CN111169322A - 用于环保型车辆的制动控制系统和方法 - Google Patents
用于环保型车辆的制动控制系统和方法 Download PDFInfo
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Abstract
本发明涉及用于环保型车辆的制动控制系统和方法。当通过再生制动确定电池的当前充电量达到最大充电量状态时,用于环保型车辆的制动控制系统和制动控制方法可强制地释放电池的当前充电量的一部分以根据电池的最大充电量状态排除再生制动禁止条件。由此总是通过再生制动量和液压制动量的总和来执行车辆的制动,以减小集中在液压制动制动器的盘上的制动负荷。
Description
技术领域
本公开涉及用于环保型车辆的制动控制系统和方法。更具体地,本公开涉及用于环保型车辆的制动控制系统和方法,其可排除与电池的充电量相关的再生制动禁止条件,从而引起车辆的制动通过再生制动和液压制动之和来执行,从而减少集中在液压制动制动器上的制动负荷。
背景技术
诸如混合动力车辆和纯电动车辆的环保型车辆可通过使用电动机行进和对电池充电来获得燃料效率提高和废气减少。
为此目的,环保型车辆的行驶模式包括仅通过电动机行驶的EV模式,与通过发动机和电动机的动力分配仅使用发动机的加速度相比能够获得燃料效率节省效果的HEV行驶模式,再生制动模式等,用于通过车辆的制动或惯性通过电动机中的发电以在电池中对其充电来恢复车辆的制动和惯性能量。
如图1所示,再生制动模式中的再生制动量在以一定速度或更低速度的恒定速度行驶时产生,并且可在减速时(例如,在制动时)大量获得。
另外,如图2所示,环保型车辆的再生制动压力由电动机的再生制动量和液压制动装置的液压制动量之和确定,此时,再生制动量与液压制动量之比以预定的分配比分配。
同时,当需要制动或发电时,不能无条件地允许环保型车辆的再生制动。只有在电池可充电时才允许再生制动,而在不需要电池充电时则不允许再生制动。
也就是说,当电池充电量SOC是最大充电状态(例如,SOC 100%完全充电状态)时,由于再生制动,不再需要对电池充电。考虑到电池的耐用寿命,禁止再生制动。
更具体地,当电池充电量SOC是最大充电状态并且通过允许再生制动对电池充电时,出现问题。由于电池过充电,电池寿命因电池劣化(例如,锂离子沉淀等)而降低。为了防止上述问题,当电池充电量SOC是最大充电状态时,执行再生制动禁止逻辑。
另一方面,当电池充电量SOC是最大充电状态时,根据再生制动禁止逻辑,通过100%液压制动压力执行车辆的制动。
结果,当通过100%液压制动压力执行车辆制动时出现问题。制动负载集中在包括在车辆的液压制动装置中的盘上,与再生制动配合相比,这大大增加了盘的温度,从而缩短了盘的寿命。
另外,当通过100%液压制动压力执行车辆制动时,为了减小盘上的制动负载的集中,需要增大盘的尺寸。这导致重量增加和成本增加。
本背景技术部分中的上述信息仅为了增强对本公开背景的理解而公开,因此可能包含不构成本国本领域普通技术人员已知的现有技术的信息。
发明内容
本公开旨在解决上述传统问题。本公开的目的是提供一种用于环保型车辆的制动控制系统和方法,当通过再生制动确定电池的当前充电量达到最大充电量状态时,其可强制地释放电池的当前充电量的一部分,以根据电池的最大充电量状态排除再生制动禁止条件,由此总是通过再生制动量和液压制动量的总和来执行车辆的制动,以减小集中在液压制动制动器的盘上的制动负荷。
为了实现该目的,本公开的实施例提供了一种用于环保型车辆的制动控制系统。制动控制系统包括:电池控制单元,用于提供电池的当前充电量信息;以及混合动力控制单元,用于在实际再生制动之前执行对电池的当前充电量的一部分的放电的控制。在以下情况下执行该控制:当所述电动机的再生制动以特定车速或更高速度执行时,当通过预测由所述电池控制单元提供的电池的当前充电量是否通过电动机的再生制动的发电达到所述电池的最大充电量而确定了所述电池的当前充电量达到所述电池的最大充电量时。
为了实现该目的,本公开的另一实施例提供了一种用于环保型车辆的制动控制方法。制动控制方法包括通过电池控制单元将电池的当前充电量信息提供给混合动力控制单元,并且在实际再生制动之前执行对电池的当前充电量的一部分的放电的控制。在以下情况下执行该控制:当通过预测由所述电池控制单元提供的电池的当前充电量是否通过根据混合动力控制单元中的电动机的再生制动的发电达到所述电池的最大充电量而确定了所述电池的当前充电量达到所述电池的最大充电量时。
具体地,当由电池控制单元提供的电池的当前充电量与通过电动机的再生制动提供的电池可充电量之和大于电池的最大充电量时,混合动力控制单元执行放电控制。
通过用混合动力控制单元驱动电动机一定时间的控制来执行混合动力控制单元的放电控制。
可替代地,所述混合动力控制单元的放电控制是通过用所述混合动力控制单元驱动选自除霜器、雾灯、加热器和空调中的一个的控制来执行的。
混合动力控制单元接收FATC控制单元的当前使用信息,以选择性地驱动加热器或空调。
通过上述配置,本公开提供以下效果。
首先,当通过再生制动确定电池的当前充电量达到最大充电量状态时,可强制释放电池的当前充电量的一部分以根据电池的最大充电量状态排除再生制动禁止条件,从而排除了由100%液压制动压力执行的车辆制动。
第二,通过根据电池的最大充电量状态排除再生制动禁止条件,可不通过100%液压制动压力来执行车辆的制动。相反,车辆的制动将始终通过再生制动量和液压制动量的总和来执行,从而通过常规地通过100%液压制动压力执行制动来减少集中在液压制动制动器的盘上的制动负载,这延长了盘的寿命并增加了其耐久性。
以下讨论本公开的其他方面和实施例。
应理解,本文所用的术语“车辆”,“车辆的”或其他类似术语包括一般的机动车辆;诸如客车,其包括运动型多功能车(SUV)、公共汽车和卡车;各种商用车辆;水上交通工具,其包括各种船只;飞机等。机动车辆还可包括混合动力车辆、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,源自除石油之外的资源的燃料)。如本文所提到的,混合动力车辆是具有两个或更多动力源的车辆,例如汽油动力车辆和电动车辆。
以下讨论本公开的上述和其他特征。
附图说明
参考附图所示的某些实施例来详细描述本公开的上述和其他特征,附图在下文中仅以说明的方式给出,并且不限制本公开,并且在附图中:
图1是说明在环保型车辆行驶期间进行再生制动的时间点的示意图。
图2是表示环保型车辆的再生制动时的制动压力分配量和再生制动禁止条件下的液压制动量的曲线图。
图3是示出用于环保型车辆的制动控制的系统的框图。
图4是示出根据本公开的环保型车辆的制动控制过程的控制框图。
图5是示出根据本公开的环保型车辆的制动控制过程的流程图。
应当理解,附图不一定按比例绘制,呈现了说明本公开的基本原理的各种特征的略微简化的表示。如本文所公开的本公开的具体设计特征,包括例如具体尺寸、取向、位置和形状,将在特定的预期应用和使用环境的部分中确定。
在附图中,附图标记在附图的若干附图中指代本公开的相同或等同的部分。
具体实施方式
在下文中,参考附图详细描述本公开的实施例。
首先,为了便于理解本公开,描述了如下通过再生制动和液压制动之间的协作控制来执行环保型车辆的正常制动控制。
图3是示出用于环保型车辆的制动控制的系统的框图。
如图3所示,诸如混合动力车辆的环保型车辆具有发动机10和电动机12,它们组合作为行驶动力源,以及液压制动装置20,其包括安装在车轮上的盘22。
液压制动装置20通过制动控制单元30的控制来进行操作。通过混合动力控制单元40的指令,电动机12通过电动机控制单元60的控制来进行操作。
环保型车辆的制动由根据液压制动装置20的操作的液压制动量和根据电动机12的再生制动的再生制动量之和通过制动控制单元30和混合动力控制单元40之间的协同控制执行。
另外,在电动机12的再生制动的情况下通过发电恢复的电力对电池充电。电池控制单元50(例如,电池管理系统(BMS))将电池的当前充电量SOC信息提供给混合动力控制单元40。
因此,环保型车辆的制动压力由电动机12的再生制动压力和液压制动装置20的液压制动压力之和通过制动控制单元30和混合动力控制单元40之间的协同控制确定。此时,再生制动量和液压制动量的比以预定的分配比进行分配。
同时,如上所述,当电池的当前充电量SOC是最大充电状态(例如,SOC 100%完全充电状态)时,由于再生制动,不再需要对电池进行充电。考虑到电池的耐用寿命,禁止再生制动。
结果,出现的问题在于,当电池充电量SOC是最大充电状态时,根据再生制动禁止逻辑件,通过100%液压制动压力执行车辆的制动。因此,制动负载集中在设置在液压制动装置中的盘上,与再生制动协同相比,这大大增加了盘的温度,从而缩短了盘的寿命。
为了解决该问题,本公开可根据电池的最大充电量状态排除再生制动禁止条件,使得不通过100%液压制动压力而执行车辆的制动。相反,制动总是通过再生制动量和液压制动量的总和来执行,从而通过常规地通过100%液压制动压力执行制动来防止制动负载集中在设置在液压制动装置中的盘上,从而延长了盘的寿命并提高了其耐用性。
图4是示出根据本公开的环保型车辆的制动控制过程的控制框图。图5是示出根据本公开的环保型车辆的制动控制过程的流程图。
当驾驶员以特定的车速或超过特定的车速踩下制动踏板时,制动控制单元30基于制动踏板行程等检测驾驶员需求制动扭矩,并通过使用地图数据等计算与当前车速对应的车轮制动扭矩(S101)。
另外,当输出车轮制动扭矩时,制动控制单元30通过使用预定的地图数据等计算并输出可能是车轮制动扭矩的一部分的最大可能再生制动扭矩(S102)。
此时,混合动力控制单元40以相应的车速进行制动时用预定逻辑件操作最大可允许再生制动扭矩。
随后,混合动力控制单元40将可操作的最大可允许再生制动扭矩与制动控制单元30输出的最大可能再生制动扭矩进行比较,以确定较小的再生制动扭矩,作为实际施加到电动机的执行再生制动扭矩(S103)。
另外,混合动力控制单元40计算电池的可充电量,其可通过当如上所述确定的执行再生制动扭矩已使用预定的地图数据等应用于电动机时,通过电动机的再生制动的发电而获得(S104)。
另外,由混合动力控制单元40确定的执行再生制动扭矩被传输到制动控制单元30的减法器。
具体地,混合动力控制单元40将由电池管理系统(即电池控制单元50)提供的当前充电量CURRENT SOC与可由电动机的发电通过执行再生制动扭矩获得的电池可充电量的总和与电池的最大充电量SOCMAX(电池100%完全充电状态)进行比较(S105)。
作为比较结果,当电池的当前充电量CURRENT SOC和电池可充电量之和小于电池的最大充电量SOCMAX时,混合动力控制单元40根据在步骤S103中确定的执行再生制动扭矩指示对电动机控制单元60执行再生制动扭矩控制,由此电动机控制单元(MCU)60将对应于执行再生制动扭矩的再生制动扭矩施加到电动机(S106)。
此时,当由混合动力控制单元40确定的执行再生制动扭矩被传送到制动控制单元30的减法器时,制动控制单元30将执行液压制动扭矩施加到液压制动装置20,该扭矩是通过将执行再生制动扭矩从车轮制动扭矩中减去获得的扭矩(S107)。
因此,通过根据由电动机控制单元60施加到电动机的再生制动扭矩的再生制动量和根据由制动控制单元30施加到液压制动装置20的执行液压制动扭矩的液压制动量的总和来执行车辆的制动(S108)。
同时,当通过预测电池的当前充电量CURRENT SOC是否达到电池的最大充电量SOCMAX来确定达到最大充电量时,混合动力控制单元40在实际再生制动之前(即,在步骤S106中将再生制动扭矩施加到电动机之前)执行对电池的当前充电量CURRENT SOC的一部分进行放电的控制(S109)。
如果由于再生制动而使电池的当前充电量完全充电,则执行根据电池的最大充电量状态的再生制动禁止条件,使得通过100%液压制动压力执行车辆的制动。制动负载可集中在包括在液压制动装置中的盘上,从而减少盘的寿命和其耐久性。
为了防止上述问题,混合动力控制单元40执行对电池的当前充电量的一部分进行放电的控制,使得电池的当前充电量不会变为最大充电量,如在步骤S109中那样通过再生制动发电。
当混合动力控制单元40执行电池放电控制时,其放电量由在步骤S104中计算的电池可充电量确定。
此时,混合动力控制单元40的放电控制可通过用混合动力控制单元40驱动电动机一段时间的控制来消耗电池的当前充电量的一部分。
可替代地,混合动力控制单元40的放电控制可通过驱动选自诸如除霜器、雾灯、加热器和空调的附件中的一个附件的控制来消耗电池的当前充电量的一部分。
混合动力控制单元40接收全自动温度控制系统(FATC)控制单元的当前使用信息(例如,加热或冷却信息),该控制单元是用于车辆的空调的控制单元,以选择性地驱动加热器或空调,从而消耗电池的当前充电量的一部分。
如上所述,当通过预测电池的当前充电量是否达到电池的最大充电量来确定电池的当前充电量达到电池的最大充电量时,可强制释放电池的当前充电量的一部分以根据电池的最大充电量状态排除再生制动禁止条件,从而引起使得车辆的制动总是通过再生制动量和液压制动量的总和来执行。
另外,与通过再生制动禁止逻辑仅通过100%液压制动压力执行车辆制动的传统情况不同,车辆的制动可始终通过再生制动量和液压制动量的总和来执行,从而减少集中在液压制动装置的盘上的制动负荷(例如,在通过100%液压制动压力制动时)并保持盘的耐用寿命。
另外,通过减少集中在液压制动装置的盘上的制动负荷,可减小盘的尺寸,从而减轻重量并节省成本。
Claims (10)
1.一种用于环保型车辆的制动控制系统,包括:
电池控制单元,用于提供电池的当前充电量信息;和
混合动力控制单元,当以特定车速或更高速度执行电动机的再生制动时,当通过预测由所述电池控制单元提供的所述电池的当前充电量是否通过根据所述电动机的再生制动的发电达到所述电池的最大充电量而确定了所述电池的当前充电量达到所述电池的最大充电量时,所述混合动力控制单元在实际再生制动之前执行对所述电池的当前充电量的一部分进行放电的控制。
2.根据权利要求1所述的环保型车辆的制动控制系统,
其中,当由所述电池控制单元提供的所述电池的当前充电量与通过所述电动机的再生制动提供的电池可充电量之和大于所述电池的最大充电量时,所述混合动力控制单元执行放电控制。
3.根据权利要求1所述的环保型车辆的制动控制系统,
其中,所述混合动力控制单元的放电控制是通过用所述混合动力控制单元驱动所述电动机一定时间的控制来执行的。
4.根据权利要求1所述的环保型车辆的制动控制系统,
其中,所述混合动力控制单元的放电控制是通过用所述混合动力控制单元驱动选自以下项中的一个的控制来执行的:除霜器、雾灯、加热器和空调。
5.根据权利要求4所述的环保型车辆的制动控制系统,
其中,所述混合动力控制单元接收FATC控制单元的当前使用信息,以选择性地驱动所述加热器或所述空调。
6.一种环保型车辆的制动控制方法,包括以下步骤:
用电池控制单元将电池的当前充电量信息提供给混合动力控制单元;并且
当通过预测由所述电池控制单元提供的所述电池的当前充电量是否通过根据电动机的再生制动的发电达到所述电池的最大充电量而确定了所述电池的当前充电量达到所述电池的最大充电量时,用所述混合动力控制单元在实际再生制动之前执行对所述电池的当前充电量的一部分进行放电的控制。
7.根据权利要求6所述的环保型车辆的制动控制方法,
其中,当由所述电池控制单元提供的所述电池的当前充电量与通过所述电动机的再生制动提供的电池可充电量之和大于所述电池的最大充电量时,所述混合动力控制单元执行放电控制。
8.根据权利要求6所述的环保型车辆的制动控制方法,
其中,所述混合动力控制单元的放电控制是通过用所述混合动力控制单元驱动所述电动机一定时间的控制来执行的。
9.根据权利要求6所述的环保型车辆的制动控制方法,
其中,所述混合动力控制单元的放电控制是通过用所述混合动力控制单元驱动选自以下项中的一个的控制来执行的:除霜器、雾灯、加热器和空调。
10.根据权利要求9所述的环保型车辆的制动控制方法,
其中,所述混合动力控制单元接收FATC控制单元的当前使用信息,以选择性地驱动所述加热器或所述空调。
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KR20200054512A (ko) | 2020-05-20 |
US10933874B2 (en) | 2021-03-02 |
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