摆率之间的差值小于所述横摆率阈值，向所述电机中的一者发出约等于所述组合再生制动扭矩输出的一半和电机再生扭矩能力极限中的较小者的再生制动扭矩命令。
6.一种控制再生制动的方法，其包括：
对第一车轮和第二横向对置的车轮中的每一者施加组合再生制动扭矩输出，所述组合再生制动扭矩输出约等于所述第一车轮和所述第二横向对置车轮的较小单独再生扭矩能力极限的两倍，其中所述单独再生扭矩能力极限是基于车轮滑移扭矩极限和电机再生扭矩能力极限中的较小者。
7.如权利要求6所述的方法，其还包括响应于横摆率超过预定横摆率阈值，命令所述第一车轮的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半加上扭矩矢量调整，并且命令所述第二横向对置的车轮的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半减去所述扭矩矢量调整。
8.如权利要求6所述的方法，其还包括响应于横摆率小于预定横摆率阈值，命令所述第一车轮和所述第二横向对置的车轮中的每一者的再生制动扭矩输出约等于所述组合再生制动扭矩输出的一半和所述单独再生扭矩能力中的较小者。
9.如权利要求6所述的方法，其还包括响应于实际车辆横摆率与目标车辆横摆率之间的差值小于预定横摆率阈值，在所述第一车轮和所述第二横向对置车轮中的一者处施加约等于所述组合再生制动扭矩输出的一半和电机再生扭矩能力极限中的较小者的再生制动扭矩。
10.如权利要求6所述的方法，其还包括响应于实际车辆横摆率与目标车辆横摆率之间的差值大于预定横摆率阈值，在所述第一车轮和所述第二横向对置车轮中的一者处施加约等于经矢量调整的扭矩请求和电机再生扭矩能力极限中的较小者的再生制动扭矩。
11.如权利要求10所述的方法，其中所述经矢量调整的扭矩请求包括使所述第一车轮处的所述再生制动扭矩增大矢量扭矩并且使所述第二横向对置车轮处的所述再生制动扭矩减小所述矢量扭矩。
12.一种车辆再生制动系统，其包括：
一对电机，每个电机联接到横向对置的车轮以控制车轮扭矩；和
控制器，其被编程为响应于车辆横摆率大于横摆率阈值，命令所述车轮处的组合再生制动扭矩输出约等于与扭矩能力较弱的车轮对应的制动扭矩极限的两倍加上预定扭矩缓冲，并且命令每个车轮处的再生制动扭矩为所述组合再生制动扭矩的一半加上扭矩矢量调整。
13.如权利要求12所述的车辆再生制动系统，其中所述控制器还被编程为，响应于车辆横摆率小于所述横摆率阈值，命令每个横向对置的车轮处的再生制动扭矩约等于所述组合再生制动扭矩输出的一半和与每个相应的横向对置的车轮对应的单独再生扭矩能力中的较小者。
14.如权利要求12所述的车辆再生制动系统，其中所述控制器还被编程为响应于车辆横摆率大于所述横摆率阈值，命令第一车轮处的再生制动扭矩等于所述组合再生制动扭矩的一半加上矢量扭矩，并且命令第二车轮处的再生制动扭矩等于所述组合再生制动扭矩的一半减去所述矢量扭矩。
15.如权利要求12所述的车辆再生制动系统，其中第一电机和第二电机中的每一者的所述再生制动扭矩极限是基于与每个相应车轮相关联的车轮滑移值和电机再生扭矩能力极限中的至少一者。
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