CN113561800A - 带升压四驱系统的控制方法 - Google Patents

带升压四驱系统的控制方法 Download PDF

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CN113561800A
CN113561800A CN202011052588.7A CN202011052588A CN113561800A CN 113561800 A CN113561800 A CN 113561800A CN 202011052588 A CN202011052588 A CN 202011052588A CN 113561800 A CN113561800 A CN 113561800A
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power
boosting
wheel side
battery
drive system
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CN113561800B (zh
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伊藤武志
钱爱媛
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Denso Corp
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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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    • 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
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    • 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
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Abstract

一种带升压四驱系统的控制方法，能在不增大升压装置的额定功率的情况下，保证车辆的动力驱动和/或动力回收。带升压四驱系统具有：作为动力源的蓄电池；相对于同一个蓄电池并联连接的多个驱动部和与各个驱动部分别连接的多个逆变器部；以及升压装置，多个驱动部具有相对于蓄电池更靠前轮一侧的前轮侧驱动部和相对于蓄电池更靠后轮一侧的后轮侧驱动部，前轮侧驱动部经由升压装置与蓄电池连接，后轮侧驱动部不经由升压装置与蓄电池连接，前轮侧驱动部的输出功率>后轮侧驱动部的输出功率>升压装置的升压功率。在带升压四驱系统的控制方法中，以使流过升压装置的功率不大于升压装置的额定升压功率的方式，对前轮侧驱动部和后轮侧驱动部进行控制。

Description

带升压四驱系统的控制方法
技术领域
本发明涉及一种四驱系统的控制方法，更具体来说，涉及一种对具有升压单元的四轮驱动系统进行控制的带升压四轮驱动系统的控制方法。
背景技术
以往，已知有一种由升压前驱和非升压后驱组成的带升压四驱系统(电驱动系统)，在该带升压四驱系统(电驱动系统)中具有升压装置(升压电路)。
在现有技术中，为了能使车辆的动力性能得以保证，使电动发电机能输出所需的电流，必须增大升压电路的功率，或者必须增大蓄电池的输出功率。
这样一来，会导致升压电路部分中的升压装置的额定功率变大，或者采用更大型的蓄电池，使得成本升高，零件大型化。
因此，如何优化控制逻辑，在不增大升压装置的额定功率的情况下，保证车辆的动力驱动和/或动力回收便成为亟待解决的技术问题。
发明内容
本发明为解决上述技术问题而作，其目的在于提供一种带升压四驱系统的控制方法，能在不增大升压装置的额定功率的情况下，保证车辆的动力驱动和/或动力回收。
为了解决上述技术问题，本发明的第一方面提供一种带升压四驱系统的控制方法，所述带升压四驱系统具有：作为动力源的蓄电池；相对于同一个所述蓄电池并联连接的多个驱动部和与各个驱动部分别连接的多个逆变器部；以及升压装置，多个驱动部具有相对于所述蓄电池更靠前轮一侧的前轮侧驱动部和相对于所述蓄电池更靠后轮一侧的后轮侧驱动部，所述前轮侧驱动部由第一电动发电机和与所述第一电动发电机连接的第一逆变器构成，并且经由所述升压装置与所述蓄电池连接，所述后轮侧驱动部由第二电动发电机和与所述第二电动发电机连接的第二逆变器构成，并且不经由所述升压装置与所述蓄电池连接，所述前轮侧驱动部的输出功率>所述后轮侧驱动部的输出功率>所述升压装置的升压功率，其特征是，在所述带升压四驱系统的控制方法中，以使流过所述升压装置的功率不大于所述升压装置的额定升压功率的方式，对所述前轮侧驱动部和所述后轮侧驱动部进行控制。
根据如上所述构成，无需采用额定升压功率更大的升压装置(升压电路)VVC或是采用输出功率更大的蓄电池，能使升压装置(升压电路)小型化、低成本化，进而使搭载有带升压四驱系统的车辆小型化、低成本化。
除此之外，还能使蓄电池能量输入、输出的线束直径小，实现空间节省。
优选地，所述前轮侧驱动部具有发动机。
替代地或附加地，在所述带升压四驱系统中，所述前轮侧驱动部具有发动机和第一电动发电机和与所述第一电动发电机并联地设置的另外的电动发电机，以对具有在所述前轮侧具有多个电机的前轮侧驱动系进行控制。
根据如上所述构成，能将带升压四驱系统的控制方法应用于具有前轮单电机的HEV车辆、具有前轮双电机(或前轮多电机)的HEV车辆、EV车辆。另外，由于PHEV车辆与具有前轮双电机的HEV车辆大致相同的结构，因此，本发明的带升压四驱系统的控制方法亦能应用于PHEV车辆
在具有前轮单电机的HEV车辆、具有前轮双电机(或前轮多电机)的HEV车辆、或是PHEV车辆中，优选的是，在驱动行驶模式下，根据驱动车辆所需的功率、所述蓄电池的输出功率、所述升压装置的额定升压功率，确定所述驱动部的动力输出分配方式及输出功率。
在EV车辆、具有前轮双电机(或前轮多电机)的HEV车辆、或是PHEV车辆中，优选的是，在能量回收模式下，根据待回收能量、所述升压装置的额定升压功率，确定回收能量时的能量分配方式及回收功率。
根据如上所述构成，由于结合升压装置的额定升压功率来确定能量流的路径以及流过升压装置(升压电路)和蓄电池的能量，因此，能优化能量流动，具有能使系统整体损失最小化，能降低车辆油耗等效果。
附图说明
图1是表示适用本发明的带升压四驱系统的控制方法的EV车辆(电动车辆)中的系统示意图。
图2是表示适用本发明的带升压四驱系统的控制方法的、具有前轮升压单电机和后轮非升压单电机的HEV车辆(混合动力车辆)中的系统示意图。
图3是表示适用本发明的带升压四驱系统的控制方法的、具有前轮升压双电机和后轮非升压单电机的HEV车辆(混合动力车辆)中的系统示意图。
图4是表示图3所示的HEV车辆中的系统电路图。
图5是表示图3所示的HEV车辆在以足量的蓄电池功率驱动行驶时的控制策略之一的系统示意图。
图6示出了蓄电池温度与蓄电池功率间的关系。
图7示出了蓄电池SOC与蓄电池功率的关系。
图8是表示按图5所示的控制策略之一执行以非足量的蓄电池功率驱动行驶时的系统示意图。
图9是表示图3所示的HEV车辆在以非足量的蓄电池功率驱动行驶时的控制策略之二的系统示意图。
图10是表示以控制策略之二执行时的不经由升压装置(升压电路)的电流流动的系统电路图。
图11是表示图3所示的HEV车辆在待回收能量少时的控制策略之三的系统示意图。
图12是表示按图11所示的控制策略之三回收大量待回收能量时的系统示意图。
图13是表示图3所示的HEV车辆在待回收能量多时的控制策略之四的系统示意图。
具体实施方式
本发明的控制方法是具有升压装置(升压电路)的带升压四驱系统(电驱动系统)的控制方法。
更具体地，如图1至图3所示，具有带升压四驱系统(电驱动系统)的车辆包括前轮FW、后轮RW、蓄电池BAT、多个驱动部、多个逆变器部INV以及升压装置(升压电路)VVC。
带升压四驱系统(电驱动系统)的车辆可以是图1所示的EV车辆(电动车辆)、图2所示的具有前轮单电机的HEV车辆(混合动力车辆)或是图3所示的具有前轮双电机的HEV车辆(混合动力车辆)。
多个驱动部具有前轮侧驱动部和后轮侧驱动部。
另外，在本说明书中，“前轮侧”是指相对于蓄电池BAT更靠前轮FW这一侧，“后轮侧”是指相对于蓄电池BAT更靠后轮RW那一侧。
前轮侧驱动部既可以具有图1所示的设置于蓄电池BAT与前轮FW之间的电动发电机M1(亦称为“第一电动发电机”)，也可以具有图2所示的设置于电动发电机M1之前的发动机ENG，还可以如图3所示与电动发电机M1并联地设置有电动发电机M2(亦称为“另外的电动发电机”)。另外，另外的电动发电机的个数不局限于图3所示的一个，亦可以是两个以上。
后轮侧驱动部具有图1至图3中均示出的设置于蓄电池BAT与后轮RW之间的电动发电机M3(亦称为“第二电动发电机”)。
电动发电机能够将来自蓄电池BAT的电力转化成动力，以对前轮FW及后轮RW进行驱动，并且能够将从前轮FW及后轮RW回收来的动力转化成电力，以对蓄电池BAT进行充电。
多个逆变器部INV(INV1、INV2、INV3)中的前轮侧逆变器部(INV1和/或INV2，亦称为“第一逆变器”)设置在蓄电池BAT与图1至图3中各自示出的前轮侧驱动部之间，而多个逆变器部INV(INV1、INV2、INV3)中的后轮侧逆变器部(INV3，亦称为“第二逆变器”)设置在蓄电池BAT与图1至图3中各自示出的后轮侧驱动部之间。
升压装置(升压电路)VVC设置在逆变器部INV与蓄电池BAT之间，并且多个驱动部及多个逆变器部彼此并联地与升压装置(升压电路)VVC连接。
图4示出了HEV车辆中，升压装置(升压电路)VVC与发电机M1、电动发电机M2和M3、逆变器部INV(INV1、INV2、INV3)以及蓄电池BAT的连接关系的系统电路图。
如图4所示，电动发电机M1、M2和M3与各自的逆变器部INV1、INV2、INV3串联连接，并且电动发电机M1、M2和M3及各自的逆变器部INV1、INV2、INV3彼此并联地与升压装置(升压电路)VVC连接。另外，虽未示出图1所示的EV车辆、图2所示的具有前轮单电机的HEV车辆中的连接关系，但同样地电动发电机M1(或电动发电机M2)、电动发电机M3与各自的逆变器部INV1(或逆变器部INV2)、逆变器部INV3串联连接，并且电动发电机M1(或电动发电机M2)、电动发电机M3及各自的逆变器部INV1(或逆变器部INV2)、逆变器部INV3彼此并联地与升压装置(升压电路)VVC连接。
以下，主要以图3所示的HEV车辆为例，对本发明的带升压四驱系统的控制方法进行说明。
假设升压装置(升压电路)VVC的功率上限为40kW。
在驱动时，在不同的车辆状态以及驾驶员的操控习惯下，驱动车辆所需的功率各不相同，例如驱动车辆所需的功率为100kW。
在这种情况下，本发明的带升压四驱系统的控制方法被控制成如图5所示，使蓄电池BAT满功率输出60kW的电力至电动发电机M3，以驱动后轮RW，并且使发动机ENG驱动发电机M1发电，此时，电力经由升压装置(升压电路)VVC向电动发电机M3供给40kW的电力来驱动后轮RW，这样的话，两个动力源(发动机ENG+蓄电池BAT)的合功率正好满足行驶的需求。
图6示出了常见的蓄电池温度与蓄电池功率间的关系，从中可以看出，当蓄电池温度低于某一规定温度范围的下限值时，蓄电池功率会快速下降，并且蓄电池温度高于该规定温度范围的上限值时，蓄电池功率会逐渐下降。
图7示出了常见的蓄电池SOC与蓄电池功率的关系，从中可以看出，随着蓄电池SOC降低，蓄电池功率也逐渐降低。
在如图6所示的蓄电池过高或过低时，或是在如图7所示的蓄电池SOC不足时，蓄电池的输入、输出功率会受到限制(即，并非“满功率60kW”)。
这样的话，在与前述同样地驱动车辆所需的功率为100kW的情况下，由于蓄电池的输出受到限制，例如只能输出40kW的电力至电动发电机M3。若此时，如图8所示，使来自发动机ENG经由发电机M1的电力再经由升压装置(升压电路)VVC向电动发电机M3供给60kW的电力而使合功率变为100kW，则会因经过升压装置(升压电路)VVC的功率超过上限40kW，而使得升压装置(升压电路)VVC失效。
本发明的带升压四驱系统的控制方法被控制成如图9所示，使经由升压装置(升压电路)VVC向电动发电机M3供给的、来自发动机ENG经由发电机M1的电力等于升压装置(升压电路)VVC的功率上限40kW，剩余的20kW由发动机ENG直接驱动前轮FW来提供，或是使由从发动机ENG经由发电机M1发电中的20kW再经由电动发电机M2驱动前轮FW来提供。此时，如图10所示，无论是直接驱动前轮FW，还是经由电动发电机M2驱动前轮FW，均不经由升压装置(升压电路)VVC，因此，能使经过升压装置(升压电路)VVC的功率可不超过上限40kW，而整体的驱动力则达到所需的100kW。
在减速能量回收时，假设待回收能量为40kW，本发明的带升压四驱系统的控制方法被控制成如图11所示，使从前轮FW回收40kW的能量经由电动发电机M2发电，再经由升压装置(升压电路)VVC为蓄电池BAT充电。
作为另一种情况，假设待回收能量大于40kW(例如60kW)，则若如图12所示，60kW的待回收能量全由前轮FW回收，则这种能量经由电动发电机M2发电，再经由升压装置(升压电路)VVC，使得经过升压装置(升压电路)VVC的功率超过上限40kW，而使升压装置(升压电路)VVC失效。
本发明的带升压四驱系统的控制方法被控制成如图13所示，使经由电动发电机M2发电并经由升压装置(升压电路)VVC向蓄电池BAT充电的电力等于升压装置(升压电路)VVC的功率上限40kW，剩余的20kW则从后轮RW经由电动发电机M3发电为蓄电池BAT充电。由此，不仅能使经过升压装置(升压电路)VVC的电力不超过升压装置(升压电路)VVC的功率上限，同时又实现了减速时尽可能多地回收能量，以为蓄电池BAT充电。
熟悉本领域的技术人员易于想到其它的优点和修改。因此，在其更宽泛的上来说，本发明并不局限于这里所示和所描述的具体细节和代表性实施例。因此，可以在不脱离所附权利要求书及其等价物所限定的总体发明概念的精神或范围的前提下做出修改。
例如，在本发明的实施方式中，为了便于说明，使用具体的数值(40kW、60kW、100kW以及40kW或60kW)来例示了升压装置(升压电路)VVC的功率上限、蓄电池BAT的满功率、驱动车辆所需的功率以及待回收能量，但本发明不局限于上述具体的数值。
另外，在本发明的实施方式中，以图3所示的具有前轮双电机的HEV车辆为例进行了说明，但本发明的带升压四驱系统的控制方法也可以用于图1所示的EV车辆或图2所示的具有前轮单电机的HEV车辆。例如，在图1所示的EV车辆中，可以部分地采用本发明的实施方式的控制方法(图13的能量回收的方式)，以使经过升压装置(升压电路)VVC的电力不超过升压装置(升压电路)VVC的功率上限的方式回收能量。又例如，在图2所示的具有前轮单电机的HEV车辆中，同样可以部分地采用本发明的实施方式的控制方法(图5和图8的驱动车辆的方式)，以使经过升压装置(升压电路)VVC的电力不超过升压装置(升压电路)VVC的功率上限的方式驱动车辆。
另外，在本发明的实施方式中，以车辆具有一个蓄电池BAT为例进行了说明，但本发明不局限于此，也可以具有多个作用不同的蓄电池，其中，多个蓄电池只要相对于同一个用于驱动车辆的蓄电池BAT并联连接即可。

Claims (5)

1.一种带升压四驱系统的控制方法，所述带升压四驱系统具有：
作为动力源的蓄电池(BAT)；
相对于同一个所述蓄电池(BAT)并联连接的多个驱动部和与各个驱动部分别连接的多个逆变器部(INV)；以及
升压装置(VVC)，
多个驱动部具有相对于所述蓄电池(BAT)更靠前轮(FW)一侧的前轮侧驱动部和相对于所述蓄电池(BAT)更靠后轮(RW)一侧的后轮侧驱动部，
所述前轮侧驱动部由第一电动发电机(M1)和与所述第一电动发电机(M1)连接的第一逆变器(INV1)构成，并且经由所述升压装置(VVC)与所述蓄电池(BAT)连接，
所述后轮侧驱动部由第二电动发电机(M2)和与所述第二电动发电机(M2)连接的第二逆变器(INV2)构成，并且不经由所述升压装置(VVC)与所述蓄电池(BAT)连接，
所述前轮侧驱动部的输出功率>所述后轮侧驱动部的输出功率>所述升压装置(VVC)的升压功率，
其特征在于，
在所述带升压四驱系统的控制方法中，以使流过所述升压装置(VVC)的功率不大于所述升压装置(VVC)的额定升压功率的方式，对所述前轮侧驱动部和所述后轮侧驱动部进行控制。
2.如权利要求1所述的带升压四驱系统的控制方法，其特征在于，
所述前轮侧驱动部具有发动机(ENG)。
3.如权利要求2所述的带升压四驱系统的控制方法，其特征在于，
在所述带升压四驱系统中，所述前轮侧驱动部具有第一电动发电机(M1)和与所述第一电动发电机(M1)并联地设置的另外的电动发电机(M2)，以对具有在所述前轮侧具有多个电机的前轮侧驱动系进行控制。
4.如权利要求1至3中任一项所述的带升压四驱系统的控制方法，其特征在于，
在驱动行驶模式下，根据驱动车辆所需的功率、所述蓄电池(BAT)的输出功率、所述升压装置(VVC)的额定升压功率，确定所述驱动部的动力输出分配方式及输出功率。
5.如权利要求2或3所述的带升压四驱系统的控制方法，其特征在于，
在能量回收模式下，根据待回收能量、所述升压装置(VVC)的额定升压功率，确定回收能量时的能量分配方式及回收功率。
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CN109080442A (zh) * 2018-08-16 2018-12-25 北京航空航天大学 一种增程式电动车辆四驱系统及其控制方法

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