CN107351837A - 一种功率分流混合动力***模式切换方法 - Google Patents
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Abstract
本发明涉及一种功率分流混合动力***模式切换方法,用以实现纯电动至混合动力模式的平稳切换,包括以下步骤:1)采用离散动态规划的方法分别离线获取动力模式切换过程中,以整车平顺性为优化目标,在不同的设定条件下对应的多条发动机起动曲线;2)根据实际的运行条件和离线发动机起动曲线进行插值求解,得出实际运行时对应的最优发动机起动曲线,以及该曲线每个时刻对应的电机MG1、电机MG2的转矩和制动器B2的转矩控制值;3)对实际运行时对应的最优发动机起动曲线根据输出端转矩波动最小进行补偿,最终得到动力模式切换过程中对应的转矩控制值。与现有技术相比,本发明具有提升驾驶平顺性、兼顾切换时间和能量消耗等优点。
Description
技术领域
本发明涉及一种动力模式切换方法,尤其是涉及一种功率分流混合动力***模式切换方法。
背景技术
功率分流混合动力***作为深度及插电式混合动力汽车的主流技术方案,已得到广泛应用。为适应不同行驶工况并提升其效率,动力***需要通过离合器/制动器改变行星排元件间的连接方式,使车辆在不同的传动比范围可切换至不同的驱动工作模式。***在纯电动模式和混合动力模式之间切换时,需要实现发动机的快速起停。而在此过程中受发动机和电机动态特性的差异以及离合器/制动器自身特性等影响,在切换过程中可能会引起变速箱输出端合成转矩发生较大波动,从而对传动部件造成冲击,导致动力传递不平稳,影响整车的动力性和乘坐舒适性。传统的基于规则和经验的逻辑门限值控制策略在解决上述问题时存在较大的局限性。通过综合使用动态规划和预测控制理论,可以将最优控制和实时在线滚动优化相结合,最大程度上保证驾驶舒适性,对功率分流式混合动力***模式切换过程的控制策略开发具有重要意义。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种提升驾驶平顺性、兼顾切换时间和能量消耗的功率分流混合动力***模式切换方法。
本发明的目的可以通过以下技术方案来实现:
一种功率分流混合动力***模式切换方法,用以实现纯电动至混合动力模式的平稳切换,包括以下步骤:
1)采用离散动态规划的方法分别离线获取动力模式切换过程中,以整车平顺性为优化目标,在不同的设定条件下对应的多条发动机起动曲线;
2)在线运行过程中,根据实际的运行条件和离线发动机起动曲线进行插值求解,得出实际运行时对应的最优发动机起动曲线,以及该曲线每个时刻对应的电机MG1、电机MG2的转矩和制动器B2的转矩控制值;
3)对实际运行时对应的最优发动机起动曲线根据输出端转矩波动最小进行补偿,最终得到动力模式切换过程中对应的转矩控制值。
所述的设定条件和运行条件均包括制动器B1的转矩曲线、发动机初始时刻转角、发动机末端时刻转速以及电机MG1和电机MG2的转矩调节约束范围
所述的步骤1)中,制动器B1的转矩曲线下降速率最大为2000Nm/s。
所述的步骤1)中,整车平顺性即输出端转矩波动最小,其表达式为:
其中,ΔTOUT为模式切换过程中,动力***传递至输出端轴的转矩与输出端实际需求转矩的差值,T为相邻时刻间的长度,N为整个模式切换过程共包含的时刻总数,k为时刻。
所述的功率分流混合动力***由发动机、电机MG1、电机MG2、制动器B1、制动器B2通过行星排结构耦合组成。
与现有技术相比,本发明具有以下优点:
本发明充分利用电机快速响应的能力,并结合制动器状态变化,通过同时综合利用动态规划离线最优控制和模型预测在线实时滚动优化控制方法,最大限度地提升模式切换过程车辆的驾驶平顺性,并兼顾模式切换时间和能量消耗。
附图说明
图1为本发明所述方法应用的功率分流混合动力***示意图。
图2为所述方法的功率分流混合动力汽车整车控制框架。
图3为所述方法的离线动态规划及发动机最优起动曲线计算部分。
图4为所述方法的模式切换过程模型预测在线控制框架。
图5为最优发动机起动曲线及其对应的电机、制动器输出转矩曲线,其中,图(5a)为发动机起动曲线,图(5b)为电机MG1的转矩输出曲线,图(5c)为电机MG2的转矩输出曲线,图(5d)为制动器B2的转矩输出曲线。
具体实施方式
下面结合附图和具体实施例对本发明进行详细说明。
实施例
本发明提供的一种基于功率分流混合动力***纯电动至混合动力模式切换过程的最优协调控制方法,作为本发明的优选实施例,功率分流混合动力***如图1所示,该混合动力***由发动机、电机MG1、MG2、制动器B1、B2和行星排结构的功率耦合装置组成。基于该型式的混合动力***可以实现纯电动、混合动力、行车充电和再生制动等多种工作模式。
本发明涉及的功率分流混合动力汽车整车控制框架如图2所示。所述的纯电动至混合动力模式切换过程具体包含纯电动模式、发动机起动过程和混合动力模式三个阶段。具体表现为,纯电动模式行驶时,整车由电机MG2单独驱动或者由MG1、MG2联合驱动,期间制动器B1锁死并提供平衡转矩。当上层整车控制器发出切换至混合动力模式的指令之后,下层控制器基于模式切换最优控制方法,协调电机MG1、MG2的输出转矩和制动器B1的锁止转矩,使发动机曲轴转速由零开始逐渐增大,直至喷油点火。随之***进入混合动力模式,B1制动器完全打开,发动机输出稳定可控的正向转矩,和电机MG1、MG2共同驱动车辆前进。整个切换过程要求发动机平稳快速起动的同时,动力输出端的转矩满足驾驶员需求并尽可能减少波动。
本发明所述模式切换最优控制方法主要由离线动态规划和在线模型预测控制组成,分别如图3、图4所示。包括以下步骤:
S1:根据不同的制动器B1初始转矩值,设计起动过程中制动器B1的转矩曲线,使其转矩尽快降为零,根据当前初始转矩设置不同的下降斜率,最大可设置为2000Nm/s,以减少不必要的能量消耗。
S2:确定发动机的初始时刻转角、转速和末端时刻转速,将各个时刻可能的发动机转角和转速划分为一定的网格区间。
S3:分析不同的电机MG1、MG2和制动器B2转矩限制情况下,模式切换过程所需要的动力源种类,即除电机之外是否需要制动器B2助力。
S4:分别求出相邻时刻发动机轴各转速转角变换时电机MG1、MG2和制动器B2的需求转矩。
S5:以输出端转矩波动最小为主要优化目标,综合考虑起动时间和能量消耗,利用离散动态规划,求解出优化目标最优的发动机起动曲线及其对应的电机、制动器输出转矩,如图5所示。
S6:实际运行过程中,考虑电机MG1、MG2的转矩限制,判断是否需要B2制动器参与模式切换过程。基于不同情况下的制动器B1初始转矩和电机转矩限制,通过将S1~S5计算的离线结果进行插值求解出满足当前约束条件的发动机最优起动曲线,作为模型预测控制的期望值。
S7:在线控制时,将预测模型和校正模块反馈的状态变量与期望值进行比较,优化目标主要考虑整车平顺性,并兼顾发动机最优起动曲线等,决策出实际的电机、制动器控制转矩。
Claims (5)
1.一种功率分流混合动力***模式切换方法,用以实现纯电动至混合动力模式的平稳切换,其特征在于,包括以下步骤:
1)采用离散动态规划的方法分别离线获取动力模式切换过程中,以整车平顺性为优化目标,在不同的设定条件下对应的多条发动机起动曲线;
2)在线运行过程中,根据实际的运行条件和离线发动机起动曲线进行插值求解,得出实际运行时对应的最优发动机起动曲线,以及该曲线每个时刻对应的电机MG1、电机MG2的转矩和制动器B2的转矩控制值;
3)对实际运行时对应的最优发动机起动曲线根据输出端转矩波动最小进行补偿,最终得到动力模式切换过程中对应的转矩控制值。
2.根据权利要求1所述的一种功率分流混合动力***模式切换方法,其特征在于,所述的设定条件和运行条件均包括制动器B1的转矩曲线、发动机初始时刻转角、发动机末端时刻转速以及电机MG1和电机MG2的转矩调节约束范围。
3.根据权利要求2所述的一种功率分流混合动力***模式切换方法,其特征在于,所述的步骤1)中,制动器B1的转矩曲线下降速率最大为2000Nm/s。
4.根据权利要求1所述的一种功率分流混合动力***模式切换方法,其特征在于,所述的步骤1)中,整车平顺性即输出端转矩波动最小,其表达式为:
其中,ΔTOUT为模式切换过程中,动力***传递至输出端轴的转矩与输出端实际需求转矩的差值,T为相邻时刻间的长度,N为整个模式切换过程共包含的时刻总数,k为时刻。
5.根据权利要求1所述的一种功率分流混合动力***模式切换方法,其特征在于,所述的功率分流混合动力***由发动机、电机MG1、电机MG2、制动器B1、制动器B2通过行星排结构耦合组成。
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