CN106627560A - 用于混合动力车换档控制的设备和方法 - Google Patents

用于混合动力车换档控制的设备和方法 Download PDF

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Publication number
CN106627560A
CN106627560A CN201610754905.7A CN201610754905A CN106627560A CN 106627560 A CN106627560 A CN 106627560A CN 201610754905 A CN201610754905 A CN 201610754905A CN 106627560 A CN106627560 A CN 106627560A
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motor
control
torque
speed
torsion
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CN106627560B (zh
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金尚准
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Hyundai Motor Co
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Hyundai Motor Co
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    • 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]
    • B60L58/15—Preventing overcharging
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Abstract

本发明提供一种用于混合动力车的换档控制的方法，包括：确定由换档操作引起的变速器目标速度；和在发动机扭矩保持为当前扭矩的状态下，执行控制电机扭矩的扭矩干涉控制，直到所述变速器的输入轴速度达到目标速度，其中执行所述扭矩干涉控制的步骤包括：检测电机速度；根据所述电机速度，基于所述电机的充电功率获得最大化所述电机的充电功率的电机操作点；和基于所述电机操作点控制所述电机扭矩。

Description

用于混合动力车换档控制的设备和方法
相关申请的交叉参考
本申请要求于2015年10月28日向韩国知识产权局提交的韩国专利申请号为10-2015-0150347的优先权，其全部内容通过援引加入本文。
技术领域
本公开涉及用于混合动力车的换档控制的设备和方法。
背景技术
通常，混合动力电动车是通过结合两个或多个不同类型动力源驱动的车辆。
混合动力电动车通常使用发动机和电动机/发电机，并在低速时使用具有有益低速扭矩特性的电动机/发电机作为主动力源，在高速时使用具有有益高速扭矩特性的发动机作为主动力源。因此，由于低速行驶期间电动机/发电机的使用，混合动力电动车可获得高燃料效率和减少产生的废气。
用于根据车辆速度将来自发动机的动力转换为所需扭矩的变速器安装在车辆中。为了改善燃料消耗和最小化动力损失，已经研究了多档变速器。包括多档变速器的混合动力车通过降低变速器输入轴的旋转速度执行扭矩干涉控制，用于快速换档。
背景技术部分中所公开的上述信息仅用于增强对本公开背景技术的理解，因此其可能含有不构成现有技术的信息以及本领域技术人员所已知的信息。
发明内容
本公开致力于提供一种用于混合动力车的换档控制的设备和方法，其最大化用于快速换档的扭矩干涉控制期间的能量回收。
根据本公开示例性实施方式的用于混合动力车的换档控制的方法可包括：确定由换档操作引起的变速器的目标速度；和在发动机扭矩保持为当前扭矩的状态下，执行控制电机扭矩的扭矩干涉控制，直到所述变速器的输入轴速度达到目标速度，其中执行所述扭矩干涉控制的步骤可包括：检测电机速度；根据所述电机速度，基于所述电机的充电功率获得最大化所述电机的充电功率的电机操作点；和基于所述电机操作点控制所述电机扭矩。
执行所述扭矩干涉控制的步骤可重复检测所述电机速度的步骤、获得所述操作点的步骤、以及控制所述电机扭矩的步骤。
所述电机的充电功率可根据电池的充电效率来不同地确定。
控制所述电机扭矩可通过将所述电机操作为发电机使得一部分发动机扭矩被转换为电能，来产生电能。
所述方法还可包括：当所述变速器的输入轴速度达到目标速度时，控制所述电机扭矩以等于执行所述扭矩干涉控制之前的扭矩。
根据本公开另一示例性实施方式的用于混合动力车的换档控制的设备，包括：映射数据存储器，用于根据电机速度以映射数据格式存储电机的充电功率；和控制器，用于在发动机扭矩保持为当前扭矩的状态下，执行扭矩干涉控制，通过电机扭矩控制将所述电机的输入轴速度匹配至目标速度，其中，在所述扭矩干涉控制期间，所述控制器根据存储在所述映射数据存储器中的电机充电功率确定最大化所述电机的充电功率的所述电机的操作点，并基于所述操作点控制所述电机扭矩。
当通过控制所述电机扭矩改变所述电机的充电功率时，所述控制器可基于所改变的充电功率更新所述电机的操作点。
所述电机的充电功率可根据电池的充电效率不同地确定。
所述控制器可将所述电机操作为发电机，使得所述发动机扭矩的一部分被转换为电能。
当所述变速器的输入轴速度达到所述目标速度时，所述控制器可将所述电机扭矩控制为等于执行所述扭矩干涉控制之前的扭矩。
根据本公开的示例性实施方式，最大化了能量回收，并改善了车辆的燃料消耗。
附图说明
图1为示出根据本公开示例性实施方式的混合动力车的框图。
图2为示出根据本公开示例性实施方式的换档控制设备的框图。
图3为示出根据本公开示例性实施方式的换档控制方法的流程图。
图4为用于说明图3的换档控制方法的曲线图。
图5为示出根据电机速度和电机扭矩的充电功率的表格。
图6为示出根据电机速度和电机扭矩的电机效率的表格。
具体实施方式
在下面的详细描述中，仅通过示例的方式示出和描述了本公开的特定示例性实施方式。本领域的技术人员会认识到，所描述的实施方式可以各种不同的方式修改，所有遮羞修改都不脱离本公开的实质或范围。
因此，附图和描述被认为本质上是示例性的，而不是限制性的。在整个说明书中，相同的附图标记指代相同的元件。
在下面整个说明书和所附权利要求书中，当描述一个元件被“联接”至另一元件时，该元件可被“直接联接”至另一元件或通过第三元件“电联接”至另一元件。
图1为示出根据本公开示例性实施方式的混合动力车的框图。
参考图1，根据本公开示例性实施方式的混合动力车包括发动机10、电机20、发动机离合器30、变速器40、逆变器50、电池60、起动发电一体机70和车轮80。
发动机10可通过燃烧燃料产生动力。
电机20可支持发动机动力，并有选择地通过操作为发电机而产生电能。电机20产生的电能可存储在电池60中。
发动机离合器30可布置在发动机10与电机20之间，以连接或断开发动机10与电机20之间的动力。
变速器40可与电机20直接连接，并通过将发动机扭矩转换为所需扭矩来将驱动扭矩传输给车轮80。
逆变器50可将从电池60输出的DC电压转换为AC电压，并将AC电压传递至电机20或起动发电一体机70。
电池60可通过逆变器50提供电力给电机20和起动发电一体机70。
起动发电一体机70可启动发动机10，并有选择地通过操作为发电机而产生电能。起动发电一体机70可称为混合起动发电机(HSG)。
根据本公开示例性实施方式的混合动力车可包括至少一个控制器，例如混合控制单元(HCU)200、发动机控制单元(ECU)110、电机控制单元(MCU)120、变速器控制单元(TCU)140和电池管理***(BMS)160。
混合控制器200可为最高级控制单元，整体地控制连接至网络的下级控制单元，以控制混合动力车的整体操作。
发动机控制单元110可协同HCU 200控制发动机的整体操作。例如，发动机控制单元110可通过根据驾驶员的加速意图或命令及驾驶条件调节节气门的开度来控制发动机10的进气量。
电机控制单元120可协同HCU 200控制电机20的整体操作。另外，电机控制单元120可控制起动发电一体机70的整体操作。
变速器控制单元140可对应于变速杆的操作，控制供给至设于变速器40中的摩擦元件(例如，离合器和/或制动器)的液压压力，以控制变速器40的档位。
BMS 160可检测电池60的信息，例如电压、电流、温度等，以管理电池60的充电状态，并可控制电池60的充电电流量或放电电流量，以便不会过放电至下限电压或更低或者不会过充电至上限电压或更高。
混合动力车可驾驶于行驶模式，例如仅使用电机20的动力的电动车(EV)模式，其为纯电动车模式。混合动力车还可运行于混合动力车(HEV)模式和再生制动(RB)模式，HEV模式可使用发动机10的旋转力作为主动力，并可使用电机20的旋转力作为辅助动力，RB模式用于在行驶期间通过车辆的制动或惯性经电机20的发电来收集制动或惯性能量，以给电池60充电。
在本公开的说明书中，控制器可包括混合控制单元200、发动机控制单元110、电机控制单元120、变速器控制单元140和电池管理***(BMS)160。
控制器可通过由预定程序激活的一个或多个处理器实现，所述预定程序可编程为执行根据本公开实施方式的自动变速器的换档控制方法的各步骤。
前述各种示例性实施方式可在记录介质中实施，该记录介质可通过使用如软件、硬件或其组合由计算机或类似装置读取。
根据硬件实施方式，前述示例性实施方式可通过使用ASIC(专用集成电路)、DSP(数字信号处理器)、DSPD(数字信号处理装置)、PLD(可编程逻辑装置)、FPGA(现场可编程门阵列)、处理器、控制器、微控制器、微处理器和执行其他功能的电路中的至少一个来实施。
根据软件实施方式，在本说明书中描述的示例性实施方式如程序或功能可以单独的软件模块实施。软件模块可各自执行本说明书中描述的一个或多个功能和操作。软件代码可通过以恰当程序语言编写的软件应用程序来实施。
控制器可执行扭矩干涉控制和电机扭矩控制，使得最大化换档操作中的或由换挡操作引起的能量回收。
这里，参考附图描述根据本公开示例性实施方式的换档控制设备。
图2为示出根据本公开示例性实施方式的换档控制设备的框图。
参考图2，根据本公开示例性实施方式的换档控制设备300可包括行驶信息检测器310、映射数据存储器320和控制器330。
行驶信息检测器310可检测车辆的行驶信息。由行驶信息检测器310检测的行驶信息可被发送至控制器330。
车辆的行驶信息可包括车辆速度、电机速度、发动机速度、加速踏板的操作量、制动踏板的操作量和电池的SOC(充电状态)。车辆速度、电机速度和发动机速度可分别由车辆速度传感器、电机速度传感器和发动机速度传感器检测。加速踏板的操作量可由APS(加速位置传感器)检测，制动踏板的操作量可由BPS(制动踏板位置传感器)检测。SOC可由BMS160检测。
映射数据存储器320可根据电机速度、电机扭矩和电池60的SOC存储电机20的充电功率作为映射数据。电机20的充电功率可根据电池60的充电效率不同地确定。
控制器330可基于由行驶信息检测器310检测的行驶信息确定是否执行换档。控制器330可在改变所需扭矩或改变车辆速度时通过控制变速器40执行换档，从而适应或满足换档条件。控制器330可控制变速器40，使得当前档位被换为目标档位。即，可通过从控制器330输出的控制信号调节供给至设于变速器40中的摩擦元件的液压，从而实现从当前档位到目标档位的换档。
变速比指的是变速器40的输入轴速度与输出轴速度之间的比值，并可根据档位设定为不同。在驱动扭矩高时的低速区域，变速比可设定为高，而在驱动扭矩低时的高速区域可设定为低。即，随着档位为升档，变速比被设低。
在发动机扭矩保持为当前扭矩的状态下，控制器330可执行通过电机扭矩控制将电机20的输入轴速度匹配至目标速度的扭矩干涉控制。例如，当档位被升档时(第一档位到第二档位)，控制器330可控制发动机扭矩保持在当前扭矩，并通过将电机20操作为发电机使得一部分发动机扭矩被转换为电能，来产生电能，并且电能被存储在电池中。
这样，由于一部分发动机扭矩通过电机20转换为电能，所以变速器40的输入轴速度可被降低。
当执行用于升档的扭矩干涉控制时，考虑在电机20的当前速度下的电机20的充电功率，控制器330可确定最大化电机20的瞬时充电功率的操作点，并可执行电机20的扭矩控制。
当执行用于升档的扭矩干涉控制时，电机20的旋转速度可通过电机扭矩的变化而改变。随着电机20的旋转速度变化，电机20的充电功率可被改变，因而可改变最大化充电功率的电机20的操作点。因此，在扭矩干涉控制期间，控制器330可连续地获得电机20的旋转速度，响应于电机20的旋转速度的变化更新电机20的操作点，并执行电机20的扭矩控制，使得电机20的瞬时充电功率被最大化。
当变速器40的输入轴速度通过扭矩干涉控制达到目标速度时，控制器330可停止扭矩干涉控制，并控制电机扭矩等于执行扭矩干涉控制之前的扭矩。通过控制变速器完成换档，使得目标档位的齿轮被接合。
图3为示出根据本公开示例性实施方式的换档控制方法的流程图。图3中示出升档期间的换档控制方法。图4为说明图3的换档控制方法的曲线图。
参考图3和图4，在步骤S100，控制器330可根据由行驶信息检测器310检测的行驶信息(例如，驾驶员要求扭矩和车辆速度)确定目标档位，并开始换档至目标档位(参考图4的“a”)。
在步骤S101，控制器330可基于要求扭矩、车辆速度和目标档位确定变速器40的输入轴的目标速度。
在步骤S102，控制器330可控制供给至对应于目标档位的摩擦元件及对应于当前档位的摩擦元件的液压(参考图4的“a-b”区域)。例如，可通过控制器330的控制信号增大供给至目标档位的即将接合(on-going)的摩擦元件的液压，来接合对应于目标档位(例如，第二档)的齿轮。通过控制器330的控制信号减小供给至当前档位的即将分离(off-going)的摩擦元件的液压，可分离当前档位(例如，第一档)的齿轮。
在步骤S103，控制器330可执行扭矩干涉控制，使得变速器40的输入轴速度快速达到目标速度(参考图4的“b”)。
在步骤S104，行驶信息检测器310可检测电机速度。电机速度可被发送至控制器330。
在步骤S105，控制器330可从根据在映射数据存储器320中存储的电机速度的充电功率获得最大化电机20的充电功率的操作点。根据电机速度的电机的充电功率可在映射数据存储器320中存储为映射表的形式(参考图5)。
在步骤S106，控制器330可基于电机20的操作点执行电机20的扭矩控制。
在步骤S107，控制器330可反复地执行步骤S104至S106，直到通过电机20的扭矩控制变速器40的输入轴速度达到目标速度(参考图4的“b-c”区域)。
即，当通过电机20的扭矩控制改变电机速度和电机扭矩时，控制器330可基于改变的操作点，根据改变的电机速度和电机扭矩重新获得对应于改变的电机功率的电机20的操作点。尽管在扭矩干涉控制期间电机功率被改变，也能够执行电机20的扭矩控制，使得根据改变的电机速度的瞬时充电功率被最大化，从而可在扭矩干涉控制期间最大化能量回收。
图5为示出根据电机速度和电机扭矩的充电功率的表格。图5中，阴影单元格表示最大化电机的充电功率的电机操作点。图6为示出根据电机速度和电机扭矩的电机效率的表格。图6中，阴影单元格表示最大化电机效率的电机操作点。图5和图6中，负扭矩意味着电机20操作为发电机，使得一部分发动机扭矩通过电机20转换为电能。图5和图6示出了电池充电效率恒定时电机的充电功率和电机效率，但是当电池的充电效率变化时，电机的充电功率和电机效率会变化。
参考图5，当换档操作期间或由换档操作导致电机速度从8000RPM变为2000RPM时，控制器330可执行电机20的扭矩控制，使得电机20的充电功率被最大化(参考图5中的阴影单元格)。
参考图5，当电机速度为8000RPM时，最大化电机20的充电功率的电机扭矩可为负10Nm。因此，控制器330可控制电机20，使得电机20的发电扭矩应当是或者就是负10Nm。
当电机速度降低为2000RPM时，最大化电机20的充电功率的电机扭矩可为负35Nm。因此，控制器330可控制电机20，使得电机20的发电扭矩应当是或者就是负35Nm。
如图5和图6中所示，根据电机速度和电机扭矩的电机20的最大效率(参考图6的阴影单元格)及根据电机速度和电机扭矩的最大充电功率(参考图5的阴影单元格)可以是不同的。
控制器330可控制电机20，使得电机20的效率应当被最大化或者被最大化。然而，如果控制器330控制电机20，使得电机的充电功率被最大化，那么可最大化能量回收，并改善车辆的燃料消耗。
在步骤S107中，当变速器40的输入轴速度达到目标速度时，那么在步骤S108，控制器330可控制电机扭矩使其等于执行扭矩干涉控制之前的扭矩(参考图4的“c”)。在步骤S109，控制器330可通过增大供给至目标档位的即将接合(on-coming)的摩擦元件的液压完成换档至目标档位(参考图4的“c-d”区域)。
当换档完成时，在步骤S110，控制器330可根据驾驶员的要求扭矩确定变速器40的输入扭矩，并基于确定的变速器40的输入扭矩控制发动机扭矩和电机扭矩。
根据本公开的示例性实施方式，由于电机扭矩可被控制成使得在换档操作期间或由于换档操作，电机瞬时充电功率被最大化，最大化能量回收并改善车辆的燃料消耗。
根据本公开示例性实施方式的方法可通过软件执行。当通过软件执行时，本公开的构成元素可为执行必要工作的代码段。程序或代码段可存储在处理器可读介质处，或可通过耦合至通信网络或发送介质中的载波的计算机数据信号传送。
计算机可读记录介质包括存储可被计算机***读取的数据的各种类型记录装置。计算机可读记录装置可包括，例如，只读存储器(ROM)、随机存取存储器(RAM)、光盘只读存储器(CD-ROM)、数字通用光盘-ROM(DVD-ROM)、数字通用光盘-RAM(DVD-RAM)磁带、软盘、硬盘和光学数据存储。另外，在计算机可读存储介质中，分布在连接于网络的计算机***中并且计算机可通过分布式方法读取的代码可被存储和执行。
本公开前面的附图和详细描述说明性地示出本公开，并且用于描述本公开，而不用于限制权利要求中描述的本公开的含义或范围。因此，本领域的技术人员可容易地从前面的附图和详细描述选择或替换。另外，本领域的技术人员在不降低性能的情形下可省略该说明书中描述的构成元素中的一部分，或为增强性能而增加构成元素。另外，本领域的技术人员可根据处理环境或设备改变该说明书中所描述方法的步骤的次序。因此，本公开的范围应当由所附权利要求及其等效物确定，而不是描述的执行过程。
尽管已经结合目前被考虑为实际示例性实施方式描述了本公开，但是应当理解，本公开不限于所公开的实施方式，而是相反，其意图覆盖所附权利要求的实质和范围内所包括的各种修改和等效布置。

Claims (10)

1.一种用于混合动力车的换档控制的方法，包括以下步骤：
确定由换档操作引起的变速器的目标速度；和
在发动机扭矩保持为当前扭矩的状态下，执行控制电机扭矩的扭矩干涉控制，直到所述变速器的输入轴速度达到目标速度，
其中执行所述扭矩干涉控制的步骤包括：
检测电机速度；
根据所述电机速度，基于所述电机的充电功率获得最大化所述电机的充电功率的电机操作点；和
基于所述电机操作点控制所述电机扭矩。
2.如权利要求1所述的方法，其中执行所述扭矩干涉控制的步骤重复检测所述电机速度的步骤、获得所述操作点的步骤、以及控制所述电机扭矩的步骤。
3.如权利要求1所述的方法，其中所述电机的充电功率根据电池的充电效率来不同地确定。
4.如权利要求1所述的方法，其中控制所述电机扭矩的步骤通过将所述电机操作为发电机使得一部分发动机扭矩被转换为电能，来产生电能。
5.如权利要求1所述的方法，还包括以下步骤：当所述变速器的输入轴速度达到目标速度时，控制所述电机扭矩使其等于执行所述扭矩干涉控制之前的扭矩。
6.一种用于混合动力车的换档控制的设备，包括：
映射数据存储器，用于根据电机速度以映射数据格式存储电机的充电功率；和
控制器，用于在发动机扭矩保持为当前扭矩的状态下，执行扭矩干涉控制：通过电机扭矩控制将所述电机的输入轴速度匹配至目标速度，
其中，所述控制器在所述扭矩干涉控制期间，从存储在所述映射数据存储器中的电机充电功率确定最大化所述电机充电功率的所述电机的操作点，并基于所述操作点控制所述电机扭矩。
7.如权利要求6所述的设备，其中当通过控制所述电机扭矩改变所述电机的充电功率时，所述控制器基于所改变的充电功率更新所述电机的操作点。
8.如权利要求6所述的设备，其中所述电机的充电功率根据电池的充电效率不同地确定。
9.如权利要求6所述的设备，其中所述控制器将所述电机操作为发电机，使得所述发动机扭矩的一部分被转换为电能。
10.如权利要求6所述的设备，其中当所述变速器的输入轴速度达到所述目标速度时，所述控制器控制所述电机扭矩使其等于执行所述扭矩干涉控制之前的扭矩。
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