CN112660098A - 控制具有电动增压器的混合动力车辆的装置及其方法 - Google Patents

控制具有电动增压器的混合动力车辆的装置及其方法 Download PDF

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Publication number
CN112660098A
CN112660098A CN202010534675.XA CN202010534675A CN112660098A CN 112660098 A CN112660098 A CN 112660098A CN 202010534675 A CN202010534675 A CN 202010534675A CN 112660098 A CN112660098 A CN 112660098A
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China
Prior art keywords
engine
power
drive motor
air
fuel
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Pending
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CN202010534675.XA
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English (en)
Inventor
吴熙昌
韩东熙
姜贤珍
李官熙
朴泳燮
洪承祐
李钟赫
崔榕珏
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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Publication of CN112660098A publication Critical patent/CN112660098A/zh
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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    • 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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Abstract

本公开涉及控制具有电动增压器的混合动力车辆的装置及其方法。一种用于混合动力车辆的控制装置，装置包括燃烧燃料以产生动力的发动机。驱动电动机辅助发动机动力，并选择地作为发电机运行以产生电能。离合器设置在发动机和驱动电动机之间。电池向驱动电动机提供电能，或由产生的电能充电。DC转换器对来自电池的DC进行转换。电动增压器向发动机供应增压空气。控制器基于由电池SOC确定的驱动电动机受限输出值，来确定使系统效率最大化的最佳空气量，并且当气压小于预定压力、进气温度低于预定温度且SOC小于预定值时，基于最佳空气量确定驱动电动机功率输出和发动机功率输出。

Description

控制具有电动增压器的混合动力车辆的装置及其方法
相关申请的交叉引用
本申请要求于2019年10月15日提交的韩国专利申请第10-2019-0127695号的优先权和权益，其全部内容通过引用结合于此。
技术领域
本公开涉及控制包括电动增压器的混合动力车辆的装置，并且更具体地，涉及当驱动电动机的输出受到电池的充电状态限制时，控制混合动力车辆以确定发动机的最佳工作线的装置和方法。
背景技术
混合动力车辆是使用两个或两个以上动力源的车辆，并且通常是指使用发动机和电动机驱动的混合动力电动车辆。混合动力电动车辆可使用包括发动机和电动机的两个或两个以上动力源形成各种结构。通常，混合动力电动车辆以变速器安装式电子装置(TMED)的方式使用动力传动系，其中驱动电动机、变速器和驱动轴串联连接。
另外，离合器设置在发动机和电动机之间，并且取决于离合器是否接合，混合动力电动车辆以电动车辆(EV)模式或混合动力电动车辆(HEV)模式驱动。EV模式是通过驱动电动机的驱动转矩(torque，扭矩)来驱动车辆的模式，HEV模式是通过驱动电动机和发动机的驱动转矩来驱动车辆的模式。
在混合动力车辆中，重要的是管理充电状态(SOC)，SOC是向车辆中设置的驱动电动机和电气部件供电的电池的充电量。具体地，当混合动力车辆在高海拔区域中行驶时，由于流入发动机的进气压力低，因此发动机输出降低。另外，当车辆在高温区域中行驶时，由于流入发动机的空气的密度低并且由于爆震而导致发动机转矩减小，因此发动机输出减小。因此，当驾驶员需求转矩通过驱动电动机增加时，由于驱动电动机的频繁操作，电池的SOC降低。具体地，由于不能通过驱动电动机来辅助发动机输出，从而不能满足驾驶员的需求转矩，因此发动机在高负荷/高速状态下运转，从而使燃料效率和废气劣化。
在本节中公开的以上信息仅用于增强对本公开的背景的理解，因此，其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
本公开提供了一种控制包括电动增压器的发动机的装置及其控制方法，其具有在气压低和进气温度低的高海拔区域中驾驶车辆时满足驾驶员需求转矩并最小化燃料效率损失的优点。
根据本公开的示例性实施例的控制包括电动增压器的混合动力车辆的装置可以包括：发动机，被配置为燃烧燃料以产生动力；驱动电动机，被配置为辅助发动机的动力并且选择性地用作发电机以产生电能；离合器，被配置为设置在发动机和驱动电动机之间；电池，被配置为向驱动电动机供应电能或由驱动电动机产生电能充电；直流(DC)转换器，被配置为转换电池输出的直流；电动增压器，被配置为向发动机供应增压空气；以及控制器，被配置为：基于由电池的充电状态(SOC)确定的驱动电动机的受限输出值，确定使系统效率最大化的最佳空气量，以及当气压小于预定压力、进气温度低于预定温度且SOC小于预定值时，基于最佳空气量确定从驱动电动机输出的驱动电动机功率和从发动机输出的发动机功率。
系统效率可以是根据驾驶员的需求功率、供应给发动机的燃料量、燃料的低热功率、电动增压器中的消耗功率、供应给DC转换器的输出功率、从发动机输出的发动机功率、驱动电动机的效率和功率传递效率来确定的。系统效率可以根据以下等式确定：
Figure BDA0002536591480000031
其中，Pdriver是驾驶员的需求功率，Mfuel是供应给发动机的燃料量，LHV是燃料的低热功率，Pesc是电动增压器的消耗功率，PLDC是DC转换器的消耗功率，Peng是发动机功率，ηmot是驱动电动机的效率，ηtran是功率传递效率。
根据本公开的另一示例性实施例的控制具有电动增压器的混合动力车辆的方法可以包括：由控制器接收包括驾驶员需求功率、发动机转速、电池的充电状态(SOC)、气压和进气温度的驱动信息；当SOC小于预定值时，由控制器基于由电池的SOC确定的驱动电动机的受限输出值，确定使系统效率最大化的最佳空气量；由控制器基于最佳空气量确定从发动机输出的发动机转矩；以及由控制器根据发动机转矩确定用于满足驾驶员的需求转矩的驱动电动机的输出转矩。
系统效率可以是根据驾驶员需求功率、供应给发动机的燃料量、燃料的低热功率、电动增压器的消耗功率、从DC转换器输出的功率输出、从发动机输出的发动机功率、驱动电动机的效率和功率传递效率来确定的。系统效率可以根据以下等式确定：
Figure BDA0002536591480000041
其中，Pdriver是驾驶员的需求功率，Mfuel是供应给发动机的燃料量，LHV是燃料的低热功率，Pesc是电动增压器的消耗功率，PLDC是供应给DC转换器的功率，Peng是发动机功率，ηmot是驱动电动机的效率，ηtran是功率传递效率。
根据控制具有电动增压器的发动机的装置及其控制方法，当车辆在气压低和进气温度低的高海拔区域中行驶时，可以满足驾驶员需求转矩并最小化燃料效率损失。
附图说明
附图旨在用作参考以描述本公开的示例性实施例，并且附图不应被解释为限制本公开的技术精神。
图1是根据本公开的示例性实施例的控制包括电动增压器的混合动力车辆的装置的示意图；
图2是示出根据示例性实施例的混合动力车辆与电动增压器之间的关系的示意图；
图3是示出根据本公开的示例性实施例的控制包括电动增压器的发动机的装置的框图；
图4是示出根据示例性实施例的电池的SOC区域的示意图；
图5是示出根据本公开的示例性实施例的控制混合动力车辆的方法的流程图；以及
图6A和图6B是示出根据本公开的示例性实施例的发动机的工作点的示图。
具体实施方式
可以理解，在此使用的术语“车辆”或“车辆的”或其它类似的术语包括一般的机动车辆，例如包括运动型多用途车辆(SUV)的客车、公共汽车、卡车、各种商用车辆、包括各种船只和船舶的水运工具、飞机等，并且包括混合动力车辆、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，来自非石油资源的燃料)。如本文所提及的，混合动力车辆是具有两个或两个以上动力源的车辆，例如汽油动力和电动动力车辆。
尽管示例性实施例被描述为使用多个单元来执行示例性过程，但是应当理解，示例性过程也可以由一个或多个模块执行。另外，应理解，术语控制器/控制单元是指包括存储器和处理器的硬件设备。存储器被配置为存储模块，并且处理器被具体配置为执行所述模块以执行下面进一步描述的一个或多个过程。
本文使用的术语仅用于描述特定实施例的目的，而不是要限制本公开。如本文所使用的，单数形式“一”、“一个”和“该”旨在也包括复数形式，除非上下文另有明确指示。将进一步理解，当在本说明书中使用时，术语“包括”和/或“包含”指定所述特征、整数、步骤、操作、元素和/或组件的存在，但不排除存在或者添加一个或多个其他特征、整数、步骤、操作、元素、组件和/或其组。如本文所使用的，术语“和/或”包括一个或多个相关所列项目的任何和所有组合。
除非特别说明或从上下文中显而易见，否则如本文所用，术语“约”应理解为在本领域的正常公差范围内，例如在平均值的2个标准偏差内。“约”可以理解为在所述值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％之内。除非从上下文另外说明，否则本文提供的所有数值均由术语“约”修饰。
在下文中将参考附图更全面地描述本公开，在附图中示出了本公开的示例性实施例。如本领域技术人员将意识到的，在全部不脱离本公开的精神或范围的情况下，可以以各种不同的方式修改所描述的实施例。附图和说明书应被认为本质上是说明性的而不是限制性的，并且在整个说明书中，相同的附图标记表示相同的元素。另外，在附图中任意地示出了每个元素的尺寸和厚度，但是本公开不必限于此，并且在附图中，为了清楚起见，夸大了层、膜、面板、区域等的厚度。
在下文中，参考附图详细描述根据示例性实施例的控制包括电动增压器的发动机的装置及其控制方法。图1是根据本公开的示例性实施例的控制包括电动增压器的混合动力车辆的装置的示意图。并且，图2是示出根据示例性实施例的混合动力车辆与电动增压器之间的关系的示意图。
在下文中，根据示例性实施例的混合动力车辆采用变速器安装式电子装置(TMED)结构的示例。然而，本公开的范围不限于此，并且可以应用于另一类型的混合动力电动车辆。如图1至图3所示，根据本公开的示例性实施例的应用有控制或操作包括电动增压器的发动机的装置的混合动力车辆，可以包括驱动信息检测器100、发动机10、混合动力启动器和发电机(HSG)40、驱动电动机50、离合器60、电池70、低电压DC转换器(20，LDC：低电压DC/DC转换器)、电动增压器30、以及控制器90。
驱动信息检测器100可以被配置为检测包括发动机转速、驾驶员的需求转矩(或需求功率)、气压、进气温度以及电池的充电状态(SOC)的驱动信息，并且驱动信息被发送到控制器90。因此，驱动信息检测器100可以包括：被配置为感测发动机转速的速度传感器，被配置为感测驾驶员的需求转矩的加速踏板传感器，被配置为感测气压的压力传感器、以及被配置为感测进气温度的温度传感器。此外，电池70的SOC可以被配置成从管理电池70的电池管理系统(BMS)接收。
可以使用在电池70中充电的电能来操作驱动电动机50，并且可以将由驱动电动机50和HSG 40产生的电能充电在电池70中。电动增压器30可以被构造成将增压空气供应到发动机的燃烧室，并且可以包括电动机31和电动压缩机33。电动压缩机33可以由电动机31操作，并且可以被构造成基于驾驶条件来压缩环境空气以将压缩空气供应到燃烧室。根据本公开的示例性实施例的控制混合动力车辆的装置可以被配置为基于电池70的SOC来改变发动机和驱动电动机的输出。
参照图4，电池70的SOC区域可以被划分为高区域(SOC高)、正常区域(SOC正常)和低区域(SOC低)。另外，高区域可以被划分为临界高(CH)和高(H)区域，正常区域可以被划分为正常高(NH)和正常低(NL)区域，并且低区域可以被划分为低(L)和临界低(CL)区域。
低电压DC转换器20(LDC)可以被配置为将从电池70输出的低压DC(直流)转换为每个电子部件的工作电压的对应DC。换句话说，低电压DC转换器20被配置为将从电池70输出的低电压DC转换并输出为与电动增压器30的工作电压相对应的DC、以及与车辆的电子部件的工作电压相对应的DC。
加速器踏板位置传感器可以被配置为检测加速器踏板的操作。可以将由加速器踏板位置传感器检测到的加速器踏板位置发送到控制器90。然后控制器90可以被配置为根据从加速器踏板位置传感器检测到的加速器踏板位置基于驾驶员的加速意图确定需求功率，并且驾驶模式可以选择性地转变为电动车辆(EV)模式、混合动力电动车辆(HEV)模式和发动机模式。
控制器90可被构造成操作车辆的组成元件，包括发动机10、HSG 40、驱动电动机50、电动增压器30、电池70和离合器60。控制器90可被提供为可通过预定程序操作的至少一个处理器，其中，预定程序可以包括对根据示例性实施例的基于驾驶员的趋势来控制包括电动增压器的发动机的方法的各个步骤的指令。
离合器60可设置在发动机10与驱动电动机50之间，并且基于离合器60是否接合，混合动力车辆可在电动车辆(EV)模式或混合动力电动车辆(HEV)模式下运行。EV模式是通过电动机的驱动转矩来驱动车辆的模式，HEV模式是通过电动机和发动机10的驱动转矩来驱动车辆的模式。从发动机10和驱动电动机50输出的驱动功率可以传递到设置在车辆中的驱动轮。另外，变速器80可以设置在离合器60和驱动轮之间。变速齿轮可以安装在变速器80内，并且发动机10和驱动电动机50的输出转矩可以根据变速级而变速。
在下文中，参考附图详细描述根据本公开的示例性实施例的控制包括电动增压器的发动机的方法。如图5所示，在步骤S10中，驱动信息检测器100可以被配置为检测包括发动机转速、驾驶员的需求转矩(或需求功率)、气压、进气温度和电池的SOC的驱动信息，并且由驱动信息检测器100检测的驱动信息可以被发送到控制器90。
在步骤S20中，控制器90可以被配置为确定电池的SOC，当SOC大于SOC低区域(例如，SOC正常或SOC高)时，在步骤S30中，控制器90可被配置为以最佳工作线(OOL)操作发动机10。即，当驾驶员的需求转矩大于OOL中的发动机转矩时，驱动电动机50可以辅助发动机输出(例如，发动机转矩)以满足驾驶员的需求转矩。换句话说，驾驶员的需求转矩与发动机转矩之间的差值，由驱动电动机50的转矩来辅助。相反，当驾驶员的需求转矩小于OOL处的发动机转矩时，驱动电动机50可以作为发电机运行，以产生与驾驶员的需求转矩和OOL处的发动机转矩之间的转矩差值相对应的电力，并且将由驱动电动机50产生的电力充电在电池70中。
在SOC低区域中，在步骤S40中，控制器90可以被配置为基于由电池70的SOC确定的驱动电动机50的受限输出值来确定满足驾驶员的需求转矩的发动机转矩。具体地，控制器90可以被配置成从最佳空气量确定发动机转矩，以使系统效率最大化。驱动电动机50的受限输出值可以指的是能够在SOC低区域中从驱动电动机50输出以防止电池的SOC降低到预定值以下的最大输出功率。因此，可以将驱动电动机50的输出限制在驱动电动机50的受限输出值以下。具体地，可以确定驱动电动机50的受限输出值随着电池70的SOC在SOC低区域中的降低而减小。系统效率可以根据以下等式1确定。
等式1
Figure BDA0002536591480000091
在等式1中，Pdriver是驾驶员的需求转矩，Mfuel是供应给发动机10的燃料量，LHV是燃料的低热功率，Pesc是电动增压器30的消耗功率，PLDC是供应给DC转换器的功率，Peng是发动机功率，ηmot是驱动电动机的效率，ηtran是功率传递效率。
可以根据供应给发动机的空气量、发动机转速、气压和进气温度的函数来确定供应给发动机10的燃料量。燃料量可以从下面的等式2确定。
等式2
Mfuel＝f(Mair，RPM，AMP，TIA)
在等式2中，Mfuel是供应给发动机10的燃料量，RPM是发动机转速，AMP是气压，TIA是进气温度。
具体地，可以从下面的等式3计算燃料量，并且可以根据需要应用补偿值。
等式3
Mfuel＝Mair×AFR×λ
在等式3中，AFR(空燃比)是理论空燃比，并且在汽油发动机的情况下可以使用在14.5-14.7范围内的常数，并且λ是空气过量系数，在汽油发动机的大多数行驶条件下，空气过量系数为1，但在高RPM和Mair条件下，该系数小于1。
因此，λ可以根据Mair和RPM通过实验确定，并且可以以映射数据或近似公式的形式预先存储在控制器中。如有必要，可以基于气压或进气温度将补偿值应用于空气过量系数。空气过量系数可以通过以下等式4来校正。
等式4
λfinal＝λbase×λAMP×λTIA
在等式4中，λfinal表示最终空气过量系数，λbase表示初始空气过量系数，λAMP表示气压补偿值，并且λTIA表示进气温度补偿值。
可以根据供应给发动机10的空气量、发动机转速RPM、气压和进气温度的函数来确定发动机功率Peng。这可以表示为以下等式5。
等式5
Peng＝f(Mair，RPM，AMP，TIA)
在等式5中，Mair表示供应给发动机10的空气量，RPM表示发动机转速，AMP表示气压，TIA表示进气温度。
具体地，可以从下面的等式6计算发动机功率，并且，如果必要，可以将补偿值应用于等式6。
等式6
Figure BDA0002536591480000111
在等式6中，Teng表示发动机转矩，可以从以下等式7计算发动机转矩。
等式7
Teng＝Tind，max×ηign+Tfric
在等式7中，Tind,max表示预定空气量Mair和发动机转速RPM下的最大指示转矩，可以根据Mair和RPM通过实验确定，并且可以以映射数据或近似公式的形式存储在控制器中。另外，ηign表示根据点火定时的转矩效率，并且可以表示为根据点火定时的二次多项式或三次多项式的近似表达式。根据点火定时的转矩效率可以基于Mair和RPM通过实验确定，并且可以以映射数据或近似公式的形式存储在控制器中。Tfric表示发动机在预定空气量Mair和发动机转速RPM下的摩擦转矩，可以根据Mair和RPM通过实验确定，并且可以以映射数据或近似公式的形式存储在控制器中。
因此，Teng可以仅根据预定空气量Mair和发动机转速RPM来表达。另外，可以通过在Teng的最终计算过程中或在每个因子的计算过程中应用TIA或AMP的作用来执行校正。
可以根据供应给发动机10的最佳空气量、发动机转速、气压和进气温度的函数来确定电动增压器30的消耗功率Pesc。这可以表示为以下等式8。
等式8
PeSC＝f(Mair，RPM，AMP，TIA)
在等式8中，Mair表示供应给发动机10的空气量，RPM表示发动机转速，AMP表示气压，TIA表示进气温度。另外，Pesc是供应给发动机的空气量Mair和电动增压器的压力比的函数。Pesc可以通过实验确定，并且可以以映射数据或近似公式的形式存储在控制器中。
通过实验确定Pesc时，可以在标准条件下进行测试。如果进气温度发生变化，则可以通过系数进行校正。例如，可以将Pesc校正为以下等式9。
等式9
Pesc＝Pesc，ref×fTIA
在等式9中，Pesc,ref表示标准条件下的电动增压器的功率，fTIA表示进气温度的校正系数。
同时，压力比PR是无量纲数，并且表示电动增压器的上游和下游之间的压力比。这可以表示为以下等式10。
等式10
Figure BDA0002536591480000131
其中Ploss,int表示进气管道、进气管或空气过滤器等中的压力损失。可以忽略不计或通过实验确定近似为Mair的二次多项式或三次多项式。另外，Pboost表示所需的增压压力，它是Mair和RPM的函数，可以通过实验确定。
驱动电动机的效率ηmot可以根据电动机转矩和电动机转速的函数来确定，并且可以以映射数据或近似公式的形式存储在控制器中。这可以表示为以下等式11。
等式11
ηmot＝f(Tdriver-Teng，rpm)
在等式11中，Tdriver表示驾驶员的需求转矩，Teng表示发动机转矩，并且rpm表示电动机转速。
在TMED类型的混合动力车辆中，电动机转速与发动机转速相同。因此，电动机转矩可以表示为以下等式12。
等式12
Tmot＝Tdriver-Teng
在等式12中，Tdriver表示驾驶员的需求转矩，可以通过等式7来计算Teng。
功率传递效率(ηtran)可以根据电动增压器30的消耗功率Pesc、供应给DC转换器的功率PLDC、驾驶员的需求功率、发动机功率以及驱动电动机的效率ηmot的函数来确定。这可以表示为以下等式13。
等式13
Figure BDA0002536591480000141
功率传递效率ηtran是混合动力车辆的高压电力系统中的功率的传递效率，是在电气部件中消耗的功率或提供给电气部件的功率的函数，并且可以以映射数据格式或近似形式存储在控制器中。在混合动力车辆的高压电力系统中消耗或提供的功率可以包括由电动增压器30消耗的功率Pesc、提供给DC转换器的功率PLDC以及由电动机消耗的功率Pmot。
具体地，电动机消耗的功率Pmot可以表示为以下等式14。
等式14
Figure BDA0002536591480000151
在以上等式中，驾驶员的需求功率(或转矩)是根据加速器踏板的改变量确定的值，并且是恒定的。提供给DC转换器的功率是恒定的，并且燃料的低热值也是恒定的。因此，在步骤S40中，控制器可被配置为从驱动信息检测器100接收气压、进气温度和发动机转速，并使用等式1确定最佳空气量(Mair)。
在步骤S50中，控制器90可被配置为从最佳空气量确定要在发动机10中输出的最终发动机转矩。这可以表示为以下等式15。
等式15
Teng·final＝f(Mair，RPM，AMP，TIA)
此外，在步骤S60中，控制器90可以被配置为确定电动增压器30的转速以将所确定的最佳空气量Mair供应至发动机，并且确定电动增压器30消耗的功率。例如，当用于输出最终发动机转矩的发动机的工作点位于NA发动机(自然吸气发动机)中的最佳工作点时，控制器90可以被配置成停止电动增压器30的运行。另一方面，当用于输出最终发动机转矩的发动机10的工作点大于NA发动机的最佳工作点时，控制器90可以被配置成操作电动增压器30以将增压空气供应到发动机10，从而在最佳工作点的区域中操作发动机。
参照图6A，在自然进气发动机的情况下，发动机以最佳工作点进行操作的区域非常狭窄。另一方面，参照图6B，在应用了电动增压器30的发动机中，与自然进气发动机相比，发动机在最佳工作点下操作的区域相对宽。因此，当在气压低或进气温度低的区域中驾驶车辆时，通过驱动电动机50的动力辅助，发动机可以在最佳工作点的区域中操作，从而改善了车辆的燃料效率并减少排放。
符号说明
10：发动机
11：进气管线
30：电动增压器
40：HSG
50：驱动电动机
60：离合器
70：电池
80：变速器
90：控制器
100：驱动信息检测器
尽管已经结合当前被认为是实践的示例性实施例描述了本公开，但是应当理解，本公开不限于所公开的实施例。相反，其意图是覆盖包括在所附权利要求的精神和范围内的各种修改和等效布置。

Claims (6)

1.一种控制具有电动增压器的混合动力车辆的装置，所述装置包括：
发动机，被配置为燃烧燃料以产生动力；
驱动电动机，被配置为辅助由所述发动机产生的所述动力并且选择性地用作发电机以产生电能；
离合器，被设置在所述发动机和所述驱动电动机之间；
电池，被配置为向所述驱动电动机供应电能或由所述驱动电动机产生的电能充电；
直流转换器，被配置为对从所述电池输出的直流进行转换；
电动增压器，被配置为向所述发动机供应增压空气；以及
控制器，被配置为：
基于由所述电池的充电状态确定的所述驱动电动机的受限输出值，确定使系统效率最大化的最佳空气量；以及
当气压小于预定压力、进气温度低于预定温度并且所述充电状态小于预定值时，基于所述最佳空气量，确定从所述驱动电动机输出的驱动电动机功率和从所述发动机输出的发动机功率。
2.根据权利要求1所述的装置，其中，所述系统效率是根据驾驶员需求功率、供应给所述发动机的燃料量、燃料的低热功率、所述电动增压器的消耗功率、供应给所述直流转换器的输出功率、从所述发动机输出的发动机功率、所述驱动电动机的效率和功率传递效率来确定的。
3.根据权利要求2所述的装置，其中，所述系统效率由以下等式确定：
Figure FDA0002536591470000021
其中，Pdriver是所述驾驶员需求功率，Mfuel是供应给所述发动机的燃料量，LHV是所述燃料的低热功率，Pesc是所述电动增压器的消耗功率，PLDC是所述直流转换器的消耗功率，Peng是发动机功率，ηmot是所述驱动电动机的效率，ηtran是所述功率传递效率。
4.一种控制具有电动增压器的混合动力车辆的方法，所述方法包括：
由控制器接收包括驾驶员需求功率、发动机转速、电池的充电状态、气压和进气温度的驱动信息；
当所述充电状态小于预定值时，由所述控制器基于由所述电池的所述充电状态确定的驱动电动机的受限输出值，确定使系统效率最大化的最佳空气量；
由所述控制器基于所述最佳空气量，确定从发动机输出的发动机转矩；以及
由所述控制器基于所述发动机转矩，确定用于满足驾驶员需求转矩的所述驱动电动机的输出转矩。
5.根据权利要求4所述的方法，其中，所述系统效率是根据所述驾驶员需求功率、供应给所述发动机的燃料量、燃料的低热功率、电动增压器的消耗功率、从直流转换器输出的功率输出、从所述发动机输出的发动机功率、所述驱动电动机的效率和功率传递效率来确定的。
6.根据权利要求5所述的方法，其中，所述系统效率由以下等式确定：
Figure FDA0002536591470000031
其中，Pdriver是所述驾驶员需求功率，Mfuel是供应给所述发动机的燃料量，LHV是所述燃料的低热功率，Pesc是所述电动增压器的消耗功率，PLDC是供应给所述直流转换器的功率，Peng是所述发动机功率，ηmot是所述驱动电动机的效率，ηtran是所述功率传递效率。
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