CN109649374B - 用于设置混合动力车辆的ev启动/关闭线的方法 - Google Patents
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Abstract
本发明涉及一种用于设置混合动力车辆的EV启动/关闭线的方法,包括以下步骤:由控制器执行根据荷电状态设置区域的操作;由控制器基于车辆的爬坡度执行EV启动线设置操作;以及由控制器基于车辆的蠕行功率执行EV关闭线设置操作。该方法提供了简单且直观的EV线设置方法,以减少映射时间,并基本上消除人为误差的可能性,从而增加逻辑可靠性,以便减少对混合动力控制单元(HCU)存储的使用并节省成本。
Description
技术领域
本发明的示例性实施方式涉及一种用于设置混合动力车辆的EV(electricvehicle,电动车辆)启动/关闭线的方法,更具体涉及一种用于基于车辆驱动负载设置混合动力车辆的EV启动/关闭线的方法。
背景技术
混合动力车辆需要高效的发动机开启/关闭控制,以提高燃油效率。在混合动力车辆行驶期间,将发动机开启状态称为混合动力电动车辆(HEV)模式,而将发动机关闭状态称为电动车辆(EV)模式。换言之,HEV模式是利用发动机和电动机二者的驱动模式,而EV模式是仅利用电动机的驱动模式。
将用于确定发动机开启/关闭状态的线称为EV线。这种EV线根据驾驶者所需的功率,包括用于启动发动机的EV启动线以及用于关闭发动机的EV关闭线。EV线包括由根据荷电状态(State of Charge,SOC)和车速的驾驶者所需功率确定的映射图(map)。普通映射图的最大尺寸为20×30,并且映射图的总数达到70,即,EV启动线和EV关闭线均为35。
目前,根据映射和各因素之间的相关性,这种EV线的映射不是自动的,而是利用与映射有关经验的人员手动执行的。这种手动映射过程存在以下问题:
首先,手动执行映射未考虑映射和各因素之间的相关性,因此需要过多的映射时间。
其次,由于映射不是自动的,因此存在人为误差的可能性。特别是,不同人员之间的映射基准可能会有所不同,且这些基准不是恒定的。此外,如果人员缺乏映射经验,则车辆的性能无法得到优化。此外,由于映射较大,EV线可能因与映射有关人员的错误而无意地***作。
第三,由于未考虑映射和各因素之间的相关性,因此逻辑尺寸可能过大。因此,可使用混合动力控制单元(Hybrid Control Unit,HCU)的大存储容量,并且为了增大HCU的存储容量,可能需要附加成本。
发明内容
本发明的实施方式涉及一种用于设置混合动力车辆的EV(电动车辆)启动/关闭线的方法,其通过基于爬坡度(climbing angle)和蠕行功率(creep power)设置EV启动/关闭线,来考虑车辆驱动负载。
通过下面的描述参照本发明的实施例,本发明的其它目的和优点可以被更好地理解并变得明显。而且,对于本发明所属领域的技术人员显而易见的是,本发明的目的和优点可以通过所主张的装置及其组合来实现。
根据本发明的实施方式,提供一种用于设置混合动力车辆的EV启动/关闭线的方法,包括以下步骤:根据荷电状态(SOC)设置区域的操作;基于车辆的爬坡度执行EV启动线设置操作;以及基于车辆的蠕行功率执行EV关闭线设置操作。
根据荷电状态设置区域的操作将整个区域设置为七个区段,包括极低区段、低区段、较低区段、标准区段(normal stage)、较高区段、高区段、以及极高区段。
较低区段和较高区段中的每一个可再次被细分为三个区段。
EV启动线设置操作步骤包括:计算仅利用发动机实现行驶的爬坡度的操作、重量因子确定操作、考虑重量因子的标准EV启动线基准确定操作、以及按荷电状态区域的EV启动线确定操作,上述操作按顺序执行。
计算仅利用发动机实现行驶的爬坡度操作的步骤,按顺序执行根据发动机转速确定发动机最佳运行线、根据发动机最佳运行线确定车速的变速操作的次数、确定发动机功率、确定行驶阻力、计算爬坡度、以及设置荷电状态标准区域的基准驱动功率。
EV关闭线设置操作步骤按顺序执行蠕行功率确定操作、极低EV关闭线确定操作、以及按荷电状态区域的EV关闭线确定操作。
极低EV关闭线确定操作,可通过利用对在蠕行功率确定操作中所确定的蠕行功率加上余量而获得的值,确定极低EV关闭线。
根据本发明另一实施方式,一种包含由处理器执行的程序指令的非暂时性计算机可读介质,该计算机可读介质包括:设置混合动力车辆的EV启动/关闭线的程序指令,其包括:根据荷电状态设置区域的程序指令;基于车辆的爬坡度执行EV启动线设置操作的程序指令;以及基于车辆的蠕行功率执行EV关闭线设置操作的程序指令。
附图说明
图1是示出根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法的流程图;
图2是示出在本发明的EV启动线设置步骤中,设置具有仅利用发动机实现行驶的蠕行功率的SOC标准区域的基准驱动功率的曲线图;
图3是示出在本发明的EV启动线设置步骤中,考虑重量因子的标准EV启动线基准确定的曲线图;
图4是示出在本发明的EV关闭线设置步骤中,考虑驾驶性能的蠕行功率的映射的曲线图;以及
图5是示出在本发明的EV关闭线设置步骤中,通过对蠕行功率加上余量而获得的值来确定极低EV关闭线的曲线图。
具体实施方式
可以理解的是,本文使用的术语“车辆”或“车辆的”或其它相似的术语一般包括机动车辆,例如包括运动型多功能车辆(SUV)、公共汽车、卡车、各种商用车辆的客车;包括各种艇、船只、航空器等的船舶,并包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其他替代燃料车辆(例如,来自非石油资源的燃料)。如本文所提及的,混合动力车辆是具有两个或更多动力源的车辆,例如兼备汽油动力和电动车辆。
在此使用的术语仅用于说明特定实施例,而非旨在限制本发明。如在本文使用的,单数形式“一”、“一”和“该”也旨在包括复数形式,除非上下文明确指示。要进一步理解的是,当在本说明书中使用“包括”和/或“包含”时,是指陈述的特征、整数、步骤、操作、元件和/或部件的存在,但不排除一个或多个其它特征、整数、步骤、操作、元件、部件和/或其组合的存在或添加。如在本文使用的,术语“和/或”包括一个或多个相关所列项目的任何和全部的组合。贯穿整个说明书,除非有明确相反地描述,否则“包括”一词及其变化诸如“包括”或“包含”都将被理解为暗示包含所述的元件但不排除任何其他元件。此外,在说明书中描述的术语“单元”、“的人”、“人”以及“模块”意味着处理至少一个功能和操作的单元,并且可以通过硬件部件或部件组件及其组合来实现。
此外,本发明的控制逻辑可以体现为包含由处理器、控制器等执行的可执行程序指令的计算机可读介质上的非暂时性计算机可读介质。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡以及光学数据存储设备。计算机可读介质还可以分布在网络连接的计算机***中,使得计算机可读介质以分布式方式存储和执行,例如通过远程信息处理服务器或控制器局域网(CAN)。
下面将参照附图更详细地描述本发明的实施例,使得本领域技术人员可以容易地实现本发明。然而,在此将省略可能会模糊本发明的已知功能和构造的详细描述。
图1是示出根据本发明用于设置混合动力车辆的电动车辆(EV)启动/关闭线的方法的流程图。参照图1,根据本发明用于设置混合动力车辆的EV启动/关闭线的方法依次包括:根据荷电状态(SOC)设置区域的步骤S100、EV启动线设置步骤S200、以及EV关闭线设置步骤S300。
1)按SOC设置区域的步骤(S100)
在根据SOC设置区域的步骤S100中,将整个区域设置为七(7)个区段,包括极低区段、低区段、较低区段、标准区段(normal stage)、较高区段、高区段以及极高区段。其中,较低区段和较高区段中的每一个再次被细分为三个区段,包括较低1区段、较低2区段、和较低3区段,以及较高1区段、较高2区段、和较高3区段。此外,如下面的表1所示,基于标准区段确定与每个区域相对应的SOC。
表1
*C:极端、L:低、N:标准、H:高
2)EV启动线设置步骤(S200)
接下来,EV启动线设置步骤S200包括计算仅利用发动机实现行驶的爬坡度的步骤S210、重量因子确定步骤S220、考虑重量因子的标准EV启动线基准确定步骤S230、以及按SOC区域确定EV启动线的步骤S240。这些步骤按顺序执行。
在根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法中,当在EV行驶期间需要超过EV启动线的驱动功率时,EV启动线开启发动机。在此,驱动功率由加速器踏板或巡航控制器确定。
根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法,将爬坡度设置成EV启动线的基准。例如,当车辆爬行3%的坡度时所需的驱动功率大致等于当车辆以0.3g的加速度加速时所需的驱动功率。因此,将驾驶者以预定的坡度保持恒定速度或以恒定的加速度加速车辆的情况设置成EV线的基准。
①计算仅利用发动机实现行驶的爬坡度的步骤(S210)
在计算仅利用发动机实现行驶的爬坡度的步骤S210中,首先确定发动机的最佳运行线。EV线确定各发动机转速下的发动机的最佳运行线(转矩),以便通过控制高效的发动机开启/关闭来提高发动机的效率。
在确定发动机的最佳运行线之后,确定变速步骤的次数。当以所需转矩驱动最佳运行线时,基于换挡映射图,确定针对各车速的变速步骤的次数。
在确定变速步骤的次数之后,确定发动机功率。发动机功率通过以下等式,基于发动机的最佳运行线和发动机转速确定:
[等式1]
发动机功率=发动机最佳运行线×发动机转速
在确定发动机功率之后,确定行驶阻力。在此,使用为认证确定的行驶阻力。这通过以下等式,基于预设的行驶阻力系数f0、f1以及f2确定:
[等式2]
行驶阻力=f0+f1v+f2v2
其中v表示车速(km/h)。
在确定行驶阻力之后,由以下等式计算仅利用发动机实现行驶的爬坡度:
[等式3]
在此,g表示重力加速度(m/s2),m表示重量(kg),v表示车速(km/h)。
在计算爬坡度之后,作为计算仅利用发动机实现行驶的爬坡度的步骤S210的最终操作,将SOC标准区域的基准驱动功率设置成仅利用发动机实现行驶的爬坡功率,如图2所示。
②重量因子确定步骤(S220)
在重量因子确定步骤S220中,重量因子Fm由以下等式确定:
[等式4]
在上述等式中,重量利用根据目标车辆规格的值,并且基准重量是1600kg。此外,α以0.8作为重量因子系数。等式中的参数可以进行具体设置。
需要重量因子的原因如下:随着重量的增加,降低SOC的原因增加。因此,当发动机的操作量较高时,可以保持SOC。因此,将等于或大于物理计算值的重量,作为主动处理SOC的因子。
③考虑重量因子确定标准EV启动线基准的步骤(S230)
在考虑重量因子确定标准EV启动线基准的步骤S230中,EV线基准的确定如图3所示,考虑在计算仅利用发动机实现行驶的爬坡度的步骤S210中计算出的、仅利用发动机就能实现行驶的爬坡功率,以及在重量因子确定步骤S220中确定的重量因子。将此基准设置成标准EV启动线。
④按SOC区域确定EV启动线的步骤(S240)
在按SOC区域确定EV启动线的步骤S240中,如下表所示,基于在考虑重量因子确定标准EV启动线基准的步骤S230中设置的标准EV启动线,根据按SOC区域设置的因子,确定EV启动线。
表2
例: | CL | L | NL1 | NL2 | NL3 | N | NH1 | NH2 | NH3 | H | CH |
因子 | 0.5 | 0.8 | 0.9 | 0.96 | 0.98 | 1 | 1.02 | 1.04 | 1.1 | 1.2 | 1.5 |
3)EV关闭线设置步骤(S300)
接下来,EV关闭线设置步骤S300包括:蠕行功率确定步骤S310,极低EV关闭线确定步骤S320,以及按SOC区域确定EV关闭线的步骤S330。这些步骤按顺序执行。
在根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法中,当在HEV行驶期间需要等于或小于EV关闭线的驱动功率时,EV关闭线关闭发动机。在此,由加速器踏板或巡航控制器确定驱动功率。
根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法,将蠕行功率设置成EV关闭线的基准。当驾驶者未踩下加速器踏板或制动踏板时,蠕行功率是用于产生车辆减速感的功率。这可防止在EV关闭线小于蠕行功率的情况下,即使驾驶者将脚离开加速器踏板,发动机也不会被关闭的问题。
①蠕行功率确定步骤(S310)
在蠕行功率确定步骤S310中,如图4所示,考虑到驾驶性能,来映射蠕行功率。
②极低EV关闭线确定步骤(S320)
在极低EV关闭线确定步骤S320中,如图5所示,通过对在蠕行功率确定步骤S310中确定的蠕行功率加上余量β而获得的值,来确定极低EV关闭线。
③按SOC区域确定EV关闭线的步骤(S330)
在按SOC区域确定EV关闭线的步骤S330中,基于在极低EV关闭线确定步骤S320中确定的极低EV关闭线,根据所设置的因子来确定按SOC区域的EV关闭线,如下表所示。在此,设定最小值(Min)以将关闭线的负(-)区域转移到正(+)区域。
表3
如上所述,根据本发明的用于设置混合动力车辆的EV启动/关闭线的方法,能够减少映射时间并保证一致性,使人为误差最小,并由此保证逻辑稳定性,并且节省了增加HCU存储容量所需的成本。
尽管已经参照具体实施例描述了本发明,但是对于本领域技术人员来说显而易见的是,可以在不脱离如在以下权利要求中限定的本发明的精神和范围的情况下进行各种改变和修改。
例如,当在EV启动线设置步骤S200中设置SOC标准区域的基准驱动功率时,可以策略性地调整计算出的爬坡度,也可以使用加速度来代替爬坡度。此外,可以不使用重量因子,也可以不通过因子来设置调整(量),而是通过绝对值来设置。此外,可以不划分SOC区域,可以细分或简化。
在EV关闭线设置步骤S300中,可以使用零转矩来代替爬坡转矩,并且可以不通过因子,而是通过绝对值来设置调整。
根据本发明的、考虑了车辆驱动负载的用于设置混合动力车辆的EV启动/关闭线的方法,提供了简单且直观的EV线设置方法,从而显著地节省了映射时间,并且显著地降低了人为错误的可能性,从而增加逻辑可靠性,节省HCU存储,并因此达到节省成本的效果。
Claims (15)
1.一种用于设置混合动力车辆的EV启动/关闭线的方法,包括以下步骤:
由控制器执行根据荷电状态设置区域的操作;
由所述控制器基于车辆的爬坡度执行EV启动线设置操作;以及
由所述控制器基于车辆的蠕行功率执行EV关闭线设置操作,
其中EV关闭线设置操作步骤按顺序执行蠕行功率确定操作、极低EV关闭线确定操作、以及按荷电状态区域的EV关闭线确定操作,并且
其中极低EV关闭线确定操作,通过利用对在蠕行功率确定操作中所确定的蠕行功率加上余量而获得的值,确定极低EV关闭线。
2.如权利要求1所述的方法,其中根据荷电状态设置区域的操作将整个区域设置成七个区段,包括极低区段、低区段、较低区段、标准区段、较高区段、高区段以及极高区段。
3.如权利要求2所述的方法,其中所述较低区段和较高区段中的每一个再次被细分成三个区段。
4.如权利要求1所述的方法,其中EV启动线设置操作步骤包括:计算仅利用发动机实现行驶的爬坡度的操作、重量因子确定操作、考虑重量因子的标准EV启动线基准确定操作、以及按荷电状态区域的EV启动线确定操作,上述操作按顺序执行。
5.如权利要求4所述的方法,其中计算仅利用发动机实现行驶的爬坡度的步骤,按顺序执行根据发动机转速确定发动机最佳运行线、根据发动机最佳运行线确定车速的变速操作的次数、确定发动机功率、确定行驶阻力、计算爬坡度、以及设置荷电状态标准区域的基准驱动功率。
6.如权利要求5所述的方法,其中发动机功率由以下等式确定:
发动机功率=发动机最佳运行线×发动机转速。
7.如权利要求5所述的方法,其中行驶阻力由以下等式确定:
行驶阻力=f0+f1v+f2v2
其中f0、f1以及f2表示行驶阻力系数,并且v表示车速(km/h)。
10.一种基于车辆的爬坡度来设置混合动力车辆的EV启动线的方法,包括以下步骤:
按顺序执行计算仅利用发动机实现行驶的爬坡度的操作、重量因子确定操作、考虑重量因子的标准EV启动线基准确定操作、以及按荷电状态区域的EV启动线确定操作,
其中计算仅利用发动机实现行驶的爬坡度的操作步骤,按顺序执行根据发动机转速确定发动机最佳运行线、根据发动机最佳运行线确定车速的变速操作的次数、确定发动机功率,确定行驶阻力、计算爬坡度、以及设置荷电状态标准区域的基准驱动功率。
11.如权利要求10所述的方法,其中发动机功率由以下等式确定:
发动机功率=发动机最佳运行线×发动机转速。
12.如权利要求10所述的方法,其中行驶阻力由以下等式确定:
行驶阻力=f0+f1v+f2v2
其中f0、f1以及f2表示行驶阻力系数,并且v表示车速(km/h)。
15.一种包含程序指令的非暂时性计算机可读介质,其中所述程序指令在由处理器执行时实现一种用于设置混合动力车辆的EV启动/关闭线的方法,所述方法包括:
根据荷电状态设置区域的操作;
基于车辆的爬坡度的EV启动线设置操作;
以及
基于车辆的蠕行功率的EV关闭线设置操作,
其中EV关闭线设置操作步骤按顺序执行蠕行功率确定操作、极低EV关闭线确定操作、以及按荷电状态区域的EV关闭线确定操作,并且
其中极低EV关闭线确定操作,通过利用对在蠕行功率确定操作中所确定的蠕行功率加上余量而获得的值,确定极低EV关闭线。
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US20190106013A1 (en) | 2019-04-11 |
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