WO2009046673A1 - Procédé de gestion de couple pour moteur électrique hybride - Google Patents

Procédé de gestion de couple pour moteur électrique hybride Download PDF

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Publication number
WO2009046673A1
WO2009046673A1 PCT/CN2008/072572 CN2008072572W WO2009046673A1 WO 2009046673 A1 WO2009046673 A1 WO 2009046673A1 CN 2008072572 W CN2008072572 W CN 2008072572W WO 2009046673 A1 WO2009046673 A1 WO 2009046673A1
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WO
WIPO (PCT)
Prior art keywords
torque
motor
request
value
power generation
Prior art date
Application number
PCT/CN2008/072572
Other languages
English (en)
French (fr)
Inventor
Shangdong Yang
Zhaozhou Jiang
Jing Huang
Original Assignee
Chery Automobile Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chery Automobile Co., Ltd. filed Critical Chery Automobile Co., Ltd.
Priority to US12/680,778 priority Critical patent/US8515606B2/en
Priority to EP08837147A priority patent/EP2200173A4/en
Publication of WO2009046673A1 publication Critical patent/WO2009046673A1/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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or 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
    • B60K6/42—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
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/167—Temporary overload of electrical drive trains of motors or generators
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0006—Digital architecture hierarchy
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009—Priority selection
    • B60W2050/0091—Priority selection of control inputs
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention belongs to the field of hybrid vehicle control, and in particular relates to a hybrid motor torque management method.
  • Hybrid vehicles take into account the advantages of internal combustion engines and pure electric vehicles. They have the advantages of low fuel consumption, low emissions, and long mileage. They are a practical solution to the energy crisis and environmental pollution.
  • the hybrid vehicle controller needs to determine the working mode according to the current vehicle operating state, and then send power and mode requests to the engine and the motor respectively.
  • the motor control unit separately controls the respective power sources according to the commands of the hybrid vehicle controller to meet the requirements of the entire vehicle.
  • the vehicle control unit When the hybrid vehicle issues an auxiliary drive, power generation or regenerative braking torque request, the vehicle control unit needs to limit these torque requests based on the state of the motor and battery. When there are more than two torque requests at the same time, the vehicle control unit needs to arbitrate the torque request before issuing a torque request to the motor. Therefore, how to limit the torque request and determine whether the torque arbitration mechanism is reasonable will directly affect the overall vehicle performance of the hybrid vehicle.
  • the invention provides a priority-based motor torque management method, which is particularly suitable for a coaxial parallel medium-duty hybrid hybrid vehicle, and realizes management of multiple torque request sources.
  • the invention includes: electric mode torque synthesis and limitation, power generation mode torque synthesis and limitation, torque arbitration management and the like.
  • the electric mode torque request is a torque request that requires the electric machine to operate in an electric mode.
  • a torque request includes an auxiliary drive torque request and a battery warm-up torque (Bw MotTq) request.
  • the auxiliary drive torque request includes a drive torque request (Mp) for the purpose of satisfying the overall vehicle performance And a drive torque request (Me) for the purpose of improving vehicle efficiency.
  • the purpose of the battery warm-up torque request and the efficiency-driven drive torque request is to improve the overall vehicle efficiency, so the large value of the two is taken as the efficiency electric torque request (Me Merge).
  • the hybrid vehicle controller When there is one or more of the above torque requests, in order to avoid damage to the motor caused by excessive or too small request torque, the hybrid vehicle controller will be powered according to the peak torque allowed by the motor and the maximum allowable continuous running torque.
  • the torque request is limited to a reasonable range, resulting in an efficient electric torque limit (Me-Little) and a performance electric torque limit (Mp-Lmit).
  • Power Generation Mode Torque request refers to a torque request that requires the motor to operate in a power generation mode.
  • a torque request includes a power generation request (Gen) due to a low battery state of charge SOC, and a regenerative braking torque request ( Regen), battery warm-up torque request (Bw-GenTq) and engine warm-up torque request (Ew_GenTq).
  • Gen power generation request
  • Regen regenerative braking torque request
  • Bw-GenTq battery warm-up torque request
  • Ew_GenTq engine warm-up torque request
  • the engine may be required to provide all or part of the power generation torque. Therefore, the smallest value of Gen, Bw-Gent and the Ew-GenTq is taken as the combined power generation torque Gen-Sync.
  • the hybrid vehicle controller HCU will be based on the minimum continuous allowable motor.
  • the torque limits the power generation torque to obtain a regenerative braking torque limit value (Regen-Lmit) and a power generation torque limit value (Gen-Lmit).
  • Torque arbitration management when there are multiple torque requests at the same time, the hybrid vehicle controller HCU will arbitrate according to the priority of each torque request, and use the highest priority torque as the current torque request.
  • the priority of the torque from large to small is: Mp - Limit, Regen - Lmit, Gen - Lmit and Me - Lmit.
  • the auxiliary drive for the purpose of satisfying the vehicle's power performance has the highest priority, the regenerative braking torque request is second, then the power generation torque request, and finally the auxiliary drive for efficiency.
  • the hybrid vehicle controller HCU determines the highest priority torque request based on the above priority, and then issues a torque request to the engine and motor control module, respectively.
  • Figure 1 is a mechanical connection diagram of the present invention
  • Figure 2 is a structural diagram of the control principle of the present invention
  • Figure 3A is a flow chart of the electric mode torque integration and limitation A
  • Figure 3B is a motor mode torque integration and limitation flow chart B
  • Figure 4 is a flow chart of power generation torque integration and limitation
  • Figure 5 is a torque arbitration flow chart.
  • the hybrid vehicle is a single-shaft parallel hybrid vehicle, and the engine 1 is arranged on the same axis as the motor 2.
  • the motor 2 is an ISG motor integrated with power generation and electric functions.
  • the hybrid vehicle powertrain uses three control units, a hybrid controller (HCU) 3, an engine management system (EMS) 4, and a motor controller (MCU) 5.
  • the three control units are responsible for controlling the entire vehicle, the engine and the motor.
  • the ISG motor operates in torque mode, speed mode and zero torque mode.
  • the so-called torque mode is an operating mode in which the torque request of the hybrid controller is satisfied.
  • the motor when the motor is operated in the torque mode, the motor has the following functions: auxiliary drive (Mp, Me), power generation (Gen), and regenerative braking (Regen).
  • the hybrid controller determines the torque request of the system according to factors such as the state of the vehicle, the driver's demand, and the like, and then divides the requested torque. For the electric mode torque request and the generator mode torque request, the requested torque is combined and limited to ensure that each torque request is within a reasonable range, and then these torques are arbitrated according to the set priority, and the priority is given. The highest torque request is smoothed and sent to the motor control module to achieve the required torque.
  • the electric mode torque request is a torque request that requires the motor to operate in electric mode.
  • torque requests include an auxiliary drive torque request and a battery warm-up torque (Bw - MotTq) request.
  • the auxiliary drive torque request includes a drive torque request (Mp) for the purpose of satisfying the overall vehicle performance and a drive torque request (Me) for the purpose of improving the overall vehicle efficiency.
  • Battery warm-up torque and efficiency-driven drive torque request (Me) are aimed at improving overall vehicle efficiency. Therefore, the larger of the two is taken as the efficiency electric torque request (Me-Merge).
  • the hybrid controller will limit the electric torque request to a reasonable range according to the peak torque allowed by the motor and the allowable continuous running maximum torque, so as to obtain the efficiency electric torque limit value (Me-limit ⁇ and performance electric Torque limit value (Mp - Lmit).
  • step1 - step4 are the synthesis process of Me and Bw - MotTq torque.
  • the efficiency electric torque flag (me-flag) is set to 1, and use the larger one of the two as the combined efficiency electric twisting me- merge.
  • Step5-step7 is the effect of whether the Mp request has a synthetic twist on mp_syn and me- syn.
  • Step8-stepl6 is the limiting process for mp- syn, and finally the performance torque limit value mp_limit is obtained.
  • step 12 Determine whether mp_ syn is less than the peak torque of the motor (peak-torque). If it is established, set mp_limit to mp_init_limit(step 15). If not, the mp- syn is more than the motor can provide. The maximum torque sets the requested torque to the motor peak torque (stepl6). When steplO is established, it is further determined whether the mp_ syn exceeds the continuous maximum torque of the motor (stepl l).
  • the mp_limit is set to mp_syn(stepl4), if the motor is exceeded For continuous maximum torque, limit mp_limit to the maximum continuous motor torque (stepl3).
  • Step 16 and step 17 are the limiting processes for Me torque.
  • the process is to limit the Me request value to a set minimum value and the maximum torque of the motor continuous operation.
  • the power torsion mode torque request is a torque request that requires the motor to operate in the power generation mode.
  • torque requests include a power generation request (Gen) due to a low battery state of charge SOC, a regenerative braking torque request (Regen), a battery warm-up torque request (Bw-Gentq), and an engine warm-up torque. Request (Ew_GenTq).
  • the HCU When there is the above torque request, the motor needs to work in the state of generating electricity, and the requested torque value at this time.
  • the HCU will limit the power generation torque according to the minimum continuous torque allowed by the motor, and obtain the regenerative braking torque limit value (Regen-Lmit) and the power generation torque limit value (Gen). — Lmit ).
  • Stepl8 - step21 is the regenerative braking torque processing process.
  • the corresponding flag (regen_flag) is set to 1 (true), and the requested braking torque cannot be less than the minimum continuous running of the motor. Torque (step 21).
  • the process of generating torque is step22 - step35.
  • the specific process of S23 - S28 is: when one of the battery warm-up request, the engine warm-up request and the battery charging request is established, the synthesized power generation request flag is set to 1 (step 26), and the smallest one of the three
  • the torque is requested as a power generation torque (step 27).
  • Step29 indicates that the power generation torque cannot be less than the minimum torque for continuous operation of the motor.
  • Step30 is based on the current motor tachometer to find the engine's acceptable power generation torque.
  • Step31 indicates that the generator torque cannot exceed the range acceptable for the engine at the current speed.
  • the power generation request is the torque that the engine needs to provide for the total power request torque minus the torque provided by the regenerative brake.
  • Step33 - step35 indicates that the power generation torque is set to zero when the power generation request torque is greater than the set minimum value (note that the power generation torque is a negative value).
  • the hybrid controller When multiple torque requests are present at the same time, the hybrid controller will arbitrate according to the priority of each torque request, and the highest priority torque will be used as the current torque request.
  • the priority of the torque from large to small is: Mp— Limit, Regen—Lmit, Gen—Lmit and Me—Lmit.
  • the auxiliary drive for the purpose of satisfying the vehicle's power performance has the highest priority, the regenerative braking torque request is second, then the power generation torque request, and finally the auxiliary drive for efficiency.
  • the hybrid controller determines based on the above priority. Respond to the highest priority torque request and then issue a torque request to the engine and motor control module respectively.
  • Figure 5 shows the process of arbitrating the above synthesized and limited torque. First, judge the Mp request with the highest priority. If the Mp_flag is l (true), set the motor torque request value (ISG_reqTqSyn) to mp_limit (step41); if there is no Mp request, judge whether there is any regenerative system.
  • Dynamic torque request (regen-flag), if there is a request and the requested torque value is less than the power generation torque request value, the torque request to the motor is set to regen_limit (step 42); if there is no regenerative braking torque request, it is judged whether There is a power generation (gen_flag) request, if any, ISG_reqTqSyn is set to gen_limit(step43); if there is no power generation torque request, it is judged whether there is a Me request, if any, ISG_reqTqSyn is set to Me_limit(step44); If there is no Me request, set ISG_ reqTqSyn to zero.
  • the torque is also smoothed after calculating the requested torque to be sent to the ISG (S45).
  • the torque arbitrated and smoothed torque will eventually be sent to the ISG motor to meet the HCU torque requirements to complete the various torque modes of the hybrid vehicle of the present invention.

Description

一种混合动力电机扭矩管理方法
本申请要求于 2007 年 9 月 30 日提交中国专利局、 申请号为 200710164139.x, 发明名称为"一种混合动力电机扭矩管理方法"的中国专利申 请的优先权， 其全部内容通过引用结合在本申请中。
技术领域
本发明属于混合动力汽车控制领域，尤其涉及一种混合动力电机扭矩管理 方法。
背景技术
能源危机和环境污染已成为制约全球发展重要因素，研究节能、环保的汽 车是緩解能源压力、降低环境污染的有效手段之一。 混合动力汽车兼顾了内燃 机汽车和纯电动汽车的优点， 具有低油耗、 低排放、 长行驶里程等优点， 是当 前切实可行的一种解决能源危机和环境污染的方案。
由于并联式混合动力汽车具有两个动力源，发动机和电机， 混合动力整车 控制器（HCU )需要根据当前汽车运行状态， 进行工作模式判定， 然后分别向 发动机和电机发出动力和模式请求，发动机和电机控制单元根据混合动力整车 控制器的命令分别控制各自的动力源以满足整车的需求。
当混合动力车发出辅助驱动、发电或再生制动扭矩请求时， 整车控制单元 需要根据电机、 电池^动机的状态对这些扭矩请求进行限制。 当同时存在两 个以上扭矩请求时，整车控制单元需要对扭矩请求进行仲裁， 然后才向电机发 出扭矩请求。因此，如何对扭矩请求进行限制以及判断扭矩仲裁机制是否合理， 将直接影响到混合动力车的整车性能。
发明内容
本发明提出一种基于优先级的电机扭矩管理方法，特别适合同轴并联中度 混合式混合动力车， 实现对多个扭矩请求源的管理。
发明内容包括： 电动模式扭矩合成及限制、发电模式扭矩合成及限制， 扭 矩仲裁管理等部分。
1、 电动模式扭矩请求是要求电机在电动模式下工作的扭矩请求，在本申请 中 ,这类扭矩请求包括辅助驱动扭矩请求和电池暖机扭矩 ( Bw MotTq )请求。 其中辅助驱动扭矩请求包括以满足整车动力性能为目的的驱动扭矩请求（Mp ) 和以提高整车效率为目的的驱动扭矩请求（ Me )。 电池暖机扭矩请求和以效率 为目的的驱动扭矩请求的目的都是为了提高整车效率，因此取两者中的大值作 为效率电动扭矩请求 ( Me Merge )。
当存在上述一个或多个扭矩请求时， 为了避免过大或过小的请求扭矩对 电机造成损害，混合动力整车控制器会根据电机许可的峰值扭矩和允许的连续 运行最大扭矩等条件将电动扭矩请求限制合理的范围内 ,从而得到效率电动扭 矩限制值（Me— Limit )及性能电动扭矩限制值（Mp— Lmit )。
2.发电模式扭矩请求就是指要求电机工作在发电模式下的扭矩请求， 在 本发明中，这类扭矩请求包括由于电池荷电状态 SOC过低发出发电请求 (Gen)、 再生制动扭矩请求（Regen ), 电池暖机扭矩请求（ Bw— GenTq )及发动机暖机 扭矩请求（Ew_GenTq )。
在电池和发动机需要暖机， 或电池需要充电时， 均有可能要求发动机提 供全部或部分发电扭矩， 因此取 Gen, Bw— GenTq及 Ew— GenTq中最小的值作 为合成发电扭矩 Gen— Syn。
当存在上述扭矩请求时， 电机需要工作在发电状态， 此时请求的扭矩值 为负值，为了将电机发电扭矩限制在合理的范围内，混合动力整车控制器 HCU 会根据电机允许的最小连续扭矩对发电扭矩进行限制，从而得到再生制动扭矩 限制值（Regen— Lmit )和发电扭矩限制值（Gen— Lmit )。
3.扭矩仲裁管理， 当同时存在多个扭矩请求的时， 混合动力整车控制器 HCU会根据各个扭矩请求的优先级进行仲裁， 将优先级最高的扭矩作为当前 的扭矩请求。扭矩的优先级由大到小依次为： Mp— Limit, Regen— Lmit, Gen— Lmit 及 Me— Lmit。从优先级可以看出， 满足汽车动力性能为目的的辅助驱动具有最 高优先级， 再生制动扭矩请求次之， 然后是发电扭矩请求， 最后是以效率为目 的的辅助驱动。
当出现多个扭矩请求源时 , 混合动力整车控制器 HCU根据上述优先级判 断， 响应优先级最高的扭矩请求， 然后分别向发动机及电机控制模块发出扭矩 请求。
附图说明
图 1 是本发明的机械连接图； 图 2是本发明控制原理结构图；
图 3A是电动模式扭矩综合及限制流程图 A;
图 3B是电机模式扭矩综合及限制流程图 B;
图 4 是发电模式扭矩综合及限制流程图；
图 5 是扭矩仲裁流程图。
具体实施方式
如图 1所示， 混合动力汽车为单轴并联混合式汽车，发动机 1与电机 2同 轴布置， 电机 2是由发电及电动功能集成一体的 ISG电机。混合动力车动力系 统使用了三个控制单元， 混合动力控制器（HCU ) 3、发动机管理系统（EMS ) 4和电机控制器（MCU ) 5。 所述三个控制单元分别负责对整车、 发动机及电 机进行控制。
ISG电机可工作于扭矩模式、 速度模式及零扭矩模式。 所谓扭矩模式是以 满足混合动力控制器的扭矩请求而所处的工作模式。本发明中，在电机工作于 扭矩模式时， 电机具有的功能有： 辅助驱动 (Mp, Me)、 发电 (Gen)和再生制动 (Regen)。
图 2所示为本发明中混合动力控制器进行扭矩管理的结构图，其实施方式 是：混合动力控制器根据整车状态、驾驶员需求等因素判断出系统的扭矩请求， 然后将请求扭矩分为电动模式扭矩请求和发电模式扭矩请求，再把请求的扭矩 进行综合和限制， 以保证每个扭矩请求均在合理的范围内， 然后把这些扭矩按 照设定的优先级进行仲裁，将优先级最高的扭矩请求进行平滑处理后送往电机 控制模块， 以实现需求的扭矩。
1、 电动模式扭矩合成及限制
电动模式扭矩请求就是要求电机工作在电动模式下的扭矩请求。 在本发 明中， 这类扭矩请求包括辅助驱动扭矩请求和电池暖机扭矩（Bw— MotTq )请 求。 其中辅助驱动扭矩请求包括以满足整车动力性能为目的的驱动扭矩请求 ( Mp )和以提高整车效率为目的的驱动扭矩请求（ Me )。 电池暖机扭矩和以 效率为目的的驱动扭矩请求（Me )都是以提高整车效率为目的的。 因此取两 者中的较大值作为效率电动扭矩请求（ Me— Merge )。
当存在上述一个或多个扭矩请求时，为了避免过大或过小的请求扭矩对电 机造成损害，混合动力控制器会根据电机许可的峰值扭矩和允许的连续运行最 大扭矩等条件将电动扭矩请求限制在合理的范围内 ,从而得到效率电动扭矩限 制值（Me— Limit丄和性能电动扭矩限制值（Mp— Lmit )。
对电动模式扭矩进行合成及限制的过程如图 3A及图 3B所示， 步骤 stepl - step4为 Me和 Bw— MotTq扭矩的合成过程。 有 Me请求或者电池需要暖机 时， 将效率电动扭矩标志位（me— flag )置 1 , 将两者中扭矩更大的一个作为合 成效率电动扭巨 me— merge。 step5-step7为是否有 Mp请求对合成扭巨 mp_syn 及 me— syn的影响。 step8-stepl6为对 mp— syn的限制过程， 最终得到性能扭矩 限制值 mp— limit。 所述限制的具体过程为： 首先判断初始性能扭矩限制值 mp_init_limit(S 10)是否小于当前电机所能提供的连续最大扭矩 (cont— max) , 若 不小于电机连续最大扭矩则进入 stepl2, step 12判断 mp— syn是否小于电机的 峰值扭矩 (peak— torque) , 若成立就将 mp— limit设置为 mp— init— limit(step 15), 若 不成立， 也就是说 mp— syn超过了电机所能提供的最大扭矩则将请求扭矩设置 为电机峰值扭矩 (stepl6)。 当 steplO成立时，进一步判断 mp— syn是否超过了电 机的连续最大扭矩 (stepl l), 如果没超过电机的连续最大扭矩， 将 mp— limit设 置为 mp— syn(stepl4)， 如果超过了电机的连续最大扭矩， 将 mp— limit限制为电 机连续最大扭矩 (stepl3)。 通过上述过程， 将性能电动扭矩合成值限制在电机 的连续扭矩和峰值扭矩范围之内。
step 16和 step 17为对 Me扭矩的限制过程。 其过程是将 Me请求值限制在 了一个设定的最小值和电机连续运行最大扭矩之间。
2、 发电模式扭矩合成及限制
发电扭模式扭矩请求是指要求电机工作在发电模式下的扭矩请求。 在本 申请中， 这类扭矩请求包括由于电池荷电状态 SOC过低发出发电请求 (Gen), 再生制动扭矩请求（Regen ), 电池暖机发电扭矩请求（Bw— GenTq )及发动机 暖机扭矩请求（Ew_GenTq )。
电池和发动机需要暖机， 或电池需要充电时， 均有可能要求发动机提供 全部或部分发电扭矩。 因此取 Gen, Bw— GenTq及 Ew— GenTq中最小的值作为 合成发电扭矩 Gen— Syn。
当存在上述扭矩请求时， 电机需要工作在发电的状态，此时请求的扭矩值 为负值， 为了将电机发电扭矩限制在合理的范围内， HCU会根据电机允许的 最小连续扭矩对发电扭矩进行限制， 得到再生制动扭矩限制值（Regen— Lmit ) 及发电扭矩限制值（ Gen— Lmit )。
图 4示出了发电模式扭矩的合成及限制过程。 stepl8 - step21为再生制动 扭矩处理过程， 当有再生制动扭矩请求时， 将相应的标志位 (regen— flag)置 l(true), 并且请求的制动扭矩不能小于电机连续运行的最小的扭矩 (step 21)。
对发电扭矩的处理过程为 step22 - step35。 S23 - S28的具体过程为， 当电 池暖机发电请求、发动机暖机请求和电池充电请求其中有一个条件成立时，将 合成的发电请求标识置 l(step26)，且将三者中最小的一个扭矩作为发电扭矩请 求 (step27)。 step29表示发电扭矩不能小于电机连续运行的最小扭矩。 step30 是根据当前电机转速表查出发动机可接受的发电扭矩。 step31表示发电扭矩不 能超过当前转速下发动机可接受的范围。发电请求是发动机需要提供的扭矩为 总的发电请求扭矩减去再生制动提供的扭矩。 step33 - step35表示当发电请求 扭矩大于设定的最小值 (注意发电扭矩为负值)则将发电扭矩设为零。
3、 扭矩仲裁管理
当同时存在多个扭矩请求时， 混合动力控制器会根据各个扭矩请求的优 先级进行仲裁，将优先级最高的扭矩作为当前的扭矩请求。扭矩的优先级由大 到小依次为： Mp— Limit, Regen— Lmit, Gen— Lmit及 Me— Lmit。 从优先级排序看 出， 以满足汽车动力性能为目的的辅助驱动具有最高优先级，再生制动扭矩请 求次之， 然后是发电扭矩请求， 最后是以效率为目的的辅助驱动。
当出现多个扭矩请求源时， 混合动力控制器根据上述优先级判断。 响应 优先级最高的扭矩请求， 然后分别向发动机及电机控制模块发出扭矩请求。
图 5所示是对上述经过合成和限制的扭矩进行仲裁的过程。首先判断具有 最高优先级的 Mp 请求， 如 Mp— flag 为 l(true)， 则将电机的扭矩请求值 (ISG_reqTqSyn )设为 mp— limit(step41); 如无 Mp请求时，判断是否有再生制动 扭矩请求 (regen— flag), 若有请求且请求扭矩值小于发电扭矩请求值， 则将发往 电机的扭矩请求设为 regen— limit(step42); 若无再生制动扭矩请求时， 判断是 否有发电 （gen— flag)请求， 若有则将 ISG— reqTqSyn设为 gen— limit(step43); 若 没有发电扭矩请求则判断是否有 Me 请求， 若有则将 ISG— reqTqSyn设为 me_limit(step44); 若没有 Me请求， 则将 ISG— reqTqSyn设为零。 当计算出应 该送往 ISG的请求扭矩大小后还需要对扭矩进行平滑化处理 (S45)。
经过扭矩仲裁和平滑化的扭矩最终将送往 ISG电机， 以满足 HCU的扭矩 需求， 完成本发明中混合动力车的各种扭矩工作模式。

Claims

权 利 要 求
1、 一种电机扭矩管理方法， 混合动力控制器根据整车状态和驾驶员需求 判定出系统的扭矩请求，将请求的扭矩进行综合和限制， 以保证每个扭矩请求 均在合理的范围内， 然后将这些扭矩按照设定的优先级进行仲裁，将优先级最 高的扭矩请求进行平滑处理后送往电机控制模块， 以实现需求的扭矩。
2、 根据权利要求 1所述的电机扭矩管理方法， 其特征在于， 所述扭矩请 求分为电动模式扭矩请求和发电模式扭矩请求， 所述管理方法包括： 电动模式 扭矩合成及限制， 发电模式扭矩合成及限制， 以及扭矩仲裁管理。
3、 根据权利要求 2所述的电机扭矩管理方法， 其特征在于： 电动模式扭 矩请求包括辅助驱动扭矩请求和电池暖机扭矩请求，其中辅助驱动扭矩请求包 括以满足整车动力性能为目的的性能电动扭矩请求和以提高整车效率为目的 的效率电动扭矩请求； 电动模式扭矩合成及限制分为性能电动扭矩的合成限 制， 最终得到性能电动扭矩限制值； 以及效率电动扭矩的合成限制， 最终得到 效率电动扭矩限制值。
4、 根据权利要求 3所述的电机扭矩管理方法， 其特征在于， 性能电动扭 矩合成限制过程为：判断性能电动扭矩限制初始值是否小于当前电机所能提供 的连续最大扭矩， 若小于，进一步判断性能电动扭矩综合值是否小于电机的连 续最大扭矩， 当判断为小于时，将性能电动扭矩限制值设置为性能电动扭矩综 合值， 当判断为不小于时， 将性能电动扭矩综合值限制为电机连续最大扭矩； 若不小于电机连续最大扭矩，则判断性能电动扭矩综合值是否小于电机的峰值 扭矩， 若小于就将最终性能电动扭矩限制值设置为性能电动扭矩限制初始值， 若不小于， 则将请求扭矩设置为电机峰值扭矩。
5、 根据权利要求 3所述的电机扭矩管理方法， 其特征在于， 效率电动扭 矩的合成限制过程为：取效率电动扭矩综合值和电机连续最小扭矩值中的较小 值作为效率电动扭矩限制初始值；取效率电动扭矩综合值和电机设定最小扭矩 值中的较大值作为效率电动扭矩限制值。
6、 根据权利要求 2所述的电机扭矩管理方法， 其特征在于： 发电模式下 的扭矩请求包括由于电池荷电状态过低发出发电请求、再生制动扭矩请求、 电 池暖机扭矩请求及发动机暖机扭矩请求； 当存在上述扭矩请求时，混合动力控制器 HCU根据电机允许的最小连续扭 矩对发电扭矩进行限制 , 得到再生制动扭矩限制值及发电扭矩限制值。
7、 根据权利要求 6所述的电机扭矩管理方法， 其特征在于：
所述发电模式扭矩合成及限制的过程主要有两个部分， 第一部分通过将再 生制动扭矩限制在电机连续最小扭矩之上得到所述再生制动扭矩限制值； 在第二部分中， 取发动机暖机、 电池暖机及电池充电扭矩中的最小值作为 合成的发电扭矩值 ,将该合成值限制在电机连续最小扭矩之上得到发电第一扭 矩值；然后通过将发电第一扭矩值与再生制动扭矩限制值的差值限制在发动机 可接收的最大发电扭矩之内，得到发电第二扭矩值； 将发电第二扭矩值与再生 制动扭矩限制值之和作为发电第三扭矩值， 将其限制在一最小扭矩之上，并将 发电第三扭矩值作为发电扭矩限制值。
8、 根据权利要求 2 - 7任一项所述的电机扭矩管理方法， 其特征在于： 扭 矩仲裁管理为： 当同时存在多个扭矩请求的时候， 混合动力控制器会依据各个 扭矩请求的优先级进行仲裁， 将优先级最高的扭矩作为当前的扭矩请求。
9、 根据权利要求 8所述的电机扭矩管理方法， 其特征在于： 扭矩的优先 级由大到小为： 性能电动扭矩限制值， 再生制动扭矩限制值， 发电扭矩限制值 及效率电动扭矩限制值。
10、 根据权利要求 1 - 9任一项所述的电机扭矩管理方法， 其特征在于所 述管理方法用于同轴并联中度混合式动力车。
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EP2200173A4 (en) 2011-07-27

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