WO2014135030A1 - 混合动力汽车及其动力系统转矩控制方法 - Google Patents

混合动力汽车及其动力系统转矩控制方法 Download PDF

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Publication number
WO2014135030A1
WO2014135030A1 PCT/CN2014/072693 CN2014072693W WO2014135030A1 WO 2014135030 A1 WO2014135030 A1 WO 2014135030A1 CN 2014072693 W CN2014072693 W CN 2014072693W WO 2014135030 A1 WO2014135030 A1 WO 2014135030A1
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Prior art keywords
torque
control method
hybrid
power system
hybrid system
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Ceased
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PCT/CN2014/072693
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English (en)
French (fr)
Inventor
周宇星
张鹏君
朱军
邓晓光
孙俊
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Priority to ES14760116T priority Critical patent/ES2881078T3/es
Priority to EP14760116.5A priority patent/EP2965963B1/en
Priority to US14/772,515 priority patent/US9604630B2/en
Publication of WO2014135030A1 publication Critical patent/WO2014135030A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • 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
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—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
    • 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
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2710/06—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
    • Y02T10/72—Electric energy management 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor

Definitions

  • the present invention relates to the field of power control design for new energy vehicles, and more particularly to a hybrid power system torque control method and a hybrid vehicle using the same. Background technique
  • the biggest difference between a hybrid car and a conventional car is its power system.
  • the hybrid system is characterized by multiple power sources, complex operating modes, and large differences in engine-motor response characteristics.
  • Reasonable power distribution between multiple power sources that is, how to couple and output the torque of each power source component, has a significant impact on the smoothness and reliability of the power system operation. Summary of the invention
  • the technical problem to be solved by the present invention is to provide a hybrid system torque control method, which ensures the smoothness and better responsiveness of the power system output, and optimizes the drivability of the hybrid vehicle.
  • the present invention adopts the following technical solutions.
  • a hybrid power system torque control method comprising the following steps:
  • Multi-power source torque distribution and coordination including:
  • (2b) acquiring the output torque of the engine in real time and calculating the difference between the output torque and the engine pre-distributed torque, and compensating the difference by the motor.
  • the hybrid system torque control method according to the present invention can be divided into two parts: 1. driver torque demand interpretation; 2. multi-power source torque distribution and coordination.
  • the operating mode of the system shall include at least one or two or more modes of torque coupling of the power source, including but not limited to the parallel mode and hybrid mode common to hybrid systems, and the pure electric mode, the series mode, or the above modes. random combination.
  • Driver torque demand interpretation including the following parts: 1. Maximum torque capability calculation of hybrid system; 2. Driver expected power system load rate calculation; 3. Torque arbitration and limitation; 4. Torque demand filtering.
  • the maximum torque capacity of the hybrid system is the maximum driving torque that can be achieved in all operating modes under the current powertrain state (power battery, motor, engine and other components), and is not limited by the current specific operating mode.
  • the driver's expected powertrain load rate characterizes the driver's demand for power as a percentage of the total powertrain capacity.
  • the total powertrain capability can refer to both the best performance of the system under optimal conditions and the current state of power.
  • the torque arbitration and limitation section obtains preliminary driver torque demand based on the maximum torque capability of the hybrid system and the driver's expected load rate, and other torque requirements (which may include but are not limited to fixed-speed cruise torque demand, etc.).
  • the second intermediate torque after arbitration is obtained according to the actual hybrid system operating mode.
  • Torque demand filtering refers to limiting the rate of change of the second intermediate torque obtained in the previous step through the filter so that it not only follows the driver's expectation of power but also does not cause the transmission system or the whole due to the rapid change of torque. The car's jitter and vibration finally get the driver's torque demand.
  • the driver's expected powertrain load rate calculation in the driver torque demand interpretation may be used but is not limited to an accelerator pedal map, the input of which may be an accelerator pedal opening degree related to characterizing the power system or related to the vehicle speed. Signals, including vehicle speed, driveline output shaft speed, driveline input shaft speed, etc.
  • the Maipu map is a discrete storage method for calibrating data, typically a one- or two-dimensional table. For a one-dimensional table, enter a variable as the input of the table lookup, and the difference between the two breakpoints of the closest input axis to get an output value; for a two-dimensional table, enter two variables as the input of the lookup table. , the difference between the two nearest breakpoints of the corresponding input axis, to get an output value.
  • the torque arbitration and limitation part in the above driver torque demand interpretation may be, but not limited to, the following three methods: (1) Multiplying the real-time maximum torque capability of the hybrid power system by the driver's expected load rate to obtain (2) multiplying the torque capacity of the hybrid system in the optimal state by the driver's expected load rate to obtain the initial torque demand; (3) using the base part of the accelerator pedal to output the load rate of the map The demand is multiplied by a fixed torque reference, using the booster part of the accelerator pedal and the difference between the real-time maximum torque capability of the hybrid system and the aforementioned fixed reference Multiply, and add the two partial torque values to get the initial driver demand torque.
  • the torque demand filtering in the above driver torque demand interpretation may be used but is not limited to the following methods: (1) selecting a torque slope control according to a hybrid system state and other parameters; (2) according to mixing The first-order filtering control of the time constant of the power system state and other parameters is selected; (3) The second-order or high-order filtering control of selecting the time constant according to the state of the hybrid system and other parameters.
  • the multi-power source torque distribution and coordination refers to allocating the explained driver torque demand to each power source participating in driving the vehicle in the current operation mode, and the basic basis is the hybrid system energy management strategy and efficiency optimization strategy. . It mainly includes the following parts: 1. Power source torque pre-allocation; 2. Filtering and rate-of-change limitation; 3. Torque dynamic compensation. Power source torque pre-allocation refers to the energy management strategy, that is, the current ideal power for charging or discharging, charging and discharging the power battery, and the efficiency optimization strategy, that is, the current optimal engine load for achieving comprehensive fuel efficiency, Initial torque requirements for various power sources such as engines and motors.
  • the filtering and rate-of-change limitation is based on the known torque demand of each power source, considering the torque response characteristics of the engine and the motor, and filtering and slope limiting the emitted torque.
  • Torque dynamic compensation mainly for the engine torque response is slightly slower than the characteristics of the motor, real-time monitoring of the difference between the engine torque demand and the actual output torque of the engine, and using the motor to compensate for it, to ensure the power source integrated torque output Consistent with driver torque requirements.
  • the present invention also provides a hybrid vehicle in which the power system uses the above torque control method. It can guarantee the same or even better driving performance than traditional power cars.
  • the drivability control method can ensure the consistency of driving feeling in the range of real-time power source torque capability, that is, regardless of the operating mode, the same vehicle speed At the same accelerator pedal opening, there is the same total torque demand of the power system.
  • This method is also beneficial to the matching calibration of the hybrid system, that is, the driver torque demand interpretation is optimized first, and then the driver's turn of the integrated torque output load of the power source is guaranteed according to different operating modes. The final result of the interpretation of the moment requirement is easy to implement and verify.
  • FIGS. 1-7 are schematic views of respective steps of a torque control method for a hybrid power system according to the present invention. detailed description
  • the "drivingness" mentioned in the present invention includes the following two aspects: (1) The driver's expectation matches the actual power output, for example, at 10% accelerator pedal, 50kph vehicle speed, the general driver's acceleration is expected to be in lm/ s 2 , the required dynamic torque (Nm) should be estimated according to the resistance of the target model at 50kph, the vehicle quality, etc., as the preliminary result of the torque interpretation; (2) the smoothness and response speed of the power output, That is, the high-frequency component of the driver's demand torque is removed, and the medium and low-frequency quantities are selected as the filtered result to balance the response speed and ride comfort.
  • a hybrid electric vehicle drivability control method one of which is embodied in the following embodiments.
  • This embodiment is directed to a system having two motors (start-to-generator integrated motor ISG, drive motor TM, in the following description, motor 1 refers to start-to-generator integrated motor ISG, and motor 2 refers to drive motor TM)
  • Hybrid system, hybrid system operating modes include: pure electric mode, series mode, parallel mode.
  • Driver torque demand interpretation including hybrid system maximum torque capability calculation, driver expected powertrain load rate calculation, torque arbitration and limit, and torque demand filtering.
  • the maximum torque capability of the hybrid system is the maximum torque that can be achieved in parallel mode in the current powertrain state (state of the power battery, motor, engine, etc.).
  • the engine, motor 1, and motor 2 are all connected to the transmission system.
  • the maximum torque of the power system in parallel mode is greater than other modes.
  • the driver's expected powertrain load rate consists of two parts: the base part and the booster part.
  • the above two parts respectively have an accelerator pedal, which has only the basic part under the small and medium accelerator pedal opening, and the assist partial load rate is 0.
  • the load rate of the boosting portion increases as the pedal opening degree increases further, up to 100%.
  • the load factor of the base part of the Maipu map is multiplied by a fixed torque characteristic line that varies with the vehicle speed to obtain the driver's basic torque demand.
  • the fixed torque characteristic line is determined according to the continuous torque capability of the engine and the motor, and is obtained through a smooth transition.
  • the load rate of the booster part of the map is multiplied by the difference between the maximum torque capability of the hybrid system and the above fixed torque characteristic.
  • the driver assists the torque demand. Adding the driver's base torque demand to the boost torque demand results in a comprehensive initial driver demand torque.
  • the driver's initial demand torque is arbitrated with the cruise control torque demand.
  • the so-called arbitration refers to one of the multiple. After the arbitration, the first intermediate torque is obtained, and after the maximum torque limit of the transmission system, the second intermediate torque is obtained, and finally the driving performance filter is smoothly transitioned to the torque demand.
  • the so-called operating mode torque limit refers to the “capping” of the torque demand according to the current actual operating mode. Only when the corresponding mode is entered, the torque capability is placed in the corresponding mode. Typical operating conditions, such as the series mode into the parallel mode, the series mode torque capacity is generally smaller than the parallel mode. When the driver torque demand in the series mode increases and exceeds the maximum capacity of the series mode, the maximum torque in the series mode is still limited.
  • the drivability filter of the present embodiment adopts a torque change rate control method in which the torque change rate is corrected based on the vehicle speed, the accelerator opening degree, and the difference between the torque before and after the filter, and finally the final demand torque is obtained.
  • Filtering is actually a relatively broad concept here. It can be understood as converting an initial, coarser signal (frequency domain: a signal containing more high-frequency components) into a smoother signal (frequency domain: containing medium and low-frequency components).
  • the signal in fact, there are a variety of means, directly controlling the second intermediate torque rate of change is one (others include first-order filtering, second-order filtering, etc.).
  • the rate of change is Newton * meters per second (Nm / s), which represents the intensity of the change in torque in the time domain. In order to ensure that the driver's target torque is reached, while the ride is smooth, the driver is not allowed to perceive a significant power lag.
  • Multi-power source torque distribution and coordination including power source torque pre-distribution, filtering and rate limiting, and torque dynamic compensation.
  • the power source torque pre-allocation is based on the energy management strategy and the efficiency optimization strategy to determine the pre-allocation of the initial torque demand for the engine, motor 1, and motor 2.
  • a first engine pre-distribution torque, a first motor 1 pre-distribution torque, and a first motor 2 pre-distribution torque are available. This demand is filtered and varied by the rate of change.
  • the torque demand of the engine, motor 1, and motor 2 is obtained, that is, the second engine pre-distributed torque and the second motor 1 pre-distributed torque.
  • the second motor 2 pre-distributes the torque.
  • the difference between the engine torque demand and the actual output torque of the engine is monitored in real time, and is compensated by the motor 1 and/or the motor 2 to ensure that the total torque output of the power source is consistent with the driver torque demand. .
  • the driver torque demand is determined to be 10Om, and the power system speed is 2000 rpm, then the energy is optimized.
  • the algorithm (or the efficiency optimization of the offline optimized calculation of the Maipu map) is obtained, at this time the engine output
  • the total output of the motor -20Nm is the best overall efficiency, and the pre-distribution plan is 100Nm engine and -20Nm motor.
  • the torque rise of the engine takes a long time, the response speed is slower than the motor, and actively reducing the torque variation speed of the engine is advantageous for discharge and fuel consumption. Therefore, at the above moment, the actual torque output of the engine may be 110 Nm.
  • the motor torque is further corrected to output -10 Nm instead of -20 Nm. After a period of time, when the driving conditions are stable, the real expected distribution effect is achieved, that is, the engine is 120Nm and the motor is -20Nm.

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Abstract

一种混合动力系统转矩控制方法及使用该方法的混合动力汽车。该方法包括以下步骤：（1）驾驶员转矩需求解释；（2）多动力源转矩分配与协调。使用该方法可保证在实时动力源转矩能力范围内驾驶感觉的一致性，并有利于混合动力系统的匹配。

Description

混合动力汽车及其动力系统转矩控制方法 技术领域
本发明涉及新能源车动力控制设计领域， 具体说涉及一种混合动力系 统转矩控制方法和使用所述方法的混合动力汽车。 背景技术
混合动力汽车与传统汽车相比最大的区别在于其动力系统， 混合动力 系统的特点是多动力源、运行模式复杂、而且发动机-电机响应特性差别大。 在多动力源间进行合理的功率分配， 即如何将各动力源部件的转矩耦合并 输出， 对动力系统运行的平稳性和可靠性有着重大影响。 发明内容
本发明要解决的技术问题是提供一种混合动力系统转矩控制方法， 保 证动力系统输出的平顺性和较好的响应性， 使混合动力车的驾驶性得到优 化。
本发明采用以下技术方案。
一种混合动力系统转矩控制方法， 所述动力系统的动力源部件包括发 动机、 电机， 包括以下步骤：
α )驾驶员转矩需求解释， 其中包括：
(la)计算所述动力系统能实现的最大转矩；
(lb)根据驾驶员指令计算动力系统负荷率；
(lc)根据所述最大转矩及所述动力系统负荷率计算得到需求转 矩；
(2)多动力源转矩分配与协调， 其中包括：
(2a)将所述需求转矩向所述动力源部件进行分配，至少得到用于 发动机的发动机预分配转矩和用于电机的电机预分配转矩；
(2b)实时采集发动机的输出转矩并计算所述输出转矩与所述发 动机预分配转矩之间的差值， 利用电机对所述差值进行补偿。
本发明涉及的混合动力系统转矩控制方法可分为两部分：1.驾驶员转矩 需求解释； 2.多动力源转矩分配与协调。所指的混合动力电动汽车， 其动力 系统的运行模式应至少包括一个或两个甚至以上动力源转矩耦合的模式， 包括但不限于混合动力系统常见的并联模式与混联模式、以及纯电动模式、 串联模式， 或上述各模式的任意组合。
驾驶员转矩需求解释，包括以下几个部分： 1.混合动力系统最大转矩能 力计算； 2.驾驶员预期动力系统负荷率计算； 3.转矩仲裁与限制； 4.转矩需 求滤波。 其中混合动力系统最大转矩能力， 为当前动力系统状态下 （动力 电池， 电机， 发动机等各部件状态） 所有运行模式下能够实现的最大驱动 转矩， 不受到当前具体运行模式的限制。 驾驶员预期动力系统负荷率表征 驾驶员需求的动力性占动力系统总能力的百分比， 其中动力系统总能力既 可以指最优化状态下系统所能达到的最佳性能， 也可以指当前状态下动力 系统所能实现的最大能力。 转矩仲裁与限制部分， 根据混合动力系统最大 转矩能力和驾驶员预期负荷率得到初步的驾驶员转矩需求， 与其它转矩需 求 （可包括但不限于定速巡航转矩需求等） 仲裁后得到第一中间转矩， 根 据实际的混合动力系统运行模式进行限制， 得到仲裁后的第二中间转矩。 转矩需求滤波， 是指将前一步得到的第二中间转矩通过滤波器进行变化率 限制， 使其既跟随驾驶员对动力性的预期又不至于由于转矩的快速变化造 成传动系统或整车的抖动、 振动， 最终得到驾驶员转矩需求。
其中，上述驾驶员转矩需求解释中的驾驶员预期动力系统负荷率计算， 可以使用但不限于加速踏板迈普图， 其输入可为加速踏板开度与表征动力 系统或与整车速度相关的信号， 包括车速、 传动系输出轴转速、 传动系输 入轴转速等。 迈普图即为一种标定数据的离散存贮方式， 一般为一维或二 维表格。 对于一维表格， 输入一变量作为查表的输入量， 在最相近的输入 轴两个断点之间差值， 得到一个输出值； 对于二维表格， 输入两个变量作 为查表的输入量， 在对应输入轴的最相近两个断点之间差值， 得到一个输 出值。
其中， 上述驾驶员转矩需求解释中的转矩仲裁与限制部分， 可采用但 不限于以下三种方法： （1)将混合动力系统实时最大转矩能力与驾驶员预期 负荷率相乘， 得到初始转矩需求； （2)将混合动力系统最优状态下的转矩能 力与驾驶员预期负荷率相乘， 得到初始转矩需求； （3)使用基础部分加速踏 板迈普图输出的负荷率需求与某一固定转矩基准相乘， 使用助力部分加速 踏板迈普图和混合动力系统实时最大转矩能力与前述固定基准之间的差值 相乘， 并将两部分转矩值相加得到初步的驾驶员需求转矩。
其中， 上述驾驶员转矩需求解释中的转矩需求滤波， 可以使用但不限 于以下方法： （1)根据混合动力系统状态及其它各参数选择变化率的转矩斜 率控制； （2)根据混合动力系统状态及其它各参数选择时间常数的一阶滤波 控制； （3)根据混合动力系统状态及其它各参数选择时间常数的二阶或高阶 滤波控制。
所述多动力源转矩分配与协调， 是指将解释出的驾驶员转矩需求分配 至当前运行模式下参与驱动车辆的各个动力源， 其基本依据是混合动力系 统能量管理策略和效率优化策略。主要包括以下几个部分： 1.动力源转矩预 分配； 2.滤波与变化率限制； 3.转矩动态补偿。 动力源转矩预分配， 指的是 根据能量管理策略， 即当前应对动力电池进行充电或放电、 充放电的理想 功率， 以及效率优化策略， 即当前实现综合燃油效率最优的发动机负荷， 决定对发动机、 电机等各动力源的初步转矩需求。 滤波与变化率限制则是 在已知对各动力源的初步转矩需求基础上， 考虑发动机、 电机的转矩响应 特性， 对发出的转矩进行滤波与斜率限制。 转矩动态补偿， 主要针对发动 机转矩响应稍慢于电机的特点， 实时监测发动机转矩需求与发动机实际输 出转矩间的差值， 并利用电机对其进行补偿， 保证动力源综合转矩输出与 驾驶员转矩需求一致。
本发明还提供了一种混合动力汽车， 该汽车的动力系统使用上述转矩 控制方法。 可保证与传统动力汽车相同甚至更优的驾驶性。
本发明的有益效果在于： （1)对于有多种运行模式的混合动力系统， 该 驾驶性控制方法可保证在实时动力源转矩能力范围内驾驶感觉的一致性， 即无论运行模式， 相同车速、 相同加速踏板开度下， 有相同的动力系统总 转矩需求。 （2)此方法也有利于混合动力系统的匹配标定， 即首先实现驾驶 员转矩需求解释的优化， 再进一步根据不同的运行模式， 保证各模式下动 力源的综合转矩输出负荷驾驶员转矩需求解释的最终结果， 便于实施、 验 证。 附图说明
参照附图， 本发明的公开内容将变得更易理解。 本领域技术人员容易 理解的是： 这些附图仅仅用于说明的目的， 而并非意在对本发明的保护范 围构成限制。
图 1-7为本发明涉及的混合动力系统转矩控制方法的各步骤的示意图。 具体实施方式
为帮助本领域的技术人员能够确切地理解本发明要求保护的主题， 下 面结合附图详细描述本发明的具体实施方式。
本发明中所提到的 "驾驶性"包括以下两个方面： （1)驾驶员预期与实 际动力输出的匹配， 例如在 10%油门踏板、 50kph车速下， 一般驾驶员的 加速预期在 lm/s2， 则应该根据目标车型在 50kph时的阻力、 整车质量等估 计所需动力转矩 (Nm)， 将其作为转矩解释的初步结果； （2)动力输出的平顺 性及响应速度， 即剔除驾驶员需求转矩中的高频分量， 选择中、 低频量作 为滤波后的结果， 平衡响应速度与平顺性。
一种混合动力电动汽车驾驶性控制方法， 其具体实施方案中的一种实 施例如下。该实施例方案针对一种有两个电机 (启动-发电一体电机 ISG, 驱 动电机 TM, 在下述描述中电机 1指的是启动-发电一体电机 ISG, 电机 2 指的是驱动电机 TM)的强混合动力系统， 混合动力系统运行模式包括： 纯 电动模式， 串联模式， 并联模式。
驾驶员转矩需求解释， 包括混合动力系统最大转矩能力计算、 驾驶员预 期动力系统负荷率计算、 转矩仲裁与限制以及转矩需求滤波。
参见图 1，其中混合动力系统最大转矩能力，为当前动力系统状态下 (动 力电池， 电机， 发动机等各部件状态)并联模式下能够实现的最大转矩。 并 联模式下发动机、 电机 1、 电机 2都接入传动系统， 在动力电池正常可放电 功率情况下， 并联模式的动力系统最大转矩要大于其它模式。
参见图 2-3， 驾驶员预期动力系统负荷率包括两部分： 基础部分和助力 部分。 上述两部分分别有加速踏板迈普图， 在中小加速踏板开度下仅有基 础部分， 助力部分负荷率为 0; 在中等以上加速踏板开度下， 当基础部分迈 普图的输出达到 100%,则助力部分的负荷率随着踏板开度的进一步加大而 增大， 直到 100%。基础部分迈普图输出的负荷率与一随车速变化的固定转 矩特性线相乘， 得到驾驶员基础转矩需求。 该固定转矩特性线根据发动机、 电机的持续转矩能力制定， 并经平滑过渡得到。 助力部分迈普图输出的负 荷率与混合系统最大转矩能力和上述固定转矩特性之间的差值相乘， 得到 驾驶员助力转矩需求。 将驾驶员基础转矩需求与助力转矩需求相加， 则得 到综合的驾驶员初始需求转矩。
参见图 3-4， 驾驶员的初始需求转矩经过与巡航控制转矩需求的仲裁， 所谓仲裁指的是多个之中选择一个。 经仲裁得到第一中间转矩， 并经过传 动系统最大转矩限制后， 得到第二中间转矩， 最后进入驾驶性滤波对转矩 需求进行平滑过渡。 所谓运行模式转矩限制， 指的是根据当前实际运行模 式对转矩需求 "封顶"， 只有当进入对应模式后才将转矩能力放到对应模式 下。 典型工况如， 由串联模式进入并联模式， 串联模式转矩能力一般小于 并联模式， 当串联模式下驾驶员扭矩需求增大、 超过了串联模式最大能力 时， 仍按照串联模式最大扭矩进行限制， 这时会触发串联至并联模式切换， 切换完成后则开始根据并联模式最大扭矩进行限制。 本实施例的驾驶性滤 波采用转矩变化率控制的方式， 即根据车速、 加速踏板开度、 滤波前后转 矩差值等对转矩变化率进行修正， 最后得到最终需求转矩。 滤波在这里其 实是一个比较宽泛的概念， 可以理解为将初始的、 较粗糙的信号 （频域： 包含较多高频分量的信号） 转化为较平顺的信号 （频域： 包含中、 低频分 量的信号）， 其实现有多种手段， 直接对第二中间转矩变化率进行控制即为 其一（其它的包括一阶滤波、二阶滤波等）。变化率即牛顿 *米每秒（Nm/s)， 表示转矩在时域中的变化强度。 以保证当达到驾驶员目标扭矩， 在平顺的 同时， 不至于让驾驶员感知到明显的动力滞后。
多动力源转矩分配与协调， 包括动力源转矩预分配、 滤波与变化率限 制和转矩动态补偿。
参见图 5-7， 动力源转矩预分配中根据能量管理策略及效率优化策略， 决定对发动机、 电机 1、 电机 2初步转矩需求预分配。可以得到第一发动机 预分配转矩、 第一电机 1预分配转矩、 和第一电机 2预分配转矩。 此需求 经过滤波与变化率限制， 考虑发动机、 电机的转矩响应特性， 得到发动机、 电机 1、 电机 2的转矩需求， 即为第二发动机预分配转矩、第二电机 1预分 配转矩、 和第二电机 2预分配转矩。 转矩动态补偿中实时监测发动机转矩 需求与发动机实际输出转矩间的差值， 并利用电机 1和 /或电机 2对其进行 补偿， 保证动力源总转矩输出与驾驶员转矩需求一致。
以下通过实例来说明对各动力源进行转矩预分配。 在第一部分确定驾 驶员转矩需求为 lOONm, 此时动力系统转速在 2000rpm， 则通过能量优化 算法 （或离线优化计算得到的效率优化迈普图） 得到， 此时发动机输出
120Nm， 电机总输出 -20Nm整体效率最佳， 得到的预分配方案即为发动机 100Nm、 电机 -20Nm。 但在实际驾驶过程中， 发动机的转矩上升需要较长 时间， 其响应速度慢于电机， 且主动降低发动机的转矩变化速度有利于排 放和油耗。 因此在上述时刻， 发动机的实际转矩输出可能为 110Nm。 为保 证驾驶员转矩需求得到满足， 就要进一步对电机转矩进行修正， 使其输出 -10Nm， 而非 -20Nm。 一段时间后， 行驶工况稳定时， 方才达到真正预期的 分配效果， 即发动机 120Nm， 电机 -20Nm。
虽然已详细地示出并描述了本发明的具体实施例以说明本发明的原 理， 但应理解的是， 本发明可以其它方式实施而不脱离这样的原理。

Claims

权 利 要 求
1. 一种混合动力系统转矩控制方法，所述动力系统的动力源部件包括 发动机和电机， 其特征是包括以下步骤：
α )驾驶员转矩需求解释， 其中包括：
(la)计算所述动力系统能实现的最大转矩；
(lb)根据驾驶员指令计算动力系统负荷率；
(lc)根据所述最大转矩及所述动力系统负荷率计算得到需求转 矩；
(2)多动力源转矩分配与协调， 其中包括：
(2a)将所述需求转矩向所述动力源部件进行分配， 至少得到用 于发动机的发动机预分配转矩和用于电机的电机预分配转矩；
(2b)实时采集发动机的输出转矩并计算所述输出转矩与所述发 动机预分配转矩之间的差值， 利用电机对所述差值进行补偿。
2. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 在 计算所述最大转矩之前先采集当前动力系统的动力源部件及能量储存装置 的参数信息。
3. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 所 述最大转矩在所有运行模式下计算。
4. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 所 述动力系统负荷率通过测量加速踏板开度并采集与整车速度信号相关的信 号进行查表得到。
5. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 所 述步骤 (lc)包括计算初始需求转矩，并与其他转矩进行择一选择后得到第一 中间转矩； 根据实际运行模式对所述第一中间转矩进行限制， 得到第二中 间转矩； 再对所述第二中间转矩进行滤波控制得到最终需求转矩。
6. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 在 所述步骤 (2a)和所述步骤 (2b)之间还要对所述发动机预分配转矩和所述电 机预分配转矩进行滤波控制。
7. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 所 述能量储存装置为但不限于动力电池。
8. 根据权利要求 1所述的混合动力系统转矩控制方法， 其特征是： 所 述运行模式包括串联模式、 并联模式、 混联模式和纯电动模式， 以及它们 的任意组合模式。
9. 根据权利要求 5所述的混合动力系统转矩控制方法， 其特征是： 所 述初始需求转矩由所述最大转矩与所述动力系统负荷率相乘得到。
10. 根据权利要求 5所述的混合动力系统转矩控制方法， 其特征是： 所述初始需求转矩由所述动力系统在最优状态下的输出转矩与所述动力系 统负荷率相乘得到。
11. 根据权利要求 5所述的混合动力系统转矩控制方法， 其特征是： 所述初始需求转矩， 由①通过查表得到的动力系统负荷率基础部分乘转矩 基准， 加上②通过查表得到的动力系统负荷率助力部分乘所述动力系统最 大转矩与所述转矩基准的差得到。
12. 根据权利要求 5所述的混合动力系统转矩控制方法， 其特征是： 所述其他转矩包括巡航转矩。
13. 根据权利要求 5所述的混合动力系统转矩控制方法， 其特征是： 对所述第二中间转矩进行滤波控制包括通过转矩变化率控制或一阶滤波或 二阶滤波控制。
14. 一种混合动力汽车， 其特征是所述混合动力汽车的动力系统使用 如权利要求 1一 13任一项所述的转矩控制方法。
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