CN113386730A - 混合动力汽车串并联驱动模式切换的控制方法 - Google Patents
混合动力汽车串并联驱动模式切换的控制方法 Download PDFInfo
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Abstract
本发明涉及汽车控制技术领域,具体公开了一种混合动力汽车串并联驱动模式切换的控制方法。本发明提供的混合动力汽车串并联驱动模式切换的控制方法,通过对整车串并联驱动模式的分析,将串联驱动模式到并联驱动模式的过程分为三个阶段,并联驱动模式到串联驱动模式的过程也分为三个阶段,并且在每个阶段都会判断是否有切换成另外一种驱动模式的意图,以便及时进行切换,提高了汽车控制的精确性、可靠性和高效性,实现了清晰的控制策略,便于标定和应用。
Description
技术领域
本发明涉及汽车控制技术领域,尤其涉及一种混合动力汽车串并联驱动模式切换的控制方法。
背景技术
双电机混联构型近年来被证实为一个较易实施的混合动力构型,且可以方便实现HEV和PHEV间的切换。当整车处于中低速时,离合器分开,整车工作在串联驱动模式,由驱动电机进行驱动,发动机停机或是工作在经济的发电区域;当整车处于中高速时,离合器吸合,整车工作在并联驱动模式,由发动机以固定速比直接驱动车车辆,并且可以通过驱动电机来调整发动机的负荷,使得发动机依然工作在一个低油耗经济区;通过以上方案的实施,NEDC工况下可以获得小于4L的百公里油耗。
由于整车工况的多变性,涉及到频繁的整车驱动模式串并联切换控制,包括在模式切换过程中切换意图的改变带来的新的切换控制。因此,高效可靠的串并联驱动模式切换的控制方法变得尤为重要。
发明内容
本发明的目的在于提供一种混合动力汽车串并联驱动模式切换的控制方法,能适应整车工况的多变性及能适应在模式切换过程中切换意图的改变,高效且可靠,实现了清晰的控制策略,便于标定和应用。
为达此目的,本发明采用以下技术方案:
混合动力汽车串并联驱动模式切换的控制方法,所述控制方法包括:
S1、确定串联驱动模式和并联驱动模式之间的切换状态;
S2、若是由所述串联驱动模式切换至所述并联驱动模式,则包括以下步骤:
S21、将发动机的工作点调整至所述并联驱动模式下的参数,并判断是否切换至所述串联驱动模式,若是,则执行步骤S33;
S22、若没有切换至所述串联驱动模式,则离合器吸合,并判断是否切换至所述串联驱动模式,若是,则执行步骤S32;
S23、若没有切换至所述串联驱动模式,则切换所述并联驱动模式下所需的动力源,并判断是否切换至所述串联驱动模式,若是,则执行步骤S31;
S24、若没有切换至所述串联驱动模式,则整车进入并联驱动模式;
S3、若是由所述并联驱动模式切换至串联驱动模式,则包括以下步骤:
S31、切换所述串联驱动模式下所需的动力源,并判断是否切换至所述并联驱动模式,若是,则执行步骤S23;
S32、若没有切换至所述并联驱动模式,则所述离合器分离,并判断是否切换至所述并联驱动模式,若是,则执行步骤S22;
S33、若没有切换至所述并联驱动模式,则将所述发动机的工作点调整至所述串联驱动模式下的参数,并判断是否切换至所述并联驱动模式,若是,则执行步骤S21;
S34、若没有切换至所述并联驱动模式,则整车进入串联驱动模式。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,将发动机的工作点调整至所述并联驱动模式下的参数具体包括:
将所述发动机转矩调整为所述并联驱动模式下的发动机目标转矩,将所述发动机转速调整为与当前所述串联驱动模式下驱动电机的转速相同。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,且在所述并联驱动模式下,所述发动机的工作状态存在驱动与充电、驱动与助力及发动机断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机断油子模式下,TEng_Tgt=-TEng_Los;
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)d nEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机的转动惯量,JGm为发电机的转动惯量,JGear为发动机与发电机之间齿轮组的转动惯量,TCL为调速PI转矩。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,切换所述并联驱动模式下所需的动力源具体包括:
发电机减小发电转矩至零,所述驱动电机同步减小与所述发电机相同的转矩。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,定义驱动电机目标转转矩为TTm_Tgt,发电机请求转矩为TGm_Tgt,则
式中,TDrv为驾驶员需求扭矩,TEng_Act为发动机实际转矩,△TStp为发电机和驱动电机转矩同步调整步长,T* Gm_Tgt和T* Tm_Tgt分别为发电机请求转矩和驱动电机目标转矩上一个计算周期输出值。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,切换所述串联驱动模式下所需的动力源具体包括:
增大所述发电机的发电负转矩以吸收所述发动机的转矩,同时将所述发电机吸收的转矩以同等幅度转移至所述驱动电机上。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发电机请求转矩为TGm_Tgt,且在所述并联驱动模式下,所述发动机的工作状态存在驱动与充电、驱动与助力及发动机断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机断油子模式下,TEng_Tgt=-TEng_Los;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,TEng_Act为发动机实际转矩,△TStp为发电机和驱动电机转矩同步调整步长,T* Gm_Tgt和T* Tm_Tgt分别为发电机请求转矩和驱动电机目标转矩上一个计算周期输出值。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,在所述发电机的转矩等于所述发动机的转矩,且所述驱动电机的转矩调整为所述串联驱动模式下的驱动电机目标转矩,所述发动机转速与所述驱动电机转速相同时,所述离合器分离。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,
定义驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,则
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)dnEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机的转动惯量,JGm为发电机的转动惯量,JGear为发动机与发电机之间齿轮组的转动惯量,TCL为调速PI转矩。
作为上述的混合动力汽车串并联驱动模式切换的控制方法的一种优选技术方案,将所述发动机的工作点调整至所述串联驱动模式下的参数具体包括:
将所述发动机的转矩和转速分别调整为所述串联驱动模式下的发动机目标转矩和发动机目标转速;
定义发动机目标转矩为TEng_Tgt,发动机目标转速为nEng_Tgt,则
TEng_Tgt=TEng_Se;nEng_Tgt=nEng_Se;
式中,TEng_Se和nEng_Se分别为整车能量管理模块计算得到的发动机在目标发电功率点的转矩值和转速值。
本发明的有益效果:
本发明提供的混合动力汽车串并联驱动模式切换的控制方法,通过对整车串并联驱动模式的分析,将串联驱动模式到并联驱动模式的过程分为三个阶段,并联驱动模式到串联驱动模式的过程也分为三个阶段,并且在每个阶段都会判断是否有切换成另外一种驱动模式的意图,以便及时进行切换,提高了汽车控制的精确性、可靠性和高效性,实现了清晰的控制策略,便于标定和应用。
串联驱动到并联驱动切换的本质,在功率层面,是要实现发动机到车轮端从电传动到机械传动的转换;在转矩层面,是要实现驱动电机独立驱动到发动机和驱动电机共同驱动的转换,先将发动机的工作点调整至并联驱动模式下的参数再将离合器吸合,保证切换过程中整车驱动转矩和转速的一致性,避免切换冲击,同时在保证总驱动转矩不变的情况下切换动力源。此外,将离合器吸合或分离单独分列出来,有利于模块功能复用。
附图说明
图1是本发明实施例提供的发动机、发电机、驱动电机的连接结构的示意图;
图2是本发明实施例提供的混合动力汽车串并联驱动模式切换的控制方法的流程图。
图中:
1、发动机;2、发电机;3、离合器;4、驱动电机;5、主减速器及差速器;6、齿轮副。
具体实施方式
为使本发明解决的技术问题、采用的技术方案和达到的技术效果更加清楚,下面将结合附图对本发明实施例的技术方案做进一步的详细描述,显然,所描述的实施例仅仅是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本发明保护的范围。
在本发明的描述中,除非另有明确的规定和限定,术语“相连”、“连接”、“固定”应做广义理解,例如,可以是固定连接,也可以是可拆卸连接,或成一体;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言,可以具体情况理解上述术语在本发明中的具体含义。
在本发明中,除非另有明确的规定和限定,第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触,也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且,第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方,或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方,或仅仅表示第一特征水平高度小于第二特征。
本实施例提供了一种车辆,如图1所示,该车辆包括发动机1、发电机2、离合器3、驱动电机4、主减速器及差速器5和齿轮副6,发动机1和发电机2通过齿轮副6连接,发动机1与驱动电机4之间连接有离合器3,驱动电机4与轮轴之间连接有主减速器及差速器5。
在车辆处于串联驱动模式时,离合器3打开,车辆由驱动电机4驱动,发动机1输出负转矩维持在期望转速以保证一定的发电功率输出,通过电池的充放电实现对发动机功率的“削峰填谷”,以维持发动机工1作在燃油经济区。
在车辆处于并联驱动模式时,离合器3吸合,发动机1转速和车速速比固定,发电机1工作在零转矩随转模式,发动机1和驱动电机4共同完成整车的驱动。在并联驱动模式下,发动机1的工作状态存在驱动与充电、驱动与助力及发动机1断油三种子模式,各个子模式下驾驶员需求转矩、发动机转矩、驱动电机转矩三者分配关系不同,因此发动机目标转矩也根据子模式的不同分别考虑。
如图2所示,本实施例提供了一种混合动力汽车串并联驱动模式切换的控制方法,应用于上述的车辆中,该控制方法包括:
S1、确定串联驱动模式和并联驱动模式之间的切换状态。
具体地,车辆控制器实时判断车辆是否需要在串联驱动模式和并联驱动模式之间切换,若是,则确定是由串联驱动模式切换至并联驱动模式,还是由并联驱动模式切换至串联驱动模式。
S2、若是由串联驱动模式切换至并联驱动模式,则包括以下步骤:
S21、将发动机1的工作点调整至并联驱动模式下的参数,并判断是否切换至串联驱动模式,若是,则执行步骤S33。
具体地,将发动机1转矩调整为并联驱动模式下的发动机目标转矩,将发动机1转速调整为与当前串联驱动模式下驱动电机4的转速相同。
在本实施例中,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,且在并联驱动模式下,发动机1的工作状态存在驱动与充电、驱动与助力及发动机1断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机1断油子模式下,TEng_Tgt=-TEng_Los;
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)dnEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机1的转动惯量,JGm为发电机2的转动惯量,JGear为发动机1与发电机2之间齿轮组的转动惯量,TCL为调速PI转矩。
由于发动机1的转矩响应较驱动电机4慢,因此尽可能不调整发动机1的转矩而用驱动电机4来调整整车转矩,那么就需要在本步骤中将发动机1的转矩调整至并联驱动模式下的发动机目标转矩。同时,为了降低在离合器3吸合时因离合器3转速差带来的冲击,需要将发动机1转速调整为与当前串联驱动模式下驱动电机4的转速相同。
在本步骤中,离合器3未吸合,虽然发动机1的转矩和转速调整至并联驱动模式下所要求的参数,但是整车依然处于串联驱动模式,由驱动电机4完成整车驱动。
在调整发动机1的转矩和转速时,实时判断发动机1转矩和发动机1转速分别与发动机目标转矩和发动机目标转速的差值是否分别小于预设转矩差值和预设转速差值,若是,离合器3才能吸合。其中预设转矩差值和预设转速差值均根据试验获取,主要考虑离合器3吸合阶段的整车冲击度以及动力源交替阶段的动力连续性。
在本实施例中,在将发动机1的工作点调整至并联驱动模式下的参数的过程中,判断是否有切换至串联驱动模式的指令,若是有切换至串联驱动模式的指令,则只需要将发动机1的转矩和转速再调整为串联驱动模式下的参数,即执行步骤S33,重新进入串联驱动模式。
由于此时离合器3处于分离状态,因此依然保持分离状态,由驱动电机4完成整车驱动。
S22、若没有切换至串联驱动模式,则离合器3吸合,并判断是否切换至串联驱动模式,若是,则执行步骤S32。
具体地,在离合器3吸合阶段,向离合器3发送吸合请求并且离合器3在执行吸合过程中,发电机2依然要将发动机1的转速维持至与驱动电机4转速一致的状态下,以保证离合器3吸合过程中无冲击。整车依然由驱动电机4完成驱动,因此离合器3吸合阶段各部件的控制目标与步骤S21中发动机1的工作数据一致。
进一步地,虽然在步骤S21中发电机2已经将发动机1的转速和驱动电机4的转速的差值控制的比较小,但为了进一步降低离合器3吸合的冲击度,在离合器3吸合过程中,离合器3的油压也采用逐步增加的方式,油压加载速度需要结合整车表现标定获取。
相较步骤S21,本步骤只是多了离合器3的控制,将离合器3吸合阶段单独分列出来,使步骤S21中只涉及发动机1的转矩和转速的动态调整。
在本实施例中,在离合器3执行吸合的过程中,实时判断是否有切换至串联驱动模式的指令,若是有切换至串联驱动模式的指令,则切换至步骤S32执行离合器3分离操作,待离合器3分离后,将发动机1的转矩和转速分别调整为串联驱动模式下的发动机目标转矩和发动机目标转速,使整车重新进入串联驱动模式。
S23、若没有切换至串联驱动模式,则切换并联驱动模式下所需的动力源,并判断是否切换至串联驱动模式,若是,则执行步骤S31。
具体地,发电机2减小发电转矩至零,驱动电机4同步减小与发电机2相同的转矩,以切换并联驱动模式下所需的动力源。
实现发动机1输出功率从电传动到机械传动的切换,发电机2逐步减小发电转矩,从而使发动机1转矩向离合器3释放出来,驱动电机4同步减少与发电机2相同的转矩,由于发电机2转矩和驱动电机4转矩同步调整量大小相等,因此可以保证发动机1、发电机2和驱动电机4三者对外输出总转矩不变,保证驱动力的连续性。
待发电机2转矩已经降低至零转矩,驱动电机4转矩已降低至并联驱动模式下驱动电机目标转矩后,整车进入并联驱动模式。
在本实施例中,定义驱动电机目标转转矩为TTm_Tgt,发电机请求转矩为TGm_Tgt,则
式中,TDrv为驾驶员需求扭矩,TEng_Act为发动机实际转矩,△TStp为发电机2和驱动电机4转矩同步调整步长,T* Gm_Tgt和T* Tm_Tgt分别为发电机请求转矩和驱动电机目标转矩上一个计算周期输出值。
当切换过程的第一阶段结束,发动机1转矩已经等于并联驱动模式下的发动机目标转矩,即此时发动机1和驱动电机4二者各自都能满足整车驱动转矩需求,所以在动力源切换阶段,不用考虑发动机1和驱动电机4的转矩响应差异对整车动力性的影响;同时,由于切换过程中不存在动力中断,对切换总时长要求不高,驱动电机4动态响应时间对切换过程的影响可以忽略。
在切换并联驱动模式下所需的动力源的过程中,实现的是由“电传动”到“机械传动”的转换,要实时判断是否切换至串联驱动模式,若需要切换至串联驱动模式,则是由“机械传动”转换到“电传动”,即执行步骤S31切换所述串联驱动模式下所需的动力源,增大发电机2的发电负转矩以吸收发动机1的转矩,同时将发电机2吸收的转矩以同等幅度转移至驱动电机4上,然后再使离合器分离,在离合器分离后,将发动机1的工作点调整至串联驱动模式下的参数,使整车进入串联驱动模式。
S24、若没有切换至串联驱动模式,则整车进入并联驱动模式。
S3、若是由并联驱动模式切换至串联驱动模式,则包括以下步骤:
S31、切换串联驱动模式下所需的动力源,并判断是否切换至并联驱动模式,若是,则执行步骤S23。
具体地,增大发电机2的发电负转矩以吸收发动机1的转矩,同时将发电机2吸收的转矩以同等幅度转移至驱动电机4上,以切换串联驱动模式下所需的动力源。
在本实施例中,由于在离合器3断开后就实现了电传动,因此在断开离合器3前,就要实现机械传动向电传动的切换,通过发电机2增大发电负转矩来吸收发动机1的转矩,同时将发电机2吸收的转矩以同等幅度转移至驱动电机4上,由此在总驱动转矩不变的情况下实现了从发动机1到驱动电机4驱动的转换。此后发动机1全部功率被发电机2吸收,离合器3两端没有转矩传递。待发动机1转矩完全被发电机2吸收,即发电机2转矩等于发动机1转矩后,动力源切换结束。
具体地,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发电机请求转矩为TGm_Tgt,且在并联驱动模式下,发动机1的工作状态存在驱动与充电、驱动与助力及发动机1断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机断油子模式下,TEng_Tgt=-TEng_Los;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,TEng_Act为发动机实际转矩,△TStp为发电机和驱动电机转矩同步调整步长,T* Gm_Tgt和T* Tm_Tgt分别为发电机请求转矩和驱动电机目标转矩上一个计算周期输出值。
在切换串联驱动模式下所需的动力源的过程中,实时判断是否切换至并联驱动模式,若是有切换至并联驱动模式的指令,则执行步骤S23,使发电机2减小发电转矩至零,驱动电机4同步减小与发电机2相同的转矩,使发动机1与驱动电机4共同驱动整车。
S32、若没有切换至并联驱动模式,则离合器3分离,并判断是否切换至并联驱动模式,若是,则执行步骤S22。
在本实施例中,在发电机2的转矩等于发动机1的转矩,且驱动电机4的转矩调整为串联驱动模式下的驱动电机目标转矩,发动机1转速与驱动电机4转速相同时,离合器3分离。
具体地,定义驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,则
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)dnEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机1的转动惯量,JGm为发电机2的转动惯量,JGear为发动机1与发电机2之间齿轮组的转动惯量,TCL为调速PI转矩。
在离合器3分离的过程中,实时判断是否有切换至并联驱动模式的指令,若是有切换至并联驱动模式的指令,则执行步骤S22将离合器3的分离操作转为离合器3吸合操作,此过程发动机1转矩依然等于并联驱动模式下的发动机1转矩,发电机2基于转速控模式将发动机1转速维持与驱动电机4相同的转速。待离合器3再次吸合后,切换并联驱动模式下所需的动力源,即发电机2减小发电转矩至零,驱动电机4同步减小与发电机2相同的转矩,使整车重新进入并联驱动模式。
S33、若没有切换至并联驱动模式,则将发动机1的工作点调整至串联驱动模式下的参数,并判断是否切换至并联驱动模式,若是,则执行步骤S21。
在本实施例中,将发动机1的转矩和转速分别调整为串联驱动模式下的发动机目标转矩和发动机目标转速。
待离合器3分离后,发动机1已经与驱动电机4断开,此时已经处于“电传动”状态,将发动机1的转矩和转速调整为串联驱动模式下的发动机目标转速和发动机目标转速,驱动电机4独立完成整车的驱动。此阶段发动机1转矩、驱动电机4转矩、发动机1转速与串联驱动模式下的相应数据相匹配,待发动机1的转矩和转速调整至与串联驱动模式下发动机目标转速和发动机目标转速相近后,发动机1的转矩和转速调整阶段结束,整车进入串联驱动模式。
具体地,定义发动机目标转矩为TEng_Tgt,发动机目标转速为nEng_Tgt,则
TEng_Tgt=TEng_Se;nEng_Tgt=nEng_Se;
式中,TEng_Se和nEng_Se分别为整车能量管理模块计算得到的发动机1在目标发电功率点的转矩值和转速值。
在将发动机1的工作点调整至串联驱动模式下的参数的过程中,此时离合器3已分离,整车已进入串联驱动模式,仅仅是发动机1的工作点还没调整到目标参数值,此时如果需要再次进入并联驱动模式,则会依次执行由串联驱动模式到并联驱动模式切换的过程,即执行步骤S21-S23,使整车重新进入并联驱动模式。
S34、若没有切换至并联驱动模式,则整车进入串联驱动模式。
本实施例提供的混合动力汽车串并联驱动模式切换的控制方法,通过对整车串并联驱动模式的分析,将串联驱动模式到并联驱动模式的过程分为三个阶段,并联驱动模式到串联驱动模式的过程也分为三个阶段,并且在每个阶段都会判断是否有切换成另外一种驱动模式的意图,以便及时进行切换,提高了汽车控制的精确性、可靠性和高效性,实现了清晰的控制策略,便于标定和应用。
串联驱动到并联驱动切换的本质,在功率层面,是要实现发动机1到车轮端从电传动到机械传动的转换;在转矩层面,是要实现驱动电机4独立驱动到发动机1和驱动电机4共同驱动的转换,先将发动机1的工作点调整至并联驱动模式下的参数再将离合器3吸合,保证切换过程中整车驱动转矩和转速的一致性,避免切换冲击,同时在保证总驱动转矩不变的情况下切换动力源。此外,将离合器3吸合或分离单独分列出来,有利于模块功能复用。
由于各个部件之间的速比不同,为保证各个部件的转矩和转速能够直接比较和运算,本实施例将各个部件的转速和转矩根据速比关系折算至一个固定部件,即发动机2,以实现参照点的一致性,提高控制的精确性。
显然,本发明的上述实施例仅仅是为了清楚说明本发明所作的举例,而并非是对本发明的实施方式的限定。对于所属领域的普通技术人员来说,在上述说明的基础上还可以做出其它不同形式的变化或变动。这里无需也无法对所有的实施方式予以穷举。凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等,均应包含在本发明权利要求的保护范围之内。
Claims (10)
1.混合动力汽车串并联驱动模式切换的控制方法,其特征在于,所述控制方法包括:
S1、确定串联驱动模式和并联驱动模式之间的切换状态;
S2、若是由所述串联驱动模式切换至所述并联驱动模式,则包括以下步骤:
S21、将发动机(1)的工作点调整至所述并联驱动模式下的参数,并判断是否切换至所述串联驱动模式,若是,则执行步骤S33;
S22、若没有切换至所述串联驱动模式,则离合器(3)吸合,并判断是否切换至所述串联驱动模式,若是,则执行步骤S32;
S23、若没有切换至所述串联驱动模式,则切换所述并联驱动模式下所需的动力源,并判断是否切换至所述串联驱动模式,若是,则执行步骤S31;
S24、若没有切换至所述串联驱动模式,则整车进入并联驱动模式;
S3、若是由所述并联驱动模式切换至串联驱动模式,则包括以下步骤:
S31、切换所述串联驱动模式下所需的动力源,并判断是否切换至所述并联驱动模式,若是,则执行步骤S23;
S32、若没有切换至所述并联驱动模式,则所述离合器(3)分离,并判断是否切换至所述并联驱动模式,若是,则执行步骤S22;
S33、若没有切换至所述并联驱动模式,则将所述发动机(1)的工作点调整至所述串联驱动模式下的参数,并判断是否切换至所述并联驱动模式,若是,则执行步骤S21;
S34、若没有切换至所述并联驱动模式,则整车进入串联驱动模式。
2.根据权利要求1所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,将发动机(1)的工作点调整至所述并联驱动模式下的参数具体包括:
将所述发动机(1)转矩调整为所述并联驱动模式下的发动机目标转矩,将所述发动机(1)转速调整为与当前所述串联驱动模式下驱动电机(4)的转速相同。
3.根据权利要求2所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,且在所述并联驱动模式下,所述发动机(1)的工作状态存在驱动与充电、驱动与助力及发动机(1)断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机(1)断油子模式下,TEng_Tgt=-TEng_Los;
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)d nEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机的转动惯量,JGm为发电机的转动惯量,JGear为发动机与发电机之间齿轮组的转动惯量,TCL为调速PI转矩。
4.根据权利要求1所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,切换所述并联驱动模式下所需的动力源具体包括:
发电机(2)减小发电转矩至零,驱动电机(4)同步减小与所述发电机(2)相同的转矩。
6.根据权利要求1所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,切换所述串联驱动模式下所需的动力源具体包括:
增大发电机(2)的发电负转矩以吸收所述发动机(1)的转矩,同时将所述发电机(2)吸收的转矩以同等幅度转移至驱动电机(4)上。
7.根据权利要求6所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,定义发动机目标转矩为TEng_Tgt,驱动电机目标转转矩为TTm_Tgt,发电机请求转矩为TGm_Tgt,且在所述并联驱动模式下,所述发动机(1)的工作状态存在驱动与充电、驱动与助力及发动机(1)断油三种子模式,则
在驱动与充电子模式下,TEng_Tgt=min(TDrv-TTm_PaSoc,TEng_PaMax);
在驱动与助力子模式下,TEng_Tgt=min(TDrv,TEng_PaMax);
在发动机(1)断油子模式下,TEng_Tgt=-TEng_Los;
式中,TDrv为驾驶员需求扭矩,TTm_PaSoc为基于当前SOC计算的并联驱动模式下驱动电机发电负转矩,TEng_PaMax为并联驱动模式下发动机转矩上限值,TEng_Los为发动机当前转速下的摩擦转矩值,TEng_Act为发动机实际转矩,△TStp为发电机和驱动电机转矩同步调整步长,T* Gm_Tgt和T* Tm_Tgt分别为发电机请求转矩和驱动电机目标转矩上一个计算周期输出值。
8.根据权利要求1所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,在发电机(2)的转矩等于所述发动机(1)的转矩,且驱动电机(4)的转矩调整为所述串联驱动模式下的驱动电机目标转矩,所述发动机(1)转速与所述驱动电机(4)转速相同时,所述离合器(3)分离。
9.根据权利要求8所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,
定义驱动电机目标转转矩为TTm_Tgt,发动机目标转速为nEng_Tgt,发电机请求转矩为TGm_Tgt,则
TTm_Tgt=TDrv;nEng_Tgt=nTm;TGm_Tgt=-TEng_Act+(JEng+JGm+JGear)d nEng_Tgt/dt+TCL;
式中,TDrv为驾驶员需求扭矩,nTm为驱动电机当前转速,TEng_Act为发动机实际转矩,JEng为发动机的转动惯量,JGm为发电机的转动惯量,JGear为发动机与发电机之间齿轮组的转动惯量,TCL为调速PI转矩。
10.根据权利要求1所述的混合动力汽车串并联驱动模式切换的控制方法,其特征在于,将所述发动机(1)的工作点调整至所述串联驱动模式下的参数具体包括:
将所述发动机(1)的转矩和转速分别调整为所述串联驱动模式下的发动机目标转矩和发动机目标转速;
定义发动机目标转矩为TEng_Tgt,发动机目标转速为nEng_Tgt,则
TEng_Tgt=TEng_Se;nEng_Tgt=nEng_Se;
式中,TEng_Se和nEng_Se分别为整车能量管理模块计算得到的发动机(1)在目标发电功率点的转矩值和转速值。
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