CN100435450C - 用于控制皮带传动混合动力车辆的再生制动的方法 - Google Patents

用于控制皮带传动混合动力车辆的再生制动的方法 Download PDF

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Publication number
CN100435450C
CN100435450C CNB2005101249154A CN200510124915A CN100435450C CN 100435450 C CN100435450 C CN 100435450C CN B2005101249154 A CNB2005101249154 A CN B2005101249154A CN 200510124915 A CN200510124915 A CN 200510124915A CN 100435450 C CN100435450 C CN 100435450C
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regenerative braking
speed
torsion
belt
operated
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CN1790863A (zh
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池相雨
张相贤
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Hyundai Motor Co
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Hyundai Motor Co
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    • 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
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    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

本发明尝试提供一种用于控制皮带传动混合动力车辆的再生制动的方法，所述方法具有以下优势：改善再生制动效率，改善充电的发电效率。根据本发明实施例的用于控制皮带传动混合动力车辆的再生制动的示例性方法包括：检测电池充电状态，基于电池充电状态计算所需的电池充电电流，基于所需的电池充电电流计算理论再生制动扭矩，测量曲轴附近温度，基于曲轴附近温度估计皮带温度，基于皮带温度判断皮带温度常数，通过皮带温度常数补偿理论再生制动扭矩而计算目标再生制动扭矩，以致当皮带温度高于预定温度时、目标再生制动扭矩变得大于理论再生制动扭矩，以及基于目标再生制动扭矩进行再生制动控制。

Description

用于控制皮带传动混合动力车辆的再生制动的方法
相关文献参考
本发明要求2004年10月5日在韩国知识产权局申请的韩国专利申请号为10-2004-0079006的优先权及利益，其完整内容在此并入作为参考。
技术领域
本发明涉及一种用于控制皮带传动(belt-driven)混合动力车辆(hybrid vehicle)的再生制动(regenerative braking)的方法。
背景技术
通常，皮带传动混合动力车辆具有怠速(idle)停止(发动机熄火)功能(正如典型的混合动力车辆那样)，其改善燃料消耗率。此处，术语“皮带传动车辆”指能量(功率)在ISG(整体式起动机-发电机)和发动机之间通过皮带传输的车辆。
怠速停止功能在拥挤的城市驾驶中改善燃料效率大约15％。
通常，当怠速停止与(&)行进功能在车辆中进行时，车辆的电池消耗电能。因而，在驾驶时就需要为电池充电。
为了给正在行驶的车辆的电池充电，可以利用再生制动。再生制动可将动能(由发动机制动或者减速产生)转变为电能。
此处，再生制动的基础原理与传统混合动力车辆中应用的原理相同。
图1A和图1B显示具有典型的42V皮带传动混合动力***的典型皮带传动混合动力车辆的示意性结构。
根据图1A和图1B，车辆具有一个36V电池和一个BMS(电池管理***)11，一个12V电池12，一个ISG(整体式起动机-发电机)40，一个发动机50，一个变速器60，一个DC/DC转换器30，车轮80，以及一个用于控制***的控制部分20。
根据图1A，当车辆行驶时，发动机50的驱动力传输给车轮80。根据图1B，当产生再生制动时，力从车轮80传输给ISG 40。
如图1A和图1B所示，在皮带传动混合动力***中，能量在ISG 40和发动机50之间通过皮带70传输，由皮带传输的能量数量根据皮带温度变化而改变。
但是，在用于控制皮带传动混合动力车辆的再生制动的传统方法中，皮带的特性和其它行驶条件未被充分考虑。
背景技术部分公开的上述信息仅用于增强对本发明背景的理解，因而它可包含不构成现有技术的信息，所述现有技术是在该国家中对本领域的普通技术人员来说已知的技术。
发明内容
本发明在提供一种用于控制皮带传动混合动力车辆的再生制动的方法方面做出了努力，所述方法具有以下优势：改善再生制动效率，提高充电电流发电效率。
根据本发明实施例的用于控制皮带传动混合动力车辆的再生制动的示例性方法包括：检测电池充电状态(SOC)，基于电池充电状态计算所需的电池充电电流，基于所需的电池充电电流计算理论再生制动扭矩(braking torque)，测量曲轴附近温度，基于曲轴附近温度估计皮带温度，基于皮带温度判断皮带温度常数，通过皮带温度常数补偿理论再生制动扭矩而计算目标再生制动扭矩，以致当皮带温度高于预定温度时、目标再生制动扭矩变得大于理论再生制动扭矩，以及基于目标再生制动扭矩进行再生制动控制。
基于目标再生制动扭矩进行再生制动控制可以包括：基于包括车辆减速度和主缸操作力的参数计算当前再生制动扭矩，以及进行再生制动控制以致当前再生制动扭矩接近目标再生制动扭矩。
计算目标再生制动扭矩包括：判断皮带温度，基于皮带温度判断皮带温度常数，以及通过补偿基于皮带温度常数的理论再生制动扭矩而计算目标再生制动扭矩，其中皮带温度常数用于补偿理论再生制动扭矩，以致当皮带温度高于预定温度时，目标再生制动扭矩变得大于理论再生制动扭矩。
判断皮带温度可以包括：测量曲轴(crankshaft)附近温度，以及基于曲轴附近温度估计皮带温度。
计算当前再生制动扭矩可以包括：判断加速器是否***作，当加速器未***作时判断制动器是否***作，当制动器***作时检测车辆减速度，基于车辆减速度计算总制动力，基于主缸操作力计算车轮制动操作力，以及基于总制动力和车轮制动操作力计算当前再生制动扭矩。
基于目标再生制动扭矩进行再生制动控制包括：判断加速器是否***作，当加速器未***作时判断制动器是否***作，当制动器未***作时检测车辆减速度，当车辆处于减速状态时检测曲轴转速，以及当曲轴转速高于预定下限转速时进行再生制动。
当车辆速度低于预定限制速度、电动机转速低于预定限制转速、发动机怠速转速低于预定限制发动机转速时，判断停止再生制动。
当判断停止再生制动时，再生制动被停止，以及检测车辆减速度和车辆速度或者曲轴转速，当发动机减速度维持在预定速度，并保持车辆速度和发动机转速下降时，进行抗制动点头控制。
附图说明
图1A和图1B是皮带传动混合动力车辆的示意性结构图；
图2A至图2C是根据本发明用于控制皮带传动混合动力车辆的再生制动的方法的示例性实施例的流程图；
图3是显示曲轴温度、皮带温度和皮带温度常数之间的相互关系的图表。
具体实施方式
本发明的示例性实施例将在下文中参考附图详细描述。
本发明的示例性实施例将参考42V皮带传动混合动力车辆描述，但是并不局限于它。
当运行车辆时再生制动恢复所产生的能量，正如电能。影响再生制动的因数包括电池充电状态(SOC)、车辆速度(Vcar)、电动机扭矩、曲轴转速、车辆减速度(DEC)、主缸操作力、所需充电电流(Ireq)、车辆坡度(grade)(Gd)、皮带温度常数(K)和齿轮状态。
本发明目前的示例性实施例涉及一种用于控制皮带传动混合动力车辆的再生制动的方法，其考虑通常运行状态和再生制动状态。在通常运行状态中，功率从发动机通过变速器传输到车轮，在再生制动状态，车辆的动能从车轮通过变速器、曲轴和皮带传输到ISG。
图1A和图1B是皮带传动混合动力车辆的示意性结构图，图2A、图2B和图2C显示根据本发明用于控制再生制动的示例性方法的流程图。
下文中，参考图1A、图1B和图2A至图2C描述考虑皮带特性的控制再生制动的方法。
首先，在步骤S110，检测车辆速度(km/h)。
接着，在步骤S120，检测曲轴转速(RPM)。
接着在步骤S130由控制部分检测电池SOC(充电状态)。
此处，ECU可用作控制部分。
电池SOC在低压下计算为低值，另一个方面，在高压下计算为高值。控制再生制动中的目标电池SOC可根据车辆的设计条件改变。
当电池电压为32V时，电池SOC可以是40％，以及当电池电压为38V时，电池SOC可以是95％。理想的电池SOC可以是75％，但并不局限于此。
当获得电池SOC时，在步骤S140，基于SOC、车辆速度和曲轴转速计算所需充电电流Ireq。
所需充电电流Ireq是需要用来给电池充电的电流。
当获得所需充电电流时，在步骤S150，基于所需充电电流Ireq计算理论制动扭矩Tq。
理论再生制动扭矩Tq是在车辆行驶时由电动机(motor)产生的扭矩，以便提供所需充电电流。
随后，在步骤S160，检测到的车辆速度和曲轴转速与车辆速度和曲轴转速的预定下限相比较。
如果检测到的车辆速度和曲轴转速大于其下限，则在步骤S200，通过根据皮带温度的变化补偿理论再生制动扭矩Tq而计算目标再生制动扭矩Tq’。
如果发动机转速(RPM)突然下降，则发动机的运转会不稳定。因此，优选地，在高于发动机转速的预定下限处进行再生制动。此处，发动机转速就是曲轴转速。发动机转速的下限比怠速RPM高出至少10％，下限在750-900RPM范围之内。
为了获得目标再生制动扭矩，首先，在步骤S210检测曲轴附近温度。
接着，在步骤S220，基于曲轴附近温度估计皮带温度。
图3显示由实验得到的曲轴附近温度、皮带温度和皮带温度常数之间的相互关系。使用图3中的数据，可基于曲轴附近温度估计皮带温度。
在皮带温度被估计之后，在步骤S230，根据图3的相互关系，基于估计的皮带温度判断皮带温度常数K。
在皮带温度常数K被确定之后，在步骤240，基于皮带温度常数K，通过修正理论再生制动扭矩Tq(其基于所需充电电流Ireq获得)计算目标再生制动扭矩Tq’。
表1
上述表1显示皮带张力、皮带温度常数K、理论再生制动扭矩、和理论再生制动扭矩增加/减小之间的关系。
通常，当温度升高时，皮带被拉长。因而，皮带的张力减小，皮带滑移(slip)率增加，这导致曲轴和ISG之间能量传输中的能量损失。
也就是，当皮带温度增加时，通过皮带传输的能量减少。
因而，为了获得在步骤S140计算得到的所需充电电流Ireq，在传输中的扭矩损失(当皮带温度升高时)必须被补偿。
在本发明目前示例性的实施例中，皮带温度常数K被用于扭矩补偿。
如上述表1所示，作为示例，当皮带温度为0℃，理论再生制动扭矩为20Nm时，理论再生制动扭矩的增加/减小为零。因而，皮带温度常数K为1。
但是，如果皮带温度变成50℃，则能量损失将因皮带张力的减小而出现在传输中。因而，应该补偿4Nm的能量损失，以致理论再生制动扭矩变为24Nm。接着，进行再生制动。
当皮带温度为50℃时，皮带温度常数K的值1.2乘以理论再生制动扭矩Tq，以便计算目标再生制动扭矩Tq’，所述理论再生制动扭矩Tq由在步骤S140中计算得到的所需充电电流获得。
当皮带温度高于75℃时，皮带温度常数K为1.3。
在通过补偿理论再生制动扭矩Tq计算目标再生制动扭矩Tq’之后，基于目标再生制动扭矩Tq’进行再生制动。
下文中，将详细描述基于目标再生制动扭矩Tq’进行再生制动控制的步骤。
首先，在步骤S310判断加速器是否操作。
控制部分判断加速器的操作状态。
如果加速器没有操作，则在步骤S320检测制动器是否操作。
另一方面，如果加速器***作，在步骤S320’停止再生制动控制
控制过程被停止，因为车辆被判断处于行驶状态，其中再生制动没有进行。
在上述S320步骤，如果制动器***作，则在步骤S330检测车辆减速度(DEC)。
当检测到车辆减速度时，在步骤S340基于车辆减速度计算总制动力Pt。
在步骤S350检测主缸操作力Pm。
当检测到主缸操作力Pm时，在步骤S360通过下面的等式1获得车轮制动操作力Pc。
[等式1]
Pc＝M*Pm
此处M为增压比(boosting ratio)。
当获得总制动力Pt和制动操作力Pc时，通过下面的等式2计算当前再生制动扭力Pr。
[等式2]
Pt＝Pc+Pr
在计算当前再生制动扭力Pr之后，在步骤S380，进行再生制动，以致当前再生制动扭力Pr接近计算得到的目标再生制动扭矩Tq’。
另一方面，在步骤S320，如果判断制动器未操作，则在步骤S330’检查车辆减速度DEC。
在检查车辆减速度之后，如果车辆正在减速，则在步骤S340’检测曲轴转速。
如果曲轴转速高于预定下限，则在步骤S350’进行再生制动。
在再生制动过程中，在步骤S390判断车辆速度和发动机转速RPM是否低于预定下限。如果车辆速度和发动机转速RPM低于预定下限，则在步骤S410基于另外的车辆条件判断停止进行再生制动。
例如，如果车辆速度低于下限(15km/h)，电动机转速低于下限(2100RPM)，以及发动机怠速转速(怠速RPM)维持在预定速度(700RPM)，则可停止再生制动。
如果再生制动被停止，在步骤S420检查车辆减速度(DEC)。
接着，如果车辆正在减速，则在步骤S430检测车辆速度和发动机rpm。
在再生制动被停止之后，在步骤S440判断车辆减速度是否维持在预定比率(预定下限减速度)之上，以及车辆速度和发动机转速是否维持在预定转速(预定下限转速)之上。
当发动机减速度维持在预定速度，并保持车辆速度和发动机转速下降时，则在步骤S450进行抗制动点头控制。
抗制动点头控制用于防止以下现象：当车辆突然制动时，车辆的后部向鱼的尾巴一样被举起，导致车辆的后部失去牵引。在抗制动点头控制过程中，发动机转速逐渐减小，以便在完成再生制动之后线性控制车辆速度。
另一方面，在步骤S390，如果用于维持再生制动的条件得以满足，则在步骤S310再次判断加速器是否***作。
在根据本发明的再生制动过程中，除了上述条件之外，车辆坡度(Gd)或者变速器状态等也可考虑。
在再生制动控制中使用的控制条件可根据预定优先级考虑，控制条件可通过实验修正。
准确的修正可通过重复实验控制。
根据本发明的示例性实施例，再生制动控制性能被改善，产生充电电流的效率也被改善。
尽管本发明结合目前认为是实用的示例性实施例进行了描述，但可以理解本发明并不局限于公开的实施例，而是相反，本发明意指覆盖包含在后附权利要求书的实质和范围之内的各种修改和等同布置。

Claims (6)

1、一种用于控制皮带传动混合动力车辆的再生制动的方法，包括：
检测电池充电状态；
基于电池充电状态计算所需的电池充电电流；
基于所需的电池充电电流计算理论再生制动扭矩；
测量曲轴附近温度；
基于曲轴附近温度估计皮带温度；
基于皮带温度判断皮带温度常数；
通过皮带温度常数补偿理论再生制动扭矩而计算目标再生制动扭矩；
以致当皮带温度高于预定温度时，目标再生制动扭矩变得大于理论再生制动扭矩；以及
基于目标再生制动扭矩进行再生制动控制。
2、如权利要求1所述的方法，其特征在于，基于目标再生制动扭矩进行再生制动控制包括：
基于包括车辆减速度和主缸操作力的参数计算当前再生制动扭矩；以及
进行再生制动控制以致当前再生制动扭矩接近目标再生制动扭矩。
3、如权利要求2所述的方法，其特征在于，
计算当前再生制动扭矩包括：
判断加速器是否***作；
当加速器未***作时，判断制动器是否***作；
当制动器***作时，检测车辆减速度；
基于车辆减速度计算总制动力；
基于主缸操作力计算车轮制动操作力；
基于总制动力和车轮制动操作力计算当前再生制动扭矩。
4、如权利要求1所述的方法，其特征在于，
基于目标再生制动扭矩进行再生制动控制包括：
判断加速器是否***作；
当加速器未***作时，判断制动器是否***作；
当制动器未***作时，检测车辆减速度；
当车辆处于减速状态时，检测曲轴转速；以及
当曲轴转速高于预定下限转速时，进行再生制动。
5、如权利要求1所述的方法，还包括：
判断再生制动是否应该被停止，其中
当车辆速度低于预定限制速度、电动机转速低于预定限制转速、发动机怠速转速低于预定发动机转速时，再生制动被停止。
6、如权利要求1所述的方法，还包括：
判断用于停止再生制动的条件是否被满足，其中停止再生制动的条件是车辆速度低于下限，发动机转速低于下限，以及发动机怠速转速维持在预定速度；
当用于停止再生制动的条件被满足时，停止再生制动；
在停止再生制动之后检测车辆减速度；
检测车辆速度的减小和曲轴转速的减小；以及
当发动机减速度维持在预定速度，并保持车辆速度和发动机转速下降时，进行抗制动点头控制。
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