WO2011026435A1 - 电动汽车无级变速器的速比控制方法 - Google Patents

电动汽车无级变速器的速比控制方法 Download PDF

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Publication number
WO2011026435A1
WO2011026435A1 PCT/CN2010/076589 CN2010076589W WO2011026435A1 WO 2011026435 A1 WO2011026435 A1 WO 2011026435A1 CN 2010076589 W CN2010076589 W CN 2010076589W WO 2011026435 A1 WO2011026435 A1 WO 2011026435A1
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Prior art keywords
speed
motor
speed ratio
continuously variable
variable transmission
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PCT/CN2010/076589
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English (en)
French (fr)
Inventor
陈志鹏
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奇瑞汽车股份有限公司
芜湖普威技研有限公司
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Priority to BRPI1015193-1A priority Critical patent/BRPI1015193B1/pt
Priority to JP2012527195A priority patent/JP5410610B2/ja
Priority to EP10813357.0A priority patent/EP2474457B1/en
Publication of WO2011026435A1 publication Critical patent/WO2011026435A1/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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • 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
    • B60K6/26—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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/081—Speed
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1061—Output power

Definitions

  • the invention relates to a speed ratio control method for an electric vehicle transmission, and belongs to the technical field of electric vehicle manufacturing. Background technique
  • the continuous change of the speed ratio of the continuously variable transmission makes the whole vehicle have the ability to continuously change the output torque and speed of the power system to adapt to changes in external power demand.
  • the control of the speed ratio change of the continuously variable transmission is completely dependent on the throttle pedal, and the target speed ratio is determined according to the throttle pedal opening degree and the engine optimum characteristic curve to control the actual speed of the continuously variable transmission.
  • Speed ratio In order to compensate for the problem of power system response lag, the existing continuously variable transmission corrects the target CVT speed ratio according to the vehicle speed, gp: determines whether to change the speed ratio of the stepless speed changer according to the throttle opening degree and the vehicle speed of the vehicle running state.
  • the technical problem to be solved by the present invention is to propose a speed ratio control method for a continuously variable transmission suitable for an electric vehicle, so that the motor can better exert its performance.
  • the key point of the speed ratio control method of the electric vehicle continuously variable transmission of the present invention includes the following steps: the controller collects the accelerator pedal opening signal, the motor speed and the speed ratio of the continuously variable transmission in real time, and adjusts the motor speed according to the above signal or The speed ratio of the continuously variable transmission enables the motor to operate within the motor speed range with high system efficiency under the premise of satisfying the power demand of the whole vehicle.
  • the motor has a high-efficiency speed range, and the motor can best perform its performance only when the motor speed is within this speed range.
  • the accelerator pedal opening signal is equivalent to the target speed of the motor, which represents the driver's intention. When the accelerator pedal opening becomes large, the driver needs to accelerate or increase the torque. Combined with the accelerator pedal opening and the current speed ratio, the driver's demand power or torque can be known, and the vehicle power requirement can be ensured. By comprehensively adjusting the speed ratio and the speed, the motor can work as much as possible in the high speed range, so that the performance of the motor can be better utilized.
  • the controller keeps the speed ratio of the continuously variable transmission unchanged, and adjusts the current speed of the motor to the target speed; if the accelerator pedal opening degree corresponds The target speed is not within the high speed range of the motor.
  • the controller first calculates the required power according to the target speed and the current speed ratio, and then adjusts the motor speed and the speed ratio of the continuously variable transmission according to the calculation result, so that the adjusted output power is equal to the required power. And try to make the adjusted motor speed in or near the high speed range.
  • the controller first calculates the required power according to the target speed and the current speed ratio, and then adjusts the engine speed to the high-efficiency speed range of the motor. Finally, adjust the speed ratio so that the adjusted output power is equal to the required power. If the speed ratio has not been adjusted to the limit value, the speed ratio is kept at the limit value, and the engine speed is continuously adjusted until the adjusted output power is equal to the required power. .
  • the above demand power is proportional to the quotient of the target speed and the current speed ratio, and the output power is proportional to the quotient of the current speed and the current speed ratio.
  • the controller also collects the vehicle speed information in real time, when the target speed is higher than the current speed, and adjusts When the vehicle speed is not increased within the predetermined time, the controller controls the continuously variable transmission to increase the speed ratio. In this way, the driver only has to step on the accelerator pedal deeply, and the speed of the motor will continuously increase. However, the speed of the motor is not improved due to the load. At this time, the speed ratio is increased, and the torque of the vehicle can be increased to meet the driver's demand.
  • the adjustment ratio of the speed ratio is the larger the adjustment ratio of the speed ratio is, and the adjustment change rate of the speed ratio is the change value of the speed ratio per unit time.
  • the speed ratio control method of the continuously variable transmission of the electric vehicle of the invention optimizes the efficiency of the motor and the power system on the basis of ensuring the power demand of the whole vehicle through reasonable speed ratio control and motor speed adjustment. Working at an optimal state, thereby improving energy efficiency and driving maneuverability.
  • FIG. 1 is a schematic flow chart of a speed ratio control method for a continuously variable transmission of an electric vehicle according to the present invention
  • FIG. 2 is a schematic diagram of a control system for a continuously variable transmission of an electric vehicle according to the present invention. detailed description
  • FIG. 1 is a schematic flow chart of a speed ratio control method of an electric vehicle continuously variable transmission according to the present invention.
  • Fig. 2 is a schematic view showing the control system of the continuously variable transmission of the electric vehicle of the present invention.
  • various connections in the control system are identified by different reference numerals, including mechanical connection 100, electrical connection 200, CAN communication 300 and CAN network 400.
  • the CVT (Continuously Variable Transmission) in Figure 2 is a continuously variable transmission
  • the TCU Transmission Control Unit
  • the MCU Micro Control Unit
  • the speed ratio control method for the continuously variable transmission of the electric vehicle of the present embodiment specifically includes the following steps:
  • the controller collects the accelerator pedal opening signal, the motor speed and the speed ratio of the continuously variable transmission in real time;
  • the controller controls the speed ratio of the continuously variable transmission to remain unchanged, and adjusts the speed of the motor to the target speed;
  • the controller If the current speed of the motor is lower than the high speed range, the controller first increases the motor speed to the high speed range, and then reduces the speed ratio so that the adjusted output power is equal to the required power. If the speed ratio has dropped to the minimum, it still cannot. If satisfied, the speed ratio is kept at a minimum value, and the engine speed is increased until the adjusted output power is equal to the required power;
  • the controller If the current speed of the motor is higher than the high-efficiency speed range, the controller first reduces the motor speed to the high-efficiency speed range, and then increases the speed ratio so that the adjusted output power is equal to the required power. If the speed ratio has risen to the maximum value, If it is not satisfied, keep the speed ratio at the maximum and reduce the engine speed until the adjusted output power is equal to the required power.
  • the above demand power is proportional to the quotient of the target speed and the current speed ratio, and the output power is proportional to the quotient of the current speed and the current speed ratio.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Description

电动汽车无级变速器的速比控制方法
技术领域
本发明涉及一种电动汽车变速器的速比控制方法， 属于电动汽车制造技术领域。 背景技术
现在很多内燃机汽车已经开始使用无级变速器， 无级变速器速比的连续变化， 使 整车具有连续改变动力系统驱动输出转矩与转速的能力，以适应外界功率需求的变化。 相比于传统的手动变速器的变速， 无级变速器的速比变化的控制完全依赖于节气门踏 板， 根据节气门踏板开度和发动机最佳特性曲线确定目标速比， 以控制无级变速器的 实际速比。 为了弥补动力系统响应滞后的问题， 现有的无级变速器根据车辆速度来修 正目标 CVT速比， gp : 根据车辆行驶状态的节气门开度和车速来决定是否改变无级变 速器的速比。
随着石油资源的日益枯竭和人们环保意识的增强， 电动汽车已经越来越受到人们 的欢迎， 目前的电动汽车一般采用单速比或两速比换档机构， 不能有效调节电动机的 工作区间， 致使电动机无法在最高效的区间内稳定工作， 这就需要电动汽车也采用无 级变速器， 以更好地发挥电动机的性能。 但是， 传统内燃机汽车的无级变速器的控制 方法的参考目标与电动汽车不同， 因此无法在电动汽车上直接采用。 发明内容
本发明的所要解决的技术问题在于， 提出一种适合电动汽车的无级变速器的速比 控制方法， 以使电动机能够更好地发挥其性能。
本发明的电动汽车无级变速器的速比控制方法的关键之处在于包括如下步骤： 控 制器实时采集加速踏板开度信号、 电动机转速和无级变速器的速比值， 并根据上述信 号调节电动机转速或者无级变速器的速比值，使电动机在满足整车动力需求的前提下， 工作在系统效率较高的电机转速范围内。
电动机都有一个高效转速范围， 只有当电动机转速在此转速范围内时， 电动机才 能最好的发挥其性能。 加速踏板开度信号相当于电动机的目标转速， 代表了驾驶者的 意图， 加速踏板开度变大就表示驾驶者要加速或者提高扭矩。 结合加速踏板开度和当 前的速比值即可得知驾驶者的需求功率或扭矩， 在保证整车动力需求的前提下， 就可 以综合调节速比值和转速， 使电动机尽量工作在高效转速范围内， 从而更好地发挥电 动机的性能。
上述控制方法中， 若加速踏板开度所对应的目标转速在电动机高效转速范围内， 控制器保持无级变速器的速比不变， 将电动机当前转速调整到目标转速； 若加速踏板 开度所对应的目标转速未在电动机高效转速范围内， 控制器首先根据目标转速与当前 速比值计算出需求功率， 然后根据计算结果调整电动机转速和无级变速器的速比， 使 得调整后的输出功率等于需求功率， 并且尽量使调整后的电动机转速处于高效转速范 围内或附近。
更具体的说， 若加速踏板开度所对应的目标转速未在电动机高效转速范围内， 控 制器首先根据目标转速与当前速比值计算出需求功率， 然后将发动机转速调整到电动 机高效转速范围内， 最后调整速比， 使得调整后的输出功率等于需求功率， 若速比已 经调整到极限值仍然不能满足， 则将速比保持在极限值， 继续调整发动机转速， 直到 调整后的输出功率等于需求功率。
上述需求功率与目标转速和当前速比值的商成正比， 输出功率与当前转速和当前 速比值的商成正比。
因为有时驾驶者加大速踏板开度的目的是为了提高扭矩， 例如在上坡时深踩加速 踏板， 为满足上述目的， 控制器还实时采集车速信息， 当目标转速高于当前转速， 且 调整后预定时间内车速未提高时， 则控制器控制无级变速器提高速比。 这样驾驶者只 要一直深踩加速踏板， 电动机的转速就会不断升高， 但是因为负载的原因， 车速并没 有提高， 此时提高速比， 就能够加大汽车的扭矩， 满足驾驶者的需求。
为了提高驾驶的操控性， 上述目标转速与当前转速的差值越大， 则速比的调整变 化率就越大， 所述速比的调整变化率为单位时间内速比的变化值。 通过改变速比的调 整变化率， 可以改变汽车的加速时间， 改善驾驶的操控性。
本发明的电动汽车无级变速器的速比控制方法， 通过合理的速比控制和电动机转 速调节， 使变速器与电动机更加匹配， 在保证整车动力需求的基础上优化了电动机的 效率， 使动力系统工作在最佳状态， 从而改善了能量利用效率和驾驶的操控性。 附图说明
图 1是本发明电动汽车无级变速器的速比控制方法流程示意图；
图 2是本发明电动汽车无级变速器控制系统示意图。 具体实施方式
下面结合具体实施例和附图对本发明的技术方案进行详细地说明。
图 1是本发明电动汽车无级变速器的速比控制方法流程示意图。 图 2是本发明电 动汽车无级变速器控制系统示意图。 在图 2中， 通过不同的附图标记标识在该控制系 统中的各种连接方式， 其中包括机械连接 100， 电器连接 200， CAN通讯 300和 CAN 网络 400。 另外， 图 2中的 CVT ( Continuously Variable Transmission ) 为无级变速器， TCU ( Transmission Control Unit ) 为自动变速箱控制单元， MCU ( Micro Control Unit ) 为电机控制器。
如图 1结合图 2所示， 本实施例的电动汽车无级变速器的速比控制方法具体包括 如下步骤：
A: 控制器实时采集加速踏板开度信号、 电动机转速和无级变速器的速比值；
B : 若加速踏板开度所对应的电动机目标转速在高效转速范围内， 控制器控制无 级变速器的速比值保持不变， 并将电动机的转速调整到目标转速；
C : 若加速踏板开度所对应的电动机目标转速未在高效转速范围内， 控制器首先 根据目标转速与当前速比值计算出需求功率， 然后执行下述 Cl、 C2歩骤：
C1 : 若电动机当前转速低于高效转速范围， 控制器首先将电动机转速提高至高效 转速范围内， 然后降低速比值， 使得调整后的输出功率等于需求功率， 若速比已经降 到最小值仍然不能满足， 则将速比保持在最小值， 提高发动机转速， 直到调整后的输 出功率等于需求功率；
C2 : 若电动机当前转速高于高效转速范围， 控制器首先将电动机转速降至高效转 速范围内， 然后提高速比值， 使得调整后的输出功率等于需求功率， 若速比已经升高 到最大值仍然不能满足， 则将速比保持在最大值， 降低发动机转速， 直到调整后的输 出功率等于需求功率。
上述需求功率与目标转速和当前速比值的商成正比， 输出功率与当前转速和当前 速比值的商成正比。

Claims

权利要求书
1、 一种电动汽车无级变速器的速比控制方法， 其特征在于， 该控制方法包括， 控 制器实时采集加速踏板开度信号、 电动机转速和无级变速器的速比值， 并根据上述信 号调节电动机转速或者无级变速器的速比值，使电动机在满足整车动力需求的前提下， 工作在系统效率较高的电机转速范围内。
2、 根据权利要求 1所述的电动汽车无级变速器的速比控制方法， 其特征在于， 包 括如下步骤：
若加速踏板开度所对应的目标转速在电动机高效转速范围内， 控制器保持无级变 速器的速比不变， 将电动机当前转速调整到目标转速；
若加速踏板开度所对应的目标转速未在电动机高效转速范围内， 控制器首先根据 目标转速与当前速比值计算出需求功率， 然后根据计算结果调整电动机转速和无级变 速器的速比， 使得调整后的输出功率等于需求功率， 并且使调整后的电动机转速处于 高效转速范围内或附近。
3、 根据权利要求 2所述的电动汽车无级变速器的速比控制方法， 其特征在于， 若 加速踏板开度所对应的目标转速未在电动机高效转速范围内， 控制器首先根据目标转 速与当前速比值计算出需求功率， 然后将发动机转速调整到电动机高效转速范围内， 最后调整速比， 使得调整后的输出功率等于需求功率， 若速比已经调整到极限值仍然 不能满足， 则将速比保持在极限值， 继续调整发动机转速， 直到调整后的输出功率等 于需求功率。
4、根据权利要求 2或 3任一项所述的电动汽车无级变速器的速比控制方法， 其特 征在于， 所述需求功率与目标转速和当前速比值的商成正比， 输出功率与当前转速和 当前速比值的商成正比。
5、 根据权利要求 3所述的电动汽车无级变速器的速比控制方法， 其特征在于， 控 制器还实时采集车速信息， 当目标转速高于当前转速， 且调整后预定时间内车速未提 高时， 则控制器控制无级变速器提高速比。
6、 根据权利要求 1或 2或 3任一项所述的电动汽车无级变速器的速比控制方法， 其特征在于， 所述目标转速与当前转速的差值越大， 则速比的调整变化率就越大， 所 述速比的调整变化率为单位时间内速比的变化值。
7、 根据权利要求 1或 2或 3任一项所述的电动汽车无级变速器的速比控制方法， 其特征在于， 包括如下步骤： A: 控制器实时采集加速踏板开度信号、 电动机转速和无级变速器的速比值；
B : 若加速踏板开度所对应的电动机目标转速在高效转速范围内， 控制器控制无 级变速器的速比值保持不变， 并将电动机的转速调整到目标转速；
C : 若加速踏板开度所对应的电动机目标转速未在高效转速范围内， 控制器首先 根据目标转速与当前速比值计算出需求功率， 然后执行下述 Cl、 C2歩骤：
C1 : 若电动机当前转速低于高效转速范围， 控制器首先将电动机转速提高至 高效转速范围内， 然后降低速比值， 使得调整后的输出功率等于需求功率， 若速 比已经降到最小值仍然不能满足， 则将速比保持在最小值， 提高发动机转速， 直 到调整后的输出功率等于需求功率；
C2: 若电动机当前转速高于高效转速范围， 控制器首先将电动机转速降至系 统效率较高的率电机转速范围内， 然后提高速比值， 使得调整后的输出功率等于 需求功率， 若速比已经升高到最大值仍然不能满足， 则将速比保持在最大值， 降 低发动机转速， 直到调整后的输出功率等于需求功率。
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