CN116923358A - 混合动力电动车辆及混合动力电动车辆的控制方法 - Google Patents

混合动力电动车辆及混合动力电动车辆的控制方法 Download PDF

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Publication number
CN116923358A
CN116923358A CN202211287686.8A CN202211287686A CN116923358A CN 116923358 A CN116923358 A CN 116923358A CN 202211287686 A CN202211287686 A CN 202211287686A CN 116923358 A CN116923358 A CN 116923358A
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CN
China
Prior art keywords
torque
motor
engine
electric vehicle
hybrid electric
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CN202211287686.8A
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English (en)
Inventor
皮在明
吴钟范
孙承完
李垂芳
李瑟琪
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Corp
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Publication of CN116923358A publication Critical patent/CN116923358A/zh
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    • 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
    • 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
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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
    • 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
    • B60K6/22—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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    • B60K6/22—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
    • B60K6/26—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 characterised by the motors or the generators
    • 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
    • B60K6/22—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
    • B60K6/38—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 characterised by the driveline clutches
    • 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
    • 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

本公开提供一种被配置为更有效地分配各个驱动源的驱动力的混合动力电动车辆及混合动力电动车辆的控制方法。混合动力电动车辆的控制方法可以包括：在混合动力电动车辆(HEV)模式下确定发动机操作点；以及基于根据发动机操作点的发动机扭矩、所需扭矩和变速器的输入端的速度，确定第一马达的第一扭矩和第二马达的第二扭矩，第一马达可以直接连接到发动机，第二马达可以直接连接到变速器的输入端，并且第一马达和第二马达可以在利用发动机的驱动力的特定驾驶模式下连接。

Description

混合动力电动车辆及混合动力电动车辆的控制方法
技术领域
本公开涉及一种能够更有效地分配各个驱动源的驱动力的混合动力电动车辆及混合动力电动车辆的控制方法。
背景技术
近来，随着对环境的关注日益增加，使用电动马达作为动力源的环保车辆的数量增加。环保车辆被称为电动化车辆。环保车辆的代表示例包括混合动力电动车辆(HEV)和电动车辆(EV)。
在环保车辆中，混合动力电动车辆根据行驶状况在仅马达驱动的EV模式和发动机驱动并且马达选择性驱动的HEV模式之间切换模式的同时操作，从而改善燃料经济性。
在一些情况下，混合动力电动车辆使用两个电动马达。在这种情况下，两个电动马达中的一个用作向车轮传递驱动力的驱动马达，两个电动马达中的另一个主要用于启动发动机或利用发动机的动力产生电力并因此被称为混合启动发电机(HSG)。混合启动发电机通过皮带轮和皮带连接到发动机，仅用于限制性目的，例如上述的启动发动机和产生电力的功能以及控制发动机速度的功能。然而，混合启动发电机一般不向车轮传递驱动力。这是因为在皮带轮上可能会发生皮带打滑，响应性和耐用性变差，并且难以精确控制。此外，由于发动机轴的皮带轮小于马达轴的皮带轮，因此马达每分钟转数(RPM)高于发动机RPM。由于此原因，混合启动发电机在发动机RPM高的情况下几乎不产生实质的输出。
因此，需要一种被配置为有效地使用两个马达的动力的混合动力电动车辆及混合动力电动车辆的控制方法。
本公开的该背景技术中包含的信息仅用于增强对本公开的一般背景的理解，不可以被视为对该信息形成本领域技术人员已知的现有技术的承认或任何形式的暗示。
发明内容
本公开的各方面旨在提供一种被配置为更有效地利用马达的动力的混合动力电动车辆及混合动力电动车辆的控制方法。
本公开还旨在提供一种被配置为在HEV模式下更有效地分配各个驱动源的驱动力的混合动力电动车辆及混合动力电动车辆的控制方法。
本公开所要解决的技术问题并不限于上述技术问题，其它未提及的技术问题可以由本公开所属领域的技术人员从以下描述中清楚地理解。
根据一方面，提供一种混合动力电动车辆的控制方法，该方法包括：在混合动力电动车辆(HEV)模式下确定发动机的发动机操作点；以及基于根据发动机操作点的发动机扭矩、所需扭矩和变速器的输入端的速度，确定第一马达的第一扭矩和第二马达的第二扭矩，其中，第一马达直接连接到发动机，第二马达直接连接到变速器的输入端，并且第一马达和第二马达在利用发动机的驱动力的特定驾驶模式下连接。
例如，确定第一扭矩和第二扭矩可以包括：确定第一扭矩和第二扭矩使得通过从所需扭矩中减去根据发动机操作点的发动机扭矩获得的值成为第一扭矩和第二扭矩的和。
例如，确定第一扭矩和第二扭矩可以被执行以确定第一扭矩和第二扭矩使得实现最大系统效率。
例如，确定第一扭矩和第二扭矩可以包括：将第一扭矩确定为对应于第一马达的最佳操作点；以及根据确定为对应于最佳操作点的第一扭矩，确定第二扭矩。
例如，该方法可以进一步包括：当输出限制应用于第一马达和第二马达中的一个马达时，校正第一马达和第二马达中的其余一个马达的操作点。
例如，输出限制可以包括最大扭矩限制，并且校正操作点可以包括：对其余一个马达的扭矩应用0与通过从所需扭矩中减去发动机扭矩、其余一个马达的扭矩和一个马达的最大扭矩获得的值之间的较大值。
例如，输出限制可以包括最小扭矩限制，并且校正操作点可以包括：对其余一个马达的扭矩应用0与通过从所需扭矩中减去发动机扭矩、其余一个马达的扭矩和一个马达的最小扭矩获得的值之间的较小值。
例如，该方法可以进一步包括：当应用系统限制时，根据预设补偿比率对第一扭矩和第二扭矩应用根据系统限制的总补偿所需扭矩；以及基于总补偿所需扭矩调整发动机扭矩。
例如，确定发动机操作点可以包括：将根据所需扭矩和变速器的输入端的速度的最佳操作点确定为发动机操作点。
根据本公开的各方面，提供一种混合动力电动车辆，该混合动力电动车辆包括：发动机；第一马达，直接连接到发动机；第二马达，在利用发动机的驱动力的特定驾驶模式下连接到第一马达；变速器，变速器的输入端直接连接到第二马达；以及控制单元，被配置为在特定驾驶模式下确定发动机操作点，并基于根据发动机操作点的发动机扭矩、所需扭矩和变速器的输入端的速度，确定第一马达的第一扭矩和第二马达的第二扭矩。
例如，控制单元可以确定第一扭矩和第二扭矩使得通过从所需扭矩中减去根据发动机操作点的发动机扭矩获得的值成为第一扭矩和第二扭矩的和。
例如，控制单元可以确定第一扭矩和第二扭矩使得实现最大系统效率。
例如，控制单元可以将第一扭矩确定为对应于第一马达的最佳操作点，并根据确定为对应于最佳操作点的第一扭矩，确定第二扭矩。
例如，当输出限制应用于第一马达和第二马达中的一个马达时，控制单元可以校正第一马达和第二马达中的其余一个马达的操作点。
例如，输出限制可以包括最大扭矩限制，并且控制单元可以对其余一个马达的扭矩应用0与通过从所需扭矩中减去发动机扭矩、其余一个马达的扭矩和一个马达的最大扭矩获得的值之间的较大值。
例如，输出限制可以包括最小扭矩限制，并且控制单元可以对其余一个马达的扭矩应用0与通过从所需扭矩中减去发动机扭矩、其余一个马达的扭矩和一个马达的最小扭矩获得的值之间的较小值。
例如，当应用系统限制时，控制单元可以根据预设补偿比率对第一扭矩和第二扭矩应用根据系统限制的总补偿所需扭矩，并基于总补偿所需扭矩调整发动机扭矩。
例如，控制单元可以将根据所需扭矩和变速器的输入端的速度的最佳操作点确定为发动机操作点。
例如，混合动力电动车辆可以进一步包括：发动机离合器，设置在第一马达和第二马达之间。
根据上述本公开的各种实施例，混合动力电动车辆可以更有效地行驶。
根据本公开的示例性实施例，第一马达直接连接到发动机。因此，即使发动机具有较高的RPM，也可以实现高响应性和输出扭矩。因此，第一马达和第二马达都可以根据情况输出驱动力，并且可以考虑系统效率和各个驱动源的扭矩限制来确定各个驱动源的操作点。
本公开所获得的效果并不限于上述效果，其它未提及的效果将由本领域技术人员从以下描述中清楚地理解。
本公开的方法和装置具有其它特征和优点，这些特征和优点将从一起用于解释本公开的某些原理的并入本文的附图和以下具体实施方式中显而易见或在附图和具体实施方式中更详细地阐述。
附图说明
图1是示例性地示出根据本公开的示例性实施例的混合动力电动车辆的动力传动系的配置的示例的视图。
图2是示例性地示出根据本公开的示例性实施例的混合动力电动车辆的控制系统的配置的示例的视图。
图3是示例性地示出根据本公开的示例性实施例的混合动力电动车辆中各个驱动源的扭矩分配模式的示例的视图。
图4是示例性地示出一般马达的效率特性的RPM-扭矩图的示例的视图。
图5是示例性地示出根据本公开的示例性实施例的根据对第二马达的扭矩限制来校正第一马达的操作点的过程的示例的视图。
图6是示例性地示出根据本公开的示例性实施例的根据系统限制对各个马达应用补偿扭矩的过程的示例的视图。
图7是示出根据本公开的示例性实施例的混合动力电动车辆中控制扭矩分配以满足所需扭矩的过程的示例的流程图。
可以理解的是，附图不一定按比例绘制，而是呈现了说明本公开的基本原理的各种特征的稍微简化的表示。如本文所包括的本公开的包括例如具体尺寸、取向、位置和形状的具体设计特征将部分地由特别预期的应用和使用环境确定。
在附图中，附图标记在附图的多个图中指代本公开的相同或等同部分。
具体实施方式
现在将详细参照本公开的各种实施例，本公开的各种实施例的示例在附图中示出并在下文描述。尽管将结合本公开的示例性实施例来描述本公开，但是将理解的是，本描述并非旨在将本公开限制于本公开的那些示例性实施例。另一方面，本公开旨在不仅涵盖本公开的示例性实施例，而且涵盖可以包含在如所附权利要求书所限定的本公开的宗旨和范围内的各种替代、修改、等同形式和其它实施例。
在下文中，将参照附图详细描述本说明书中包括的各种示例性实施例。与图号无关，相同或相似的构成元件被分配有相同的附图标记，并且将省略其重复描述。以下描述中用于描述构成元件的后缀“模块”、“单元”、“部分”和“部”一起使用或互换使用以方便描述，但后缀本身不具有可区分的含义或功能。此外，在本说明书中包括的示例性实施例的描述中，当确定对公知相关技术的具体描述可能使本说明书中包括的示例性实施例的主题模糊时，将省略该具体描述。此外，应理解的是，提供附图仅是为了使本领域技术人员容易理解本说明书中包括的示例性实施例，本说明书中包括的技术宗旨不受附图的限制，并且包括本公开的宗旨和技术范围内包括的所有变更、等同形式和替代形式。
可以使用包括诸如“第一”、“第二”等序数的术语来描述各种构成元件，但是构成元件不受这些术语的限制。这些术语仅用于将一个构成元件与另一构成元件区分开来。
当一个构成元件被描述为“联接”或“连接”到另一构成元件时，应理解为一个构成元件可以直接联接或连接到另一构成元件，并且在这两个构成元件之间还可以存在中间构成元件。当一个构成元件被描述为“直接联接到”或“直接连接到”另一构成元件时，应理解为在这两个构成元件之间不存在中间构成元件。
单数表达包括复数表达，除非在上下文中明确描述为不同的含义。
在本说明书中，应理解的是，术语“包含”、“包含有”、“包括”、“包括有”、“含有”、“具有”、“有”或其它变体是包含性的，因此指定所述特征、整数、步骤、操作、元件、组件或其组合的存在，但不排除一个或多个其它特征、整数、步骤、操作、元件、组件或其组合的存在或添加。
此外，“马达控制单元(MCU)”或“混合控制单元(HCU)”中包括的术语“控制单元”或“单元”仅仅是广泛用于命名用于控制特定车辆功能的控制装置(控制器或控制单元)的术语，而并不表示通用功能单元。例如，控制单元可以包括被配置为与另一控制单元或传感器通信以控制相应功能的通信装置，被配置为存储操作系统、逻辑命令和输入/输出信息的存储器，以及被配置为执行控制相应功能所需的判断、计算、决定等的一个或多个处理器。
在将描述根据本公开的示例性实施例的混合动力电动车辆的控制方法之前，将首先描述可以应用于实施例的混合动力电动车辆的结构和控制系统。
图1是示例性地示出根据本公开的示例性实施例的混合动力电动车辆的动力传动系的配置的示例的视图。
图1示出采用并联式混合动力系统的混合动力电动车辆的动力传动系，在并联式混合动力系统中，两个马达120和140以及发动机离合器130安装在内燃发动机(ICE)110和变速器150之间。由于马达140总是连接到变速器150的输入端，因此并联式混合动力系统也被称为变速器安装电驱动(transmission mounted electric drive，TMED)混合动力系统。
在这种情况下，两个马达120和140中的第一马达120设置在发动机110和发动机离合器130的一个端部之间。发动机110的发动机轴和第一马达120的第一马达轴可以彼此直接连接并总是一起旋转。
第二马达140的第二马达轴的一个端部可以连接到发动机离合器130的另一端部，并且第二马达轴的另一端部可以直接连接到变速器150的输入端。
第二马达140比第一马达120产生更高的输出。第二马达140可以用作驱动马达。此外，第一马达120在启动发动机110时可以用作启动(cranking)发动机110的启动马达。在关闭发动机时，第一马达120可以通过产生电力来回收发动机110的旋转能量。在发动机110启动的状态下，第一马达120也可以通过利用发动机110的动力来产生电力。
在包括图1所示的动力传动系的混合动力电动车辆的情况下，当在发动机启动(例如，HEV就绪)后驾驶员踩下加速踏板时，第二马达140首先在发动机离合器130分离的状态下通过利用电池的电力来驱动。因此，由于第二马达140的动力通过变速器150和主减速器(FD)160传递到车轮，因此车轮移动(即，在EV模式下)。当随着车辆缓慢加速而车辆逐渐需要更高的驱动力时，第一马达120可以操作以启动发动机110。
当发动机110启动后发动机110和第二马达140之间的速度差在预定范围内时，发动机离合器130接合，并且发动机110和第二马达140一起旋转(即，从EV模式切换到HEV模式)。因此，第二马达140的输出由于扭矩混合过程的执行而减小。发动机110的输出增加，从而可以满足驾驶员的所需扭矩。在HEV模式下，发动机110可以满足大部分所需扭矩。发动机扭矩和所需扭矩之间的差值可以由第一马达120和第二马达140中的至少一个来补偿。例如，当考虑发动机110的效率，发动机110输出高于所需扭矩的扭矩时，第一马达120或第二马达140产生与发动机扭矩的剩余量相对应的电力。当发动机扭矩低于所需扭矩时，第一马达120和第二马达140中的至少一个可以输出扭矩的不足量。
当由于车辆减速而满足预设的发动机关闭条件时，发动机离合器130分离，并且发动机110停止(即，从HEV模式切换到EV模式)。在车辆减速时，第二马达140通过利用车轮的驱动力对电池进行充电，该过程被称为制动能量再生或再生制动。
通常，有级变速器或多片式离合器，例如，双离合器变速器(DCT)可以用作变速器150。
图2是示例性地示出根据本公开的示例性实施例的混合动力电动车辆的控制系统的配置的示例的视图。
参照图2，在可以应用本公开的示例性实施例的混合动力电动车辆中，发动机控制单元210可以控制内燃发动机110，马达控制单元(MCU)220可以控制第一马达120和第二马达140的扭矩，离合器控制单元230可以控制发动机离合器130。在这种情况下，发动机控制单元210也被称为发动机管理系统(EMS)。此外，变速器控制单元250被配置为控制变速器150。
马达控制单元220可以基于马达120和140的马达角度、相电压、相电流、所需扭矩等以脉冲宽度调制(PWM)方式的控制信号控制栅极驱动单元。因此，栅极驱动单元可以控制用于驱动马达120和140的逆变器。
控制单元是上级控制单元并且连接到混合控制单元(HCU)240，混合控制单元(HCU)240被配置为控制包括切换模式过程的动力传动系的整体操作。控制单元可以响应于控制信号执行操作或向混合控制单元240提供在混合控制单元240的控制下切换驾驶模式和换挡时控制发动机离合器所需的信息和/或发动机停止控制所需的信息。
例如，混合控制单元240根据车辆的操作状态确定是否在EV-HEV模式或CD-CS模式(在PHEV的情况下)之间切换模式。为此，混合控制单元被配置为确定发动机离合器130脱离(分离)的时间点，并且混合控制单元被配置为在发动机离合器130分离时控制液压。此外，混合控制单元240可以确定发动机离合器130的状态(锁止、打滑、分离等)并控制发动机110的燃料喷射停止的时间点。此外，混合控制单元可以通过向马达控制单元220提供用于控制第一马达120的扭矩以进行发动机停止控制的扭矩指令来控制发动机的旋转能量的回收。此外，为了满足所需扭矩，混合控制单元240可以判断各个驱动源110、120和140的状态，确定分配给各个驱动源110、120和140的所需驱动力，并将扭矩指令发送到控制单元210和220以控制各个驱动源。
当然，上述控制单元之间的连接关系和控制单元的功能/分类是示例性提供的，对于本领域技术人员显而易见的是，本公开不受控制单元的名称限制。例如，除了混合控制单元240之外的其它控制单元中的任何一个可以在功能上被替换为混合控制单元240，并且混合控制单元240的相应功能可以分配给其它控制单元中的两个或更多个。
图1和图2中所示的配置只是混合动力电动车辆的配置的示例，并且对于本领域技术人员显而易见的是，适用于本公开的示例性实施例的混合动力电动车辆不限于上述结构。
本公开的示例性实施例提出了一种方法，该方法基于所需扭矩和发动机操作点确定各个马达的最佳操作点，考虑各个马达的扭矩限制来校正确定的操作点，并考虑系统限制执行校正后的操作点的扭矩补偿，从而确定HEV模式下各个马达的操作点。
首先，将参照图3描述根据本公开的示例性实施例的用于满足混合动力电动车辆的所需扭矩的各个驱动源的扭矩分配模式的示例。
图3是示例性地示出根据本公开的示例性实施例的混合动力电动车辆中各个驱动源的扭矩分配模式的示例的视图。
混合控制单元240基于驾驶员的加速踏板操作量(加速踏板位置传感器值(APS))确定所需扭矩，并执行对各个驱动源的扭矩分配，使得通过对从各个驱动源输出的扭矩求和获得的值成为所需扭矩。例如，如图3所示，当所需扭矩随着时间的推移增加后减小时，发动机110的操作点可以被确定为相对于发动机速度而言效率最好的最佳操作点。因此，当发动机操作点处的发动机扭矩高于所需扭矩(310)时，马达120和140需要产生差值的电力。当发动机扭矩低于所需扭矩(320)时，马达120和140需要输出扭矩的不足量的驱动力。在这种情况下，首先确定发动机110的操作点的原因是发动机110的效率相对低于马达120和140的效率，可以首先以最佳效率操作效率低的驱动源，从而提高整个系统效率。
接下来，将参照图4描述马达的效率特性。
图4是示例性地示出一般马达的效率特性的RPM-扭矩图的示例的视图。
以往的仅单个驱动马达可以输出驱动力的混合动力系统在需要输出接近马达的最大扭矩的扭矩410时不具有高效率。与之不同，图1所示的混合动力系统可以从第一马达120和第二马达140输出驱动力。因此，即使马达120和140均等地分担扭矩并输出相同的总和扭矩，也可以根据情况在具有高效率的操作点420处执行控制。因此，根据本公开的示例性实施例的混合动力系统考虑发动机操作点相对于所需扭矩的扭矩差和变速器的输入端的速度来确定第一马达120和第二马达140的操作点，从而进一步优化系统效率。
即，参考参照图3和图4描述的上述内容，混合控制单元240可以在HEV模式下首先考虑所需扭矩和变速器的输入端的RPM来确定发动机操作点，然后考虑第一马达120和第二马达140的效率分配所需扭矩和根据发动机操作点的发动机扭矩之间的差值，从而优化系统效率。在这种情况下，当对第一马达120或第二马达140应用扭矩限制时，混合控制单元240可以考虑扭矩限制来校正各个马达的操作点。在下文中，将描述根据本公开的示例性实施例的根据扭矩限制的操作点的校正。
由于马达或用于驱动每个马达的逆变器的故障或过热，扭矩限制可以应用于第一马达120或第二马达140。因此，在一些情况下，即使输出对应于限制值的最大扭矩或最小扭矩，也可能无法满足所需扭矩。在这种情况下，为了减少驾驶性能的劣化或驾驶员的差异感，需要通过校正操作点来满足所需扭矩。下面将描述根据示例性实施例的校正操作点的方法。
首先，当第二马达140的最大扭矩受到限制时，第一马达120需要校正扭矩差(通常为不足量)。因此，第一马达120的校正扭矩可以获得为“Max({所需扭矩-发动机扭矩-第一马达的最佳操作点的扭矩}-第二马达的最大扭矩，0)”。即，在正常状态下分配给第二马达140的扭矩由“{所需扭矩-发动机扭矩-第一马达的最佳操作点的扭矩}”确定。在这种情况下，可以通过从上述值中减去根据扭矩限制的第二马达140的最大扭矩来获得第一马达120的校正扭矩。如果减法结果表明上述值小于0，则表示不需要校正，第一马达120的校正扭矩变为0。
类似地，当第二马达140的最小扭矩受到限制时，第一马达120需要校正扭矩差(通常为剩余量)。因此，第一马达120的校正扭矩可以获得为“Min({所需扭矩-发动机扭矩-第一马达的最佳操作点的扭矩}-第二马达的最小扭矩，0)”。即，在正常状态下分配给第二马达140的扭矩由“{所需扭矩-发动机扭矩-第一马达的最佳操作点的扭矩}”确定。在这种情况下，可以通过从上述值中减去根据扭矩限制的第二马达140的最小扭矩来获得第一马达120的校正扭矩。如果减法结果表明上述值大于0，则表示不需要校正，第一马达120的校正扭矩变为0。
另一方面，当第一马达120的最大扭矩受到限制时，第二马达140需要校正扭矩差(通常为不足量)。因此，第二马达140的校正扭矩可以获得为“Max({所需扭矩-发动机扭矩-第二马达的最佳操作点的扭矩}-第一马达的最大扭矩，0)”。即，在正常状态下分配给第一马达120的扭矩由“{所需扭矩-发动机扭矩-第二马达的最佳操作点的扭矩}”确定。在这种情况下，可以通过从上述值中减去根据扭矩限制的第一马达120的最大扭矩来获得第二马达140的校正扭矩。当减法结果表明上述值小于0时，表示不需要校正，第二马达140的校正扭矩变为0。
类似地，当第一马达120的最小扭矩受到限制时，第二马达140需要校正扭矩差(通常为剩余量)。因此，第二马达140的校正扭矩可以获得为“Min({所需扭矩-发动机扭矩-第二马达的最佳操作点的扭矩}-第一马达的最小扭矩，0)”。即，在正常状态下分配给第一马达120的扭矩由“{所需扭矩-发动机扭矩-第二马达的最佳操作点的扭矩}”确定。在这种情况下，可以通过从上述值中减去根据扭矩限制的第一马达120的最小扭矩来获得第二马达140的校正扭矩。如果减法结果表明上述值大于0，则表示不需要校正，第二马达140的校正扭矩变为0。
将参照图5描述根据扭矩限制的校正的示例性实施例。
图5是示例性地示出根据本公开的示例性实施例的根据对第二马达的扭矩限制来校正第一马达的操作点的过程的示例的视图。
参照图5，假设在所需扭矩为300Nm的情况下，对应于根据变速器的输入轴的当前速度的发动机110的最佳操作点的扭矩为150Nm。在这种情况下，第一马达120和第二马达140的总和扭矩需要为150Nm以满足所需扭矩。然而，当在没有发生对任何马达的扭矩限制的情况下对应于第一马达120的最佳效率操作点的扭矩为40Nm时，混合控制单元240可以仅将110Nm的扭矩分配给第二马达140。然而，当发生对第二马达140的扭矩限制并且最大扭矩为100Nm以下时，如上所述，第一马达120的校正扭矩获得为“Max({所需扭矩-发动机扭矩-第一马达的最佳操作点的扭矩}-第二马达的最大扭矩，0)”。即，由于“Max({300-150-40}-100,0)”和“Max(10,0)”，第一马达120的校正扭矩变为10Nm。
因此，除了原有的40Nm之外，10Nm的校正扭矩进一步被分配给第一马达，从而所需扭矩中总共50Nm的扭矩被分配给第一马达。
另一方面，在本公开的示例性实施例中，可以应用根据系统限制的扭矩补偿。在这种情况下，系统限制并不表示应用于单个马达的情况的限制，而是表示共同影响两个马达120和140的限制情况，例如电池的充电状态(SOC)值的劣化或对电池的放电量的限制。
在这种情况下，混合控制单元240通过根据预设补偿比率将总补偿所需扭矩分配给第一马达120和第二马达140而减少总补偿所需扭矩。混合控制单元240可以向发动机110分配通过由两个马达分担的扭矩的减少而减少的总补偿所需扭矩。例如，假设k是扭矩补偿比率(此处，0<k<1)，各个马达的补偿扭矩如下。
第一马达120的补偿扭矩＝k*{总补偿所需扭矩}
第二马达140的补偿扭矩＝(1-k)*{总补偿所需扭矩}
将参照图6描述根据系统限制的补偿的示例性实施例。
图6是示例性地示出根据本公开的示例性实施例的根据系统限制对各个马达应用补偿扭矩的过程的示例的视图。
参照图6，假设在所需扭矩为300Nm的情况下，对应于根据变速器的输入轴的当前速度的发动机110的最佳操作点的扭矩为150Nm。在这种情况下，第一马达120和第二马达140的总和扭矩需要为150Nm才能满足所需扭矩。当在没有发生对马达的限制的情况下对应于第一马达120的最佳效率操作点的扭矩为50Nm时，混合控制单元240可以仅将100Nm的扭矩分配给第二马达140。
然而，当由于系统限制发生50Nm的总补偿所需扭矩并且k被预设为0.5时，基于上述确定方法，每个马达的补偿扭矩变为25Nm。因此，通过减去补偿扭矩而第一马达120的最终扭矩变为25Nm，通过减去补偿扭矩而第二马达140的最终扭矩变为75Nm。
另一方面，由于需要由第一马达120和第二马达140分担的扭矩因系统限制而减少总补偿所需扭矩，所以总补偿所需扭矩被进一步分配给发动机110，从而发动机110的最终扭矩可以变为200Nm。
上述混合动力电动车辆的控制方法由图7的流程图概括。
图7是示出根据本公开的示例性实施例的混合动力电动车辆中控制扭矩分配以满足所需扭矩的过程的示例的流程图。
参照图7，混合控制单元240可以在车辆以HEV模式驾驶(S701)的情况下基于变速器的输入端的速度和所需扭矩来确定发动机操作点(S702)。
要分配给第一马达120和第二马达140的扭矩可以通过从所需扭矩中减去根据发动机操作点的扭矩来获得。在这种情况下，混合控制单元240可以确定是否使用第一马达120来满足所需扭矩(S703)。
例如，当第一马达120由于电池SOC低而通过利用发动机的驱动力产生电力时，混合控制单元240可以确定不使用第一马达120来满足所需扭矩。然而，本配置仅是示例，并且本公开不一定限于此。
当混合控制单元240确定不使用第一马达120(S703中为“否”)时，可以执行默认控制以仅通过使用第二马达140来满足所需扭矩(S704)。
相反，当使用第一马达120时，混合控制单元240可以基于变速器的输入端的速度和通过从所需扭矩减去根据发动机操作点的发动机扭矩获得的值来确定各个马达的最佳操作点(S705)。例如，混合控制单元240可以确定各个马达的操作点使得实现最大系统效率。混合控制单元240可以将在首先选择任一个马达(例如，第一马达)的最佳效率操作点之后剩余的扭矩分配给另一马达。
如果发生对任一个马达的扭矩限制(S706中为“是”)，则可以基于扭矩限制量对未发生扭矩限制的马达执行操作点校正(S707)。
此外，当发生系统限制(S708中为“是”)时，可以通过总补偿所需扭矩来调整发动机的操作点，并且可以根据各个马达的补偿比率来分配补偿扭矩(S709)。
此后，可以输出最终确定的各个驱动源的扭矩(S710)。为此，混合控制单元240可以将根据发动机操作点的扭矩指令发送到发动机控制单元210，并将用于各个马达的扭矩指令发送到马达控制单元220。
根据上述本公开的示例性实施例，可以考虑扭矩限制或系统限制以及最佳操作点将扭矩分配给两个不同的马达。因此，可以提高系统效率。
另一方面，上述本公开可以实现为记录有程序的介质上的计算机可读代码。计算机可读介质包括用于存储计算机系统可读取的数据的各种存储装置。计算机可读介质的示例包括硬盘驱动器(HDD)、固态盘(SSD)、硅盘驱动器(SDD)、ROM、RAM、CD-ROM、磁带、软盘和光学数据存储装置。
在本公开的各种示例性实施例中，上述每个操作可以由控制装置执行，并且控制装置可以由多个控制装置或集成的单个控制装置配置。
在本公开的各种示例性实施例中，控制装置可以以硬件或软件的形式来实现，或者可以以硬件和软件的组合来实现。
此外，说明书中包括的诸如“单元”、“模块”等术语是指用于处理至少一种功能或操作的单元，可以通过硬件、软件或其组合来实现。
为了方便解释和准确限定所附权利要求，参照在图中示出的示例性实施例的特征的位置，利用术语“上部的”、“下部的”、“内部的”、“外部的”、“上”、“下”、“向上”、“向下”、“前”、“后”、“后面”、“内侧”、“外侧”、“向内”、“向外”、“内部”、“外部”、“之内”、“之外”、“向前”和“向后”来描述这些特征。将进一步理解的是，术语“连接”或其派生词既指直接连接又指间接连接。
为了说明和描述的目的，给出了本公开的预定示例性实施例的前述描述。这些描述并非旨在穷举本公开或将本公开限制为所公开的精确形式，并且显然，根据以上教导，许多修改和变化是可能的。选择和描述示例性实施例以解释本发明的某些原理及其实际应用，以使本领域技术人员能够实施和利用本公开的各种示例性实施例及其各种替代形式和修改形式。本公开的范围旨在由所附权利要求书及其等同内容来限定。

Claims (20)

1.一种混合动力电动车辆的控制方法，所述方法包括：
通过控制器，在特定驾驶模式下确定发动机的发动机操作点；以及
通过所述控制器，基于根据所述发动机操作点的发动机扭矩、所需扭矩和变速器的输入端的速度，确定第一马达的第一扭矩和第二马达的第二扭矩，
其中，所述第一马达直接连接到所述发动机，所述第二马达直接连接到所述变速器的输入端，并且所述第一马达和所述第二马达在利用所述发动机的驱动力的特定驾驶模式下连接。
2.根据权利要求1所述的方法，其中，
确定第一扭矩和第二扭矩包括：
确定所述第一扭矩和所述第二扭矩使得通过从所述所需扭矩中减去根据所述发动机操作点的所述发动机扭矩获得的值成为所述第一扭矩和所述第二扭矩的和。
3.根据权利要求2所述的方法，其中，
确定第一扭矩和第二扭矩被执行以确定所述第一扭矩和所述第二扭矩使得实现最大系统效率。
4.根据权利要求2所述的方法，其中，
确定第一扭矩和第二扭矩包括：
将所述第一扭矩确定为对应于所述第一马达的最佳操作点；以及
根据确定为对应于所述最佳操作点的所述第一扭矩，确定所述第二扭矩。
5.根据权利要求1所述的方法，进一步包括：
当输出限制应用于所述第一马达和所述第二马达中的一个马达时，校正所述第一马达和所述第二马达中的其余一个马达的操作点。
6.根据权利要求5所述的方法，其中，
所述输出限制包括最大扭矩限制，并且
校正操作点包括：对所述其余一个马达的扭矩应用0与通过从所述所需扭矩中减去所述发动机扭矩、所述其余一个马达的扭矩和所述一个马达的最大扭矩获得的值之间的较大值。
7.根据权利要求5所述的方法，其中，
所述输出限制包括最小扭矩限制，并且
校正操作点包括：对所述其余一个马达的扭矩应用0与通过从所述所需扭矩中减去所述发动机扭矩、所述其余一个马达的扭矩和所述一个马达的最小扭矩获得的值之间的较小值。
8.根据权利要求1所述的方法，进一步包括：
当应用系统限制时，根据预设补偿比率对所述第一扭矩和所述第二扭矩应用根据所述系统限制的总补偿所需扭矩；以及
基于所述总补偿所需扭矩调整所述发动机扭矩。
9.根据权利要求1所述的方法，其中，
确定发动机操作点包括：
将根据所述所需扭矩和所述变速器的输入端的速度的最佳操作点确定为所述发动机操作点。
10.一种非暂时性计算机可读记录介质，用于存储用于执行根据权利要求1所述的混合动力电动车辆的控制方法的程序。
11.一种混合动力电动车辆，包括：
发动机；
第一马达，直接连接到所述发动机；
第二马达，在利用所述发动机的驱动力的特定驾驶模式下连接到所述第一马达；
变速器，所述变速器的输入端直接连接到所述第二马达；以及
控制单元，在所述特定驾驶模式下确定发动机操作点，并基于根据所述发动机操作点的发动机扭矩、所需扭矩和所述变速器的输入端的速度，确定所述第一马达的第一扭矩和所述第二马达的第二扭矩。
12.根据权利要求11所述的混合动力电动车辆，其中，
所述控制单元进一步确定所述第一扭矩和所述第二扭矩使得通过从所述所需扭矩中减去根据所述发动机操作点的所述发动机扭矩获得的值成为所述第一扭矩和所述第二扭矩的和。
13.根据权利要求12所述的混合动力电动车辆，其中，
所述控制单元进一步确定所述第一扭矩和所述第二扭矩使得实现最大系统效率。
14.根据权利要求12所述的混合动力电动车辆，其中，
所述控制单元进一步将所述第一扭矩确定为对应于所述第一马达的最佳操作点，并根据确定为对应于所述最佳操作点的所述第一扭矩，确定所述第二扭矩。
15.根据权利要求11所述的混合动力电动车辆，其中，
当输出限制应用于所述第一马达和所述第二马达中的一个马达时，所述控制单元进一步校正所述第一马达和所述第二马达中的其余一个马达的操作点。
16.根据权利要求15所述的混合动力电动车辆，其中，
所述输出限制包括最大扭矩限制，并且
所述控制单元进一步对所述其余一个马达的扭矩应用0与通过从所述所需扭矩中减去所述发动机扭矩、所述其余一个马达的扭矩和所述一个马达的最大扭矩获得的值之间的较大值。
17.根据权利要求15所述的混合动力电动车辆，其中，
所述输出限制包括最小扭矩限制，并且
所述控制单元进一步对所述其余一个马达的扭矩应用0与通过从所述所需扭矩中减去所述发动机扭矩、所述其余一个马达的扭矩和所述一个马达的最小扭矩获得的值之间的较小值。
18.根据权利要求11所述的混合动力电动车辆，其中，
当应用系统限制时，所述控制单元进一步根据预设补偿比率对所述第一扭矩和所述第二扭矩应用根据所述系统限制的总补偿所需扭矩，并基于所述总补偿所需扭矩调整所述发动机扭矩。
19.根据权利要求11所述的混合动力电动车辆，其中，
所述控制单元进一步将根据所述所需扭矩和所述变速器的输入端的速度的最佳操作点确定为所述发动机操作点。
20.根据权利要求11所述的混合动力电动车辆，进一步包括：
发动机离合器，设置在所述第一马达和所述第二马达之间。
CN202211287686.8A 2022-04-04 2022-10-20 混合动力电动车辆及混合动力电动车辆的控制方法 Pending CN116923358A (zh)

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