CN104608764A - 车辆和动力传动系控制***以及运转该***的方法 - Google Patents

车辆和动力传动系控制***以及运转该***的方法 Download PDF

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CN104608764A
CN104608764A CN201410608258.XA CN201410608258A CN104608764A CN 104608764 A CN104608764 A CN 104608764A CN 201410608258 A CN201410608258 A CN 201410608258A CN 104608764 A CN104608764 A CN 104608764A
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end points
vehicle
route
battery
road grade
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CN104608764B (zh
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赵亚男
邝明朗
安东尼·马克·菲利普斯
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
    • B60L15/2045—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 for optimising the use of energy
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Abstract

本发明公开了一种车辆和动力传动系控制***以及运转该***的方法。在特定示例中，运转车辆发动机、电机和电池，以基于不同的标准对预定路线进行分段，从而确定沿着路线的路段端点处的目标荷电状态。所述端点是通过沿路线预测的动力传动***运转模式转变、预测的车辆加速度转变或预测的道路坡度转变限定的端点的叠加。

Description

车辆和动力传动系控制***以及运转该***的方法
技术领域
本公开涉及混合动力电动车辆中燃料消耗的管理。
背景技术
混合动力电动车辆(HEV)通过使用内燃发动机带动发电机来缓冲(buffer)燃料能量而运转；产生的电存储在电池中。HEV***还能通过使用车辆动量带动发电机来回收动能；产生的电随后存储在电池中。燃料是HEV***的主要能量源。插电式电动混合动力车辆(PHEV)是现有混合动力电动车辆(HEV)的延伸，具有增加的能量灵活性。PHEV利用容量比标准HEV大的电池组，并且PHEV具有两个能量源(燃料和来自电网的电)。
HEV控制***的目标是最小化能量运转成本和排放且同时不降低车辆驾驶性能和***约束。标准能量管理控制(EMC)策略传统上被设计成在车辆处于混合运转模式时(其中，车辆以发动机和电动马达两者共同运转)以电动驱动模式(其中，车辆仅仅以电动马达运转)运转HEV，从而使得电池功率输出最大化。
发明内容
混合动力电动车辆可以包括动力传动***和至少一个控制器。所述至少一个控制器可以根据通过预测的路线分段确定的预定路线的电池荷电状态分布(profile)来运转动力传动***，该预测的路线分段基于预测的动力传动***运转模式转变、加速度转变或道路坡度转变。
一种车辆包括：电池；发动机；电机；以及至少一个控制器。所述至少一个控制器被配置为用于：对具有通过地理位置和目标电池荷电状态(SOC)限定的端点的多个路段中的每个运转所述发动机和电机，以实现所述目标电池SOC，其中，所述端点是通过沿所述路线预测的动力传动***运转模式转变、预测的车辆加速度转变或预测的道路坡度转变限定的端点的叠加。
所述端点是通过沿所述路线预测的动力传动***运转模式转变、预测的车辆加速度转变以及预测的道路坡度转变中的至少一个限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿路线预测的动力传动***运转模式转变和预测的车辆加速度转变限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿路线预测的动力传动***运转模式转变和预测的道路坡度转变限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿路线预测的车辆加速度转变和预测的道路坡度转变限定的端点的叠加。
一种运转混合动力电动动力传动***的方法包括：叠加限定路线的分段并从预测的动力传动***运转模式转变、预测的车辆加速度转变或预测的道路坡度转变产生的端点，每个端点具有地理位置和与所述地理位置关联的目标电池荷电状态(SOC)；以及对于每个所述分段运转电动马达、发电机和发动机以实现所述目标电池SOC。
从沿所述路线预测的动力传动***运转模式转变和预测的车辆加速度转变产生所述端点。
从沿所述路线预测的动力传动***运转模式转变和预测的道路坡度转变产生所述端点。
从沿所述路线预测的车辆加速度转变和预测的道路坡度转变产生所述端点。
一种动力传动***控制***包括：至少一个控制器，被配置为用于：对具有通过空间位置和目标电池荷电状态(SOC)限定的端点的多个路段中的每个运转动力传动***，以实现所述目标电池SOC，其中，所述端点是通过沿所述路线预测的动力传动***运转模式转变、预测的车辆加速度转变或预测的道路坡度转变限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿所述路线预测的动力传动***运转模式转变和预测的车辆加速度转变限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿路线预测的动力传动***运转模式转变和预测的车辆加速度转变限定的端点的叠加。
根据本发明的一个实施例，所述端点是通过沿路线预测的动力传动***运转模式转变和预测的道路坡度转变限定的端点的叠加。
响应于路段的燃料消耗估算，每个路段包括另外的子端点的叠加。
每个路段的另外的子端点基于不限定所述端点的沿路线的预测的动力传动***运转模式转变、预测的车辆加速度转变和预测的道路坡度转变中的至少一个。
每个路段的另外的子端点基于沿路线的以下限阈值为基础且所使用的预测的车辆加速度转变和预测的道路坡度转变中的至少一个，其中，沿路线的预测的车辆加速度转变和预测的道路坡度转变中的至少一个用于限定所述端点。
附图说明
图1示出具有动力传动***控制模块的示例混合动力电动车辆；
图2是基于路线预测的能量管理控制***流程图；
图3是具有路线预测的空间域(spatial domain)优化混合动力控制***的流程图；
图4是用于空间域优化混合动力控制***的基于规则的路线分段的流程图；
图5是用于空间域优化混合动力控制***的空间域优化流程图；
图6示出预定路线的示例分段。
具体实施方式
本说明书描述了本发明的实施例。然而，应理解公开的实施例仅为示例，其可以多种替代形式实施。附图无需按比例绘制；可放大或缩小一些特征以显示特定部件的细节。所以，此处所公开的具体结构和功能细节不应解释为限定，而仅为教导本领域技术人员以多种形式实施本发明的代表性基础。本领域内的技术人员应理解，参考任一附图说明和描述的多个特征可与一个或多个其它附图中说明的特征组合以形成未明确说明或描述的实施例。说明的组合特征提供用于典型应用的代表实施例。然而，与本发明的教导一致的特征的多种组合和变型可以根据需要用于特定应用或实施。
图1描述了插电式混合动力电动车辆的示例。插电式混合动力电动车辆102可以包含机械连接至混合动力传动装置106的一个或多个电动马达104。此外，混合动力传动装置106机械连接至发动机108。混合动力传动装置106还可以机械连接至驱动轴110,驱动轴110机械连接至车轮112。当发动机108开启时，电动马达104能提供推进。当发动机108关闭时，电动马达104能提供减速。电动马达104被配置为用作发电机，并且可通过回收在摩擦制动***中通常将作为热量损失掉的能量以提供燃料经济性效益。由于在特定状况下可以电动模式运转混合动力电动车辆102，电动马达104还可以减少污染排放。
牵引电池或电池组114存储电动马达104可以使用的能量。车辆电池组114通常提供高压直流(DC)输出。电池组114电连接至电力电子模块(powerelectronic module)116。电力电子模块116还电连接至电动马达104，并且能在电池组114和电动马达104之间双向传输能量。例如，典型的电池组114可以提供直流电压，而电动马达104的运转可能需要三相交流(AC)电。电力电子模块116可以将直流电压转换为电动马达104需要的三相交流电。在再生模式下，电力电子模块116将来自作为发电机的电动马达104的三相交流电转换为电池组114需要的直流电压。本说明书中描述的方法同样可以应用到纯电动车辆或者使用电池组的任何其它装置。
电池组114除了提供推进能量之外，还可以提供用于其它车辆电子***的能量。典型的***可以包括将电池组114的高压DC输出转换为与其它车辆负载兼容的低压DC输出的DC/DC转换器模块118。其它高压负载(比如压缩机和电加热器)可以直接连接至从电池组114引出的高压总线。在典型的车辆中，低压***电连接至12V电池120。纯电动车辆可以具有类似的配置，只是没有发动机108。
可以通过外部电源126向电池组114再充电。外部电源126可以经由充电端口124通过电连接向车辆102提供交流电或直流电。充电端口124可以是被配置为用于从外部电源126向车辆102传输电力的任何类型的端口。充电端口124可以电连接至电力转换模块122。电力转换模块122可以适配来自外部电源126的电力，以向电池组114提供适合的电压和电流水平。在一些运用中，外部电源126可以配置用于向电池组114提供适合的电压和电流水平，并且电力转换模块122不是必需的。在一些运用中，电力转换模块122的功能可以设置在外部电源126中。可以通过动力传动***控制模块(PCM)128控制包括发动机、传动装置、电动马达、发电机以及电力电子模块的车辆动力传动***。
除了示出插电式混合动力车辆之外，图1中如果去除部件108则可以示出电池电动车辆(BEV)。类似地，图1中如果去除部件122、124和126则可以示出传统的混合动力电动车辆(HEV)或功率分流(power-split)混合动力电动车辆。
可以使用给定路线的路径预测和路径信息，通过沿路线计划电池荷电状态(SOC)设置点(setpoint)来优化HEV的燃料经济性。这种优化的一种策略可以通过查看总体路线、优化路线上的每个点并向动力传动***控制模块(PCM)提供基于优化运转的信号来执行。
一种沿路线计划电池SOC设置点的方法是用于HEV实时能量管理的取决于路线的滚动时域控制(receding horizon control)。这允许通过最小化代表预定行驶状况中计划路线的燃料消耗的代价函数，使***获取最优的电池SOC计划。图2示出一种将优化HEV控制的问题分成两个水平的方法。高水平控制(能量管理优化202)基于包括但不限于路线预测、道路信息、物理参数以及整体的***约束的输入来确定沿路线的希望的电池SOC设置点之类的控制。低水平控制(车辆控制204)追踪电池SOC设置点并产生希望的车辆运转参数(例如电池***功率、发动机功率、发动机转速和发动机运转)。这些中间变量允许车辆控制204计算被发送至车辆206(更具体地，被发送用于控制发动机和电机)的扭矩需求，并且提供车辆状态的反馈，从而改善燃料经济性。将请求的扭矩(发动机扭矩τeng,、发电机扭矩τgen和马达扭矩τmot)发送至车辆，并将车辆运转数据至少反馈至能量管理优化202和车辆控制204。车辆运转数据包括但不限于车速Vspd、电池荷电状态SOC和行驶的距离。
优化燃料消耗的方法可能需要高于嵌入的控制模块中可用计算带宽的计算量。解决这种计算不足的一种方法可以是离线使用更强大的远程计算机***来计算最优操作。可能需要实时实施该控制算法。实时实施可以包括预测并处理交通、道路信息和驾驶员输入并收集当前车辆状态(电池SOC、车速等)的嵌入式控制模块。该实时实施数据的收集和处理使得处理没有缓冲延迟，并且输出代表并适应实时行驶状况。
对于这种优化的实时实施，由于大量计算的要求使得确定路线中每时每刻的SOC设置点可能不现实。解决该问题的一种方法是将路线划分成多段。一种划分路线的示例方法是基于可用计算带宽按时间划分路线。这种方法的一个问题是没有考虑路线的特征。另一种示例方法是将路线分解成具有相似特征和属性的多段。随后，可以基于优化对每段的端点计划SOC设置点。第二种路线划分的示例显示了对于给定路段而言生成实时燃料消耗估算方法的优点。
图3是示出确定用于控制电动马达104和电机的希望的电池SOC设置点的整体流程的流程图。该流程图通常存在于在动力传动***控制模块128中，并且可以用于车辆控制204和能量管理优化202两者。框302是数据输入框，其中，包括(但不限于)车速、道路坡度、交通数据、路线信息(交通标记、交通灯、标示的速度限制)的路线预览信息输入至框302。随后，在框304中对输入路线分段。该分段可以基于用户数据、预测的数据或通过互联网和云计算无线提供的信息。在路线被分段之后，可以使用空间域优化器306通过最小化沿路线估算的燃料消耗来计划希望的电池SOC设置点。框306的输出是框308中显示的希望的电池SOC设置点，能量管理优化框202可以使用该设置点来控制电机和电动马达104。
图4是框304中使用的子程序。图4是用于分解路线的基于规则的路线分段流程图。框402确定使用哪个规则来确定分段。取决于控制器中可用的计算能力以及其它因素，可以基于一个、两个或全部三个规则对路线分段。仲裁产生的分段以确定用于空间域优化的分段。
规则1是在框404中选择的基于动力传动***运转模式的规则。在该规则中，路线基于动力传动***运转模式的变化被分段。目标是将发动机关闭时(比如处于电动车辆模式)与发动机开启时(比如处于混合动力电动车辆模式)分离。结果是在离散的路线分段中没有混合的动力传动***运转模式，比如电动车辆模式和混合动力模式的组合。
在规则1中，在框406中使用包括车速、道路坡度分布、交通数据以及其它道路特征(比如交通灯、交通标记、标示的速度限制、匝道等)的数据来计算车轮功率分布。在框406中计算的预测的车轮功率分布用于在框408中确定动力传动***运转模式(POM)。在框410中POM与空间位置映射，并且在框412中根据POM对路线分段。动力传动***模式需要处于预测的车轮功率需求和车速的最小值，该最小值是低水平控制器中发动机起动或停止请求确定使用的主要参数。动力传动***模式变化点是电池SOC的合理控制点。需要在一段中没有混合模式运转以保持基本恒定，从而允许基于用于能量管理优化的燃料消耗估算来计算平均值。该基于动力传动***模式的分段允许低水平控制器追踪优化的SOC设置点。
规则2是在框414中选择的基于加速度的规则。在该规则中，使用预测的加速度变化来分解路线。如果变化高于预定的且可校准的阈值，则识别加速度变化各自的空间位置，并且将其用于分段。在框416中，使用可以从输入至框402的数据推导的车速来执行预测的车辆加速度。在框418处，将预测的车辆加速度与空间位置映射，在框418中识别车辆加速度的转变。通过包括静态阈值和动态阈值的标准来识别车辆加速度转变，这些阈值包括(但不限于)车辆加速度的范围(即，>0.5fps2)、车辆加速度变化的百分比(即，>5％)、或这些标准的组合或包括车速的其它标准(即，>0.5fps20-20mph)。基于车辆加速度转变，在框420中对路线分段。该规则可以容易地扩展为识别仅具有恒定(standstill)车速的路段。
规则3是在框422中选择的基于道路坡度的规则。在该规则中，分段基于具有基本相似的道路坡度的路段。如果道路坡度变化高于预定义的且可校准的阈值，则在框424中识别道路坡度转变的各自的空间位置。通过包括静态阈值和动态阈值的标准来定义道路坡度转变，这些阈值包括(但不限于)道路坡度范围(即，>0.05％)、道路坡度变化的百分比(即，>5％)或这些标准的组合或包括车速的其它标准(即，>0.05％0-20mph)。基于道路坡度转变，在框426中对路线分段。通过道路坡度自身或道路坡度的导数来确定道路坡度变化。当提供沿路线的分段常数道路坡度(piecewise constant road grade)时，可以使用道路坡度。当提供的道路坡度更加动态时，可以使用道路坡度的导数。
通过使用多个规则，这些规则的结果发送至框428，在框428中使用仲裁以确定分段，将该分段发送至空间域优化框306。仲裁可以叠加一个规则的结果和其它规则的结果，使得共同点与每个规则产生的每个独立点被表示一次。从叠加行为产生的叠加允许捕获用于分段的规则识别的所有点。例如，如果规则2识别点“A”和“B”而规则3识别点“B”和“C”，则这些点的叠加产生通过规则2和3识别的点“A”、“B”和“C”分段的路线，其中，点“A”、“B”和“C”是可以在相邻路段之间识别的加速度或道路坡度的变化点，所述变化点是针对SOC控制点的合理位置。此外，每个路段具有相对一致的加速度和道路坡度，从而具有一致的发动机运转和燃料流率。这是保证基于平均功率的实时燃料消耗估算的精度所必需的。
尽管图4示出了3个规则，但是可以考虑其它因素来对路线分段。其它因素包括用于限制HEV分段的最小长度的发动机运行(engine on)最小时间、优化中使用的路段总数的减少或每个路段的最小长度。
可以使用动态规划(DP)来制定该优化，以最小化沿路线的燃料消耗。使用状态和控制变量(该变量是每段开始处和结束处的电池SOC)解决非线性DP问题。状态和控制变量被量化成在每段的SOC网格点处估算燃料消耗的有限网格(finite grid)。每段的燃料消耗估算对DP优化很重要。分段影响燃料消耗估算的精度，用于燃料估算的理想分段可以用于优化。然而，优化和燃料消耗估算都使用相同的分段可能增加分段的数量，这在DP优化中会成倍地增加计算量需求。对计算量需求和燃料消耗估算精度冲突的解决方案是用于优化的分段何时用作燃料消耗估算以及下一步用于燃料消耗优化的基准。如果对于燃料消耗估算而言分段的精度不可接受，则可以执行产生子分段的进一步细化，其中，用于该分段的总燃料消耗估算是用于子分段的估算的总和。因为没有增加用于DP优化的分段数，所以该策略会改善燃料消耗估算的精度且不增加计算量需求。
图5是存在于框306中的空间域优化流程图。框502处接收图4中使用的路线分段以及路线分段规则。框504确定当前分段是否可以用于计算该分段的燃料消耗估算。如果确定使用当前分段可以精确地计算燃料消耗，则随后在框506中计算燃料消耗。如果确定使用当前分段不能计算燃料消耗，则在508中提供额外的细化规则并且分析路段，以确定每个当前路段是否能够分成子路段。一旦在框506中确定燃料消耗估算，随后在框510中优化该路线并且确定电池SOC设置点。该优化的输出是每个路段结尾处的希望的电池SOC设置点。不同于基于瞬时的优化，因为该分段基于空间域，所以该优化称为空间域优化。
图6是车速602相对于地理或空间位置604的图。在该图示中，预定路线基于车速拐点标准被分成多个路段并且可以与路段的起点或端点606关联。SOC0至SOCD为该预定路线的电池SOC设置点。如果如图5所示将路段分成子路段，则可以在原始的分段上包括或叠加另外的子端点或子路段608，以提高精度。该图用作说明子路段的示例，并且分段可以不遵守基于空间或时间的分段而是可以基于其它标准(比如，框302中的输入)确定。
传统的HEV以电的形式缓冲燃料能并回收动能，以改善整体车辆***运转效率。燃料是唯一能量源。对于PHEV，存在额外的能量源，即，在电池充电事件期间从电网存储到电池中的电量。用于PHEV的功率管理策略具有在两个能量源之间分配驱动功率需求以实现更好的燃料经济性或改善的驾驶性能且同时还满足其它目标的潜力。虽然传统的HEV运转为保持电池荷电状态(SOC)在恒定水平附近，但是在下次电池充电事件之前，PHEV尽可能多地使用预存储的电池(电网)电能，即，可希望在每个插电充电事件之后，充分使用电网提供的相对便宜的电能。电池SOC消耗至最低保护水平之后，PHEV运转为常规的HEV而在电池的最低保护水平附近运转。
本发明公开的程序、方法或算法可通过包括任何现有的可编程电子控制单元或专用的电子控制单元的处理装置、控制器或计算机使用/实施。类似地，程序、方法或算法可以以多种形式存储为通过控制器或计算机可执行的数据和指令，包括(但不限于)信息永久存储在不可写的存储媒介(比如ROM设备)中以及信息可替代地存储在可写的存储媒介(比如软盘、磁数据带存储器、光数据带存储器、CD、RAM设备和其它磁介质和光学介质)中。程序、方法或算法还可在可执行软件的对象中实施。可替代地，可以使用适当的硬件部件(比如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机(statemachine)、控制器或任何其它硬件部件或设备)或者硬件、软件和固件部件的结合来整体地或部分地实施该程序、方法或算法。
虽然上文描述了示例实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定，并且应理解不脱离本发明的精神和范围可以作出各种改变。如上所述，可以组合多个实施例的特征以形成本发明没有明确描述或说明的进一步的实施例。
尽管已经描述了多个实施例就一个或多个期望特性来说提供了优点或相较于其他实施例或现有技术应用更为优选，本领域技术人员应该认识到，取决于具体应用和实施，为了达到期望的整体***属性可以对一个或多个特征或特性妥协。这些属性可包括(但不限于)：成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、易于装配等。因此，被描述为在一个或多个特性上相对于其他实施例或现有技术应用不令人满意的实施例也未超出本发明的范围，并且这些实施例可以满足特定应用。

Claims (4)

1.一种车辆，包括：
电池；
发动机；
电机；
至少一个控制器，被配置为用于：对具有通过地理位置和目标电池荷电状态(SOC)限定的端点的多个路段中的每个运转所述发动机和电机，以实现所述目标电池SOC，其中，所述端点是通过沿所述路线预测的动力传动***运转模式转变、预测的车辆加速度转变或预测的道路坡度转变限定的端点的叠加。
2.根据权利要求1所述的车辆，其特征在于，所述端点是通过沿所述路线预测的动力传动***运转模式转变和预测的车辆加速度转变限定的端点的叠加。
3.根据权利要求1所述的车辆，其特征在于，所述端点是通过沿所述路线预测的动力传动***运转模式转变和预测的道路坡度转变限定的端点的叠加。
4.根据权利要求1所述的车辆，其特征在于，所述端点是通过沿所述路线预测的车辆加速度转变和预测的道路坡度转变限定的端点的叠加。
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