CN108058600A - 用于车辆的再生制动装置及其使用方法 - Google Patents
用于车辆的再生制动装置及其使用方法 Download PDFInfo
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- CN108058600A CN108058600A CN201710607095.7A CN201710607095A CN108058600A CN 108058600 A CN108058600 A CN 108058600A CN 201710607095 A CN201710607095 A CN 201710607095A CN 108058600 A CN108058600 A CN 108058600A
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- braking
- regenerative braking
- control device
- energy
- regenerative
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Abstract
本申请涉及用于车辆的再生制动装置及其使用方法。一种车辆的再生制动控制装置可包括:驱动电动机;电池,用于向驱动电动机提供驱动电压;数据检测器,用于检测车辆的行驶状态信息;以及车辆控制器,其基于行驶状态信息生成总制动量。特别地,所述车辆控制器通过使用驱动电动机的可发电功率和电池的可充电功率生成再生制动可能量,当再生制动可能量大于总制动量时执行再生制动,并且基于再生制动可能量和基于再生制动的再生制动量准备液压制动。
Description
相关申请的交叉引用
本申请要求于2016年11月8日提交的韩国专利申请No.10-2016-0148375的优先权和权益,通过引用其全部内容将其并入本文。
技术领域
本发明涉及一种车辆的再生制动控制装置和能够主要控制再生制动的方法。
背景技术
本部分中的说明仅提供与本发明有关的背景信息,并且其可不构成现有技术。
随着对车辆燃料效率提高的不断的要求以及国家排放气体的更严格法规,对于环保车辆的需求有所增加,已经提供混合动力车辆作为实际需求的替代品。
混合动力电动车辆是使用两个以上动力源的车辆。两个或多个动力源可以各种方案进行组合。这里,作为动力源,使用使用传统化石燃料的汽油机(或柴油机)和由电能驱动的电动机/发电机的组合。混合动力车辆可以根据如何协调地操作两个动力源(即,发动机和电动机)来提供合适的输出转矩。
混合动力车辆提供:电动车辆(EV)模式,其中车辆仅通过电动机的转矩行驶;混合动力电动车辆(HEV)模式,其中根据发动机离合器是否耦合,车辆通过发动机转矩和电动机转矩的和行驶;以及再生制动(RB)模式,其回收在向车辆施加制动时或当车辆以车辆的惯性能驱动时产生制动和惯性能量。在RB模式中,制动和惯性能量运行驱动电动机,并且产生电力,从而用回收的制动和惯性能量对电池充电。
再生制动***在使车辆制动时使用部分制动力用于发电,对电池中产生的电能进行充电,并且将来自车辆行驶速度的部分动能用作为驱动发电机所需的能量(即,驱动电动机/发电机)。通过这样的再生制动***来延长车辆的行驶距离,燃料效率得以提高,并且能够减少有害气体的排出。
当再生制动与液压制动一起控制时,主要执行液压制动以获得制动稳定性和初始制动液压。根据常规技术,由于难以预测再生制动量且再生制动量的可靠性非常低,因此主要执行液压制动。
当主要执行液压制动时,存在对于通过再生制动回收能量的限制,因此燃料消耗劣化。
在该背景技术部分中所公开的上述信息仅用于增强对本发明的背景的理解,因此其可包含不形成本领域普通技术人员已知的现有技术的信息。
发明内容
本发明提供了一种车辆的再生制动控制装置,和当再生制动与液压制动进行协同控制时,能够主要控制再生制动的方法。
此外,本发明提供了一种车辆的再生制动控制装置和通过计算再生制动可能量能够提早进入再生制动的方法。
在本发明的一个实施方式中,一种车辆的再生制动控制装置可包括:驱动电动机;电池,其被配置成向驱动电动机提供驱动电压;数据检测器,其被配置为检测车辆的行驶状态信息;以及车辆控制器,其被配置为:基于行驶状态信息生成总制动量,基于驱动电动机的可发电功率和电池的可充电功率生成再生制动可能量,当再生制动可能量大于总制动量时,执行再生制动,并且基于再生制动可能量和基于再生制动的再生制动量准备液压制动。
车辆控制器被可基于再生制动可能量和再生制动量计算计算值,并且当计算值小于基准值时,通过向与制动片连接的制动缸提供液压来准备液压制动。
车辆控制器可控制制动***,以向与制动片连接的制动缸提供液压,直到制动片与制动盘处于吻点的状态。
当车辆控制器从数据检测器接收到改变的行驶状态信息时,车辆控制器可基于改变的行驶状态信息更新总制动量,并且当再生制动可能量小于更新的总制动量时,基于更新的总制动量和再生制动量计算液压制动量。
车辆控制器可通过从更新的总制动量中减去所述再生制动量来计算液压制动量,并基于液压制动量来执行液压制动。
车辆控制器可通过使用驱动电动机的可发电功率、电池的可充电功率和电气设备的消耗功率来计算再生制动可能量。
当变速器中档位发生变化时,车辆控制器可计算传递比(hand over ratio),并且基于驱动电动机的可发电功率、电池的可充电功率,传递比和电气设备的消耗功率计算再生制动可能量。
上述电气设备可包括HSG(混合起动器和发电机)、FATC(全自动温度控制***)以及LDC(低压DC-DC变换器)中的至少一者。
当再生制动可能量等于或小于总制动量时,车辆控制器可执行再生制动和液压制动。
在本发明的另一实施方式中,一种控制车辆再生制动的方法可包括以下步骤:通过车辆控制器,基于行驶状态信息计算总制动量;通过车辆控制器,通过使用驱动电动机的可发电功率和电池的可充电功率计算再生制动可能量;通过车辆控制器确定再生制动可能量是否大于总制动量;当再生制动可能量大于总制动量时,通过车辆控制器执行再生制动;以及,通过车辆控制器,基于所述再生制动可能量和基于再生制动的再生制动量准备液压制动。
根据本发明的示例性实施方式,由于当再生制动与液压制动进行协同控制时主要执行再生制动,因此提高了能量的回收量,从而改善了燃料消耗。
此外,由于通过计算再生制动可能量提早进入再生制动,因此再生制动量得以增加。
可从本发明的示例性实施方式中获得或预期的效果将在下文详细描述中进行直接或暗示地描述。即,将在下文详细描述中将描述从本发明的示例性实施方式预期的各种效果。
根据本文所提供的描述,本发明进一步的适用领域将变得显而易见。应当理解的是,本文描述和具体示例仅旨在说明的目的,并不意图于限制本发明的范围。
附图说明
为了能良好地理解本发明,现将参考附图描述以示例形式给出的本发明的各种实施方式,其中:
图1是示出车辆的再生制动控制装置的框图;
图2和图3是示出控制车辆的再生制动的方法的流程图;
图4是用于说明控制车辆的再生制动的方法的曲线图;以及
图5是用于说明液压制动方法的曲线图。
此处所描述的附图仅用于说明的目的,并且其不意图以任何方式限制本发明的范围。
具体实施方式
下文描述本质上仅是示例性的,且其不意图限制本发明,及其应用或用途。应当理解的是,贯穿附图,相应的附图标记表示相似或相应的部件和特征。
将在下文描述的附图和以下详细描述涉及用于有效地解释本发明的特征的各种示例性实施方式中的一个示例性实施方式。因此,本发明不应被解释为限制于附图和下文描述。
此外,在本发明的描述中,当确定有关的公知结构和功能会不必要地使本发明的范围不清晰时,不提供有关的公知结构和功能的详细描述。此外,在下文将描述的术语是考虑到其在本发明中的功能而进行定义的术语,并且可以通过用户或操作者或客户的意图来改变。因此,其定义应基于本发明的描述进行确定。
此外,在下面的示例性实施方式中,为了有效地解释本发明的主要技术特征,术语将进行适当地变化、组合或分割,使得本领域技术人员能够清楚地理解这些术语,但是本发明不限于此。
图1是示出本发明的一个示例性实施方式中的车辆的再生制动控制装置的框图。图1示出了为了更好地理解且易于描述,将再生制动控制装置应用于环境友好车辆中的混合动力车辆。因此,再生制动控制装置不仅可以应用于图1的混合动力车辆,而且可应用于其他环境友好车辆。尽管混合动力车辆可能在狭义上与燃料电池车辆和电动车辆不同,但本发明的混合动力车辆包括电动车辆(EV)和燃料电池电动车辆(FCEV)。
参考图1,车辆的再生制动控制装置50可包括:数据检测器60、发动机100、发动机离合器110、驱动电动机120、电池130、变速器140、发动机控制器150(例如,发动机控制单元:ECU)、电动机控制器160(例如,电动机控制单元:MCU)、电池控制器170(例如,电池管理***:BMS)、变速器控制器180(例如,变速器控制单元:TCU)、制动控制器190(例如,电动制动***:EBS)以及混合动力车辆控制器200(例如,混合控制单元:HCU)。
数据检测器60检测用于控制再生制动的车辆的行驶状态信息。由数据检测器60检测的行驶状态信息被发送到HCU 200。数据检测器60可包括制动踏板位置传感器60(例如BPS)、车速传感器65和换档检测器67。
BPS 63检测驾驶员踏下制动踏板的程度。此处,BPS 63检测制动踏板的位置值(踏下制动踏板的程度),并将制动踏板的位置值发送到HCU 200。当完全踏下制动踏板时,制动踏板的位置值可以为100%,当没有踏下制动踏板时,其位置值可以为0%。
车速传感器65检测车速。车速传感器可布置在车辆的驱动轮中。HCU 200可以通过使用从GPS(全球定位***)接收到的GPS信号来计算车辆速度。
换档检测器67检测变速器150的档位。
发动机100由ECU 150控制。
发动机离合器110布置在发动机100和驱动电动机120之间,选择性地连接发动机100和驱动电动机120,从而选择性地在其二者之间传递动力。发动机离合器110通过HCU200的控制信号进行操作。即,发动机离合器110根据EV(电动车辆)模式和HEV(混合动力电动车辆模式)的转换,连接或断开发动机100与驱动电动机120之间的动力传递。
当发动机离合器110脱离时,混合动力车辆仅由驱动电动机120操作,并且当发动机离合器110接合时,混合动力车辆由发动机100和驱动电动机120操作。
驱动电动机120产生由MCU 160控制的驱动转矩。驱动电动机120可在滑行过程或再生制动过程中产生电功率(即,作为发电机运行),并且以该电功率对电池130充电。
电池130由多个单元电池组成,并且以电能进行充电从而向驱动电动机120提供驱动电压。电池130在EV模式或HEV模式过程中向驱动电动机120提供驱动电压,并且在再生制动过程中以驱动电动机120产生的电能进行充电。
电池130可以通过商业电源进行充电。
变速器140根据TCU 180的控制来调整变速比,利用变速比根据行驶模式分配通过发动机离合器110增加并施加的输出转矩,并将输出转矩传递给驱动轮,从而使车辆能够行驶。
ECU 150通过有线或无线通信与HCU 200连接,并且基于发动机100的状态控制发动机100的整体操作,例如驾驶员的所需转矩、冷却剂温度、发动机速度、节流阀的开口量、进气量、氧量和发动机转矩。ECU 150向HCU 200发送发动机100的状态。
MCU 160根据HCU 200的控制信号来控制驱动电动机120。
BMS 170检测包括电池的每个单元的电压、电流、温度在内的信息,并控制电池的充电状态,并且根据HCU 200的控制信号来管理电池的SOC(荷电状态)。BMS 170控制电池130的电压,使得电池不会过放电而低于最小电压限制,或者电池不会过充电而超过最大电压限制。
TCU 180根据ECU 150和MCU 160的控制信号来控制变速器的变速比,并且控制变速器140的整体操作,例如确定再生制动量。TCU 180向HCU 200发送变速器140的操作状态。
当变速器140中档位发生变化时,TCU 180根据变速器140的档位确定传递比(handover ratio)。此处,传递比可指的是前一档位的转矩(即,换档前的档位)与目标档位(即,换档后的档位)的转矩之间的转矩共享比。例如,在档位从4档换到3档的过程中,4档和3档之间的转矩共享比可被定义为0~1。此时,当向4档提供100%的转矩时,传递比可以为0,并且当向3档提供100%的转矩时,传递比可以为1。TCU 180将传递比发送到HCU 200。
为了该目的,在TCU 180中,提供一个微处理器或多个微处理器,并且一个微处理器或多个微处理器可以通过预定的程序进行操作,以执行控制车辆的再生制动的方法。
当驾驶员使车辆减速时,EBS 190计算由踏板冲程和主缸的液压确定的总制动量。
EBS 190根据HCU 200的控制信号,通过控制制动缸向各个驱动轮提供液压来执行液压制动。即,EBS 190通过使用总制动量和再生制动量来计算液压制动量,并且根据液压制动量控制提供给驱动轮的制动缸的液压。
向EBS 190应用一种再生制动效率得以提高的、用于再生制动的制动***(AHB:Active Hydraulic Booster:主动液压增压器)。
为了该目的,在EBS 190中,设置有一个微处理器或多个微处理器,并且一个微处理器或多个微处理器可以通过用于执行控制车辆再生制动的方法的预定程序进行操作。
HCU 200是设置混合运行模式并控制环境友好车辆的整体操作的上级控制器。HCU200整体地控制通过通信网络连接的从属控制器,收集并分析每个从属控制器的信息,并执行协同控制以控制发动机100和电动机120的输出转矩。
HCU 200基于由数据检测器60检测出的行驶状态信息执行再生制动和液压制动。详细地说,HCU 200从EBS接收总制动量。HCU 200基于驱动电动机的可发电功率和电池的可充电功率计算再生制动可能量。HCU 200从MCU 160接收驱动电动机的可发电功率,并且从EBS 190接收电池的可充电功率。HCU 200基于再生制动可能量和总制动量控制MCU 160用于执行再生制动,并计算再生制动量。HCU 200基于再生制动可能量和再生制动量,控制EBS190用于准备液压制动。
为了该目的,在HCU 200中,设置有一个微处理器或多个微处理器,且一个微处理器或多个微处理器可通过用于执行控制车辆再生制动的方法的预定程序进行操作。
在下文中,将参照附图详细描述控制车辆的再生制动的方法。
图2和图3是示出在本发明的示例性实施方式中控制车辆的再生制动的方法的流程图。图4是用于说明在本发明的一个示例性实施方式中控制车辆再生制动的方法的曲线图。图5是用于说明作为本发明的示例性实施方式的液压制动方法的曲线图。
参考图2和图3,在步骤S210,当驾驶员起动发动机时车辆行驶。即,HCU 200控制发动机100和驱动电动机120中的至少一者,使得车辆在发动机起动时行驶。
在步骤S215,数据检测器60检测包括制动踏板的位置值和车速的行驶状态信息。数据检测器60将行驶状态信息发送到HCU 200。
在步骤S220,HCU 200基于行驶状态信息确定车辆是否减速。此时,HCU 200可基于车速确定车辆减速。
在步骤S220中,当车辆未减速时,HCU 200移动到步骤210。
在步骤S225中,当车辆减速时,EBU 190计算总制动量。即,EBS 190根据HCU 200的控制信号通过使用制动踏板的位置值来计算总制动量。
在步骤S230,HCU 200计算再生制动可能量。详细地说,HCU 200从MCU 160接收驱动电动机的可发电功率,并从BMS 170接收电池的可充电功率。HCU 200通过使用驱动电动机的可发电功率、电池的可充电功率以及电气设备的消耗功率来计算再生制动可能量。即,HCU 200可将从驱动电动机的可发电功率减去电气设备的消耗功率所得的值和从电池的可充电功率减去电气设备的消耗功率所得的值之间的更小的值确定为再生制动可能量。
驱动电动机的可发电功率可意味着考虑到温度驱动电动机120能够产生的功率。并且电池的可充电功率可意味着考虑到电池的SOC和温度等,电池可进行充电的功率。电气设备可以包括HSG(混合起动器和发电机),FATC(全自动温度控制***)和LDC(低压DC-DC变换器)。
当变速器140发生换档时,HCU 200通过使用驱动电动机的可发电功率、电池的可充电功率、传递比以及电气设备的消耗功率来计算再生制动可能量。详细地说,HCU 200计算传递比,并且通过使用传递比、驱动电动机的可发电功率,电池的可充电功率以及电气设备的消耗功率来计算再生制动可能量。
在步骤S235,HCU 200确定再生制动可能量是否大于总制动量。此处,HCU 200确定再生制动可能量大于总制动量,从而提早进入再生制动。
在步骤S240,当再生制动可能量大于总制动量时,ECU 200执行再生制动。即,当再生制动可能量大于总制动量时,HCU 200通过控制MCU 160来执行再生制动。从图4的430可以看出,HCU 200提早执行再生制动。
在步骤S245,当执行再生制动时,MCU 160检验再生制动量。
在步骤S250,HCU 200通过使用再生制动可能量和再生制动量来计算计算值。即,HCU 200通过从MCU 160接收的再生制动可能量减去再生制动量来计算计算值。
在步骤S255,HCU 200确定计算值是否小于基准值。基准值可以意味着用于准备液压制动的值,并且其可被预先确定。
当计算值等于或大于基准值时,HCU 200移动到步骤S240。
在步骤S260,当计算值小于基准值时,HCU 200准备液压制动。即,当计算值小于基准值时,HCU 200控制EBS 190用于准备液压制动。EBS 190向各个驱动轮的制动缸提供液压,使得制动片和制动盘成为吻点的状态。此处,吻点指的是制动盘和制动片之间开始摩擦的状态。
参考图5,附图标记530表示制动盘和制动片之间开始摩擦的状态。
由于液压的响应缓慢,当总制动量大于再生制动量时,能够通过向制动缸施加制动液压的剩余液压来获得响应度。
在步骤S265,数据检测器60检测由驾驶员改变的行驶状态信息。即,当驾驶员改变制动踏板的位置值时,数据检测器60检测制动踏板的改变的位置值。数据检测器60将制动踏板的位置值发送到HCU 200。
在步骤S270,EBS 190基于改变的行驶状态信息更新总制动量。即,EBS 190基于由HCU 200控制的制动踏板的改变的位置值来更新总制动量。
在步骤S275,HCU 200确定再生制动可能量是否小于更新的总制动量。
当再生制动可能量大于更新的总制动量时,HCU 200移动到步骤S240。
在步骤S280,当再生制动可能量小于更新的总制动量时,HCU 200控制EBS 190用于计算液压制动量。EBS 190通过从更新的总制动量中减去再生制动可能量来计算液压制动量。
在步骤S285,EBS 190基于液压制动量执行液压制动。即,EBS 190基于液压制动量通过控制提供给每个驱动轮的制动缸的液压来执行液压制动。
在步骤S290,当再生制动可能量小于总制动量时,执行再生制动和液压制动。换句话说,当再生制动可能量小于总制动量时,HCU 200控制MCU 160,从而执行再生制动,并且控制EBS 190,从而执行液压制动。
如上所述,在本发明的示例性实施方式中,基于驱动电动机的可发电功率和电池的可充电功率计算再生制动可能量,并且基于制动踏板的位置,当再生制动可能量大于总制动量时,能够提早进入再生制动,从而可以提高燃料效率。此外,由于预先准备液压制动,因此可以获得驾驶员的期望的制动力。
尽管已经结合目前被认为是实际的示例性实施方式描述了本发明,但应当理解的是,本发明不限于所公开的实施方式,正相反,其旨在覆盖包括在本发明的精神和范围内的各种修改和等效布置。
Claims (17)
1.一种车辆的再生制动控制装置,所述装置包括:
驱动电动机;
电池,其被配置成向所述驱动电动机提供驱动电压;
数据检测器,其被配置为检测所述车辆的行驶状态信息;以及
车辆控制器,其被配置为:
基于所述行驶状态信息生成总制动量,
基于所述驱动电动机的可发电功率和所述电池的可充电功率生成再生制动可能量,
当所述再生制动可能量大于所述总制动量时,执行再生制动,并且
基于再生制动可能量和基于再生制动的再生制动量准备液压制动。
2.根据权利要求1所述的再生制动控制装置,其中
所述车辆控制器被配置成基于所述再生制动可能量和所述再生制动量来计算计算值,并且当所述计算值小于基准值时,通过向与制动片连接的制动缸提供液压来准备液压制动。
3.根据权利要求2所述的再生制动控制装置,其中
所述车辆控制器被配置成控制制动***,所述制动***被配置成向与制动片连接的制动缸提供液压,直到所述制动片与制动盘处于吻点的状态。
4.根据权利要求1所述的再生制动控制装置,其中
当所述车辆控制器从所述数据检测器接收到改变的行驶状态信息时,所述车辆控制器被配置成基于所述改变的行驶状态信息更新所述总制动量,并且
当所述再生制动可能量小于更新的总制动量时,基于所述更新的总制动量和所述再生制动量计算液压制动量。
5.根据权利要求4所述的再生制动控制装置,其中
所述车辆控制器被配置为通过从所述更新的总制动量中减去所述再生制动量来计算所述液压制动量,并基于所述液压制动量来执行液压制动。
6.根据权利要求1所述的再生制动控制装置,其中
所述车辆控制器被配置成基于所述驱动电动机的可发电功率、所述电池的可充电功率和电气设备的消耗功率来计算再生制动可能量。
7.根据权利要求1所述的再生制动控制装置,其中
所述车辆控制器被配置成在变速器中档位发生变化时计算传递比,并且基于所述驱动电动机的可发电功率、所述电池的可充电功率,所述传递比和电气设备的消耗功率计算所述再生制动可能量。
8.根据权利要求7所述的再生制动控制装置,其中
所述电气设备包括混合起动器和发电机(HSG)、全自动温度控制***(FATC)以及低压DC-DC变换器(LDC)中的至少一者。
9.根据权利要求1所述的再生制动控制装置,其中
所述车辆控制器被配置成在所述再生制动可能量等于或小于所述总制动量时执行再生制动和液压制动。
10.一种控制车辆再生制动的方法,所述方法包括以下步骤:
通过车辆控制器,基于行驶状态信息计算总制动量;
通过所述车辆控制器,基于驱动电动机的可发电功率和电池的可充电功率计算再生制动可能量;
通过所述车辆控制器确定所述再生制动可能量是否大于所述总制动量;
当所述再生制动可能量大于所述总制动量时,通过所述车辆控制器执行再生制动;以及
通过所述车辆控制器,基于所述再生制动可能量和基于再生制动的再生制动量准备液压制动。
11.根据权利要求10所述的方法,其中:
在所述再生制动可能量的计算步骤中,基于所述驱动电动机的可发电功率、所述电池的可充电功率和电气设备的消耗功率来计算所述再生制动可能量。
12.根据权利要求10所述的方法,其中:
计算所述再生制动可能量的步骤包括:
确定变速器中档位是否发生变化;
当变速器中档位发生变化时,基于变速器的档位确定传递比;并且
基于所述传递比、所述驱动电动机的可发电功率,所述电池的可充电功率,以及所述电气设备的消耗功率计算所述再生制动可能量。
13.根据权利要求10所述的方法,其中
准备液压制动的步骤包括以下步骤:
基于所述再生制动可能量和所述再生制动量计算计算值;
确定所述计算值是否小于基准值;以及
当所述计算值小于所述基准值时,向与制动片连接的制动缸提供液压。
14.根据权利要求13所述的方法,其中在准备液压制动的步骤中,将液压提供给与所述制动片连接的所述制动缸,直到所述制动片和制动盘成为吻点状态。
15.根据权利要求13所述的方法,其中
通过从所述再生制动可能量减去所述再生制动量计算所述计算值。
16.根据权利要求10所述的方法,所述方法还包括以下步骤:
在准备所述液压制动的步骤之后,
通过所述车辆控制器,基于所述行驶状态信息的变化,更新所述总制动量;
当所述再生制动可能量小于更新的总制动量时,通过所述车辆控制器,通过从所述更新的总制动量中减去所述再生制动量来计算所述液压制动量;以及
通过所述控制器,基于所述液压制动量执行液压制动。
17.根据权利要求10所述的方法,所述方法还包括以下步骤:
在判断所述再生制动可能量是否大于所述总制动量之后,当所述再生制动可能量等于或小于所述总制动量时,执行再生制动和液压制动。
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US20180126862A1 (en) | 2018-05-10 |
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