CN113561791A - 扭矩再分配调整方法以及相应的控制单元和电动车辆 - Google Patents

扭矩再分配调整方法以及相应的控制单元和电动车辆 Download PDF

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CN113561791A
CN113561791A CN202010353873.6A CN202010353873A CN113561791A CN 113561791 A CN113561791 A CN 113561791A CN 202010353873 A CN202010353873 A CN 202010353873A CN 113561791 A CN113561791 A CN 113561791A
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torque
electric vehicle
speed
slope
vehicle
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辛一博
李刚
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Robert Bosch GmbH
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Robert Bosch GmbH
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Priority to PCT/EP2021/060923 priority patent/WO2021219597A1/en
Priority to EP21722418.7A priority patent/EP4143044A1/en
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    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
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Abstract

本发明公开了一种用于对电动车辆(1)的扭矩进行再分配调整的方法，其中，所述电动车辆(1)至少包括用于前轴(11)的第一电驱动装置(17)和用于后轴(14)的第二电驱动装置(18)，所述方法至少包括以下步骤：判断电动车辆(1)是否处于需要再分配扭矩行驶状态；以及如果判断电动车辆(1)处于所述需要再分配扭矩行驶状态，通过控制第一电驱动装置(17)和/或第二电驱动装置(18)来调整初始分配给前轴(11)和/或后轴(14)的扭矩或初始分配给相应车轮的扭矩。此外，还公开了一种相应的用于电动车辆(1)的控制单元(19)、一种相应的计算机可读程序载体以及一种相应的电动车辆(1)。可以针对特定的行驶状态进行更好的扭矩分配。

Description

扭矩再分配调整方法以及相应的控制单元和电动车辆
技术领域
本发明涉及一种用于对电动车辆的扭矩进行再分配调整的方法、一种相应的用于电动车辆的控制单元、一种相应的计算机可读程序载体以及一种相应的电动车辆。
背景技术
电动车辆是指至少以车载电源为部分动力，可至少部分依赖电机驱动车轮行驶的车辆。目前，电动车辆主要可分为三类：纯电动车辆、混合动力车辆、燃料电池车辆。
电动车辆通常前、后轴配备有相应的驱动电机，以驱动前后轴的车轮旋转。正常行驶时，车辆控制单元根据一些参数、油门踏板踩踏程度计算得出车辆所需的总扭矩，然后将总扭矩以1:1的比例分配给前后轴的驱动电机，以期望平稳地驱动车辆行驶。
然而，电动车辆、尤其是电动卡车经常会面临一些非常规的行驶状态而可能将电动车辆置于需要脱困的境地。例如，卡车在爬坡时如果总扭矩仍以1:1的比例分配给前后轴的驱动电机，在极端情况下，虽然计算出的总扭矩满足要求，但却使卡车无法完成爬坡，或者使爬坡非常困难。还存在其它类似情况，例如，前轮或后轮陷入泥坑等中，也会使得出现这种问题。
为此，需要对电动车辆进行改进，以进一步提高电动车辆对各种行驶状态的适应性。
发明内容
本发明的目的是提供一种改进的用于对电动车辆的扭矩进行再分配调整的方法、一种改进的用于电动车辆的控制单元、一种改进的计算机可读程序载体以及一种改进的电动车辆。
根据本发明的第一方面，提供了一种用于对电动车辆的扭矩进行再分配调整的方法，其中，所述电动车辆至少包括用于前轴的第一电驱动装置和用于后轴的第二电驱动装置，所述方法至少包括以下步骤：判断电动车辆是否处于需要再分配扭矩行驶状态；以及如果判断电动车辆处于所述需要再分配扭矩行驶状态，通过控制第一电驱动装置和/或第二电驱动装置来调整初始分配给前轴和/或后轴的扭矩或初始分配给相应车轮的扭矩。
根据本发明的第二方面，提供了一种用于电动车辆的控制单元，所述控制单元被配置成适于上述方法。
根据本发明的第三方面，提供了一种计算机可读程序载体，所述计算机可读程序载体存储有程序指令，所述程序指令被处理器执行能执行上述方法。
根据本发明的第四方面，提供了一种电动车辆所述电动车辆包括上述控制单元和/或上述计算机可读程序载体。
根据本发明的电动车辆，可以针对特定的行驶状态进行更好的扭矩分配。
附图说明
下面，通过参看附图更详细地描述本发明，可以更好地理解本发明的原理、特点和优点。附图包括：
图1示意性地示出了根据本发明的一个示例性实施例的电动车辆的基本原理图。
图2示出了根据本发明的一个示例性实施例的用于针对爬坡状态调整电动车辆的扭矩分配的方法的流程图。
图3示出了根据本发明的进一步的示例性实施例的用于基于斜坡的坡度调整电动车辆的扭矩分配的方法的流程图。
具体实施方式
为了使本发明所要解决的技术问题、技术方案以及有益的技术效果更加清楚明白，以下将结合附图以及多个示例性实施例对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅用于解释本发明，而不是用于限定本发明的保护范围。
图1示意性地示出了根据本发明的一个示例性实施例的电动车辆的基本原理图。
如图1所示，该示例性电动车辆1包括：位于前轴11上的第一前车轮12和第二前车轮13；位于后轴14上的第一后车轮15和第二后车轮16；用于前轴11的第一电驱动装置17、例如电机，用于驱动第一前车轮12和第二前车轮13；用于后轴14的第二电驱动装置18、例如电机，用于驱动第一后车轮15和第二后车轮16；以及控制单元19，其用于控制第一电驱动装置17和第二电驱动装置18。在此，控制单元19可以为电动车辆的车辆控制单元(VCU)。
根据本发明，控制单元19被配置成能例如根据电动车辆1的行驶状态通过控制第一电驱动装置17和/或第二电驱动装置18实时调整电动车辆1的扭矩分配，例如调整实际输出的总扭矩在前轴11与后轴14之间的分配。
下面，将结合更为具体的示例性实施例对此进行更为详细的描述。
例如，当电动车辆1处于爬坡行驶状态下，相比前轴11，可向后轴14分配更多的扭矩，这样可以使电动车辆1更容易爬坡，尤其是对电动卡车而言。
为此，根据本发明的一个示例性实施例，如图2所示，可执行以下操作步骤：S1)获取斜坡的坡度；S2)决定是否触发爬坡模式；以及S3)如果触发爬坡模式，增大分配给电动车辆1的后轴14的扭矩，这例如可通过控制单元15控制第一电驱动装置17和/或第二电驱动装置18实施。优选地，在调整扭矩分配时，保持总扭矩不变，因此在这种情况下，当分配给后轴14的扭矩增大时，分配给前轴11的扭矩就相应地减小。当然，本领域的技术人员可以理解，在某些情况下，甚至可以改变总扭矩，本发明对此并不进行限制。
斜坡的坡度可以通过多种方式获取，本发明并不对此进行限制，不管采用何种方式，只要能够可靠获得斜坡的坡度即可。例如，根据本发明的一个示例性实施例，如果电动车辆配备有坡度传感器，可以直接利用坡度传感器测量坡度。
本领域的技术人员可以理解，在其它一些可能的影响参数不变的情况下，车辆行驶时的加速度与实际输出的总扭矩相关，当车辆在某一斜坡上行驶时，由于斜坡的作用，车辆还会受到沿斜坡向下的作用力，因此加速度还会与坡度的坡度有关。为此，根据本发明的另一个示例性实施例，斜坡的坡度可基于实际输出的总扭矩与车辆的加速度计算。
本领域的技术人员还可以理解，车辆的加速度可通过许多不同的方法获得。例如，车辆的加速度可以直接通过加速度传感器测量，也可以基于一些参数间接计算得到。本发明对此并不进行限制。
图3示出了根据本发明的进一步的示例性实施例的用于基于斜坡的坡度调整电动车辆1的扭矩分配的方法的流程图。
如图3所示，在步骤S11，获取电动车辆1所正爬坡行驶的斜坡的坡度s。在步骤S12，将斜坡的坡度s与预定限制阈值s1进行比较，以判断坡度s是否合理，例如判断坡度s是否小于等于预定限制阈值s1＝10％。如果超出预定限制阈值s1，可认为坡度s不合理，可行进到步骤S15，保持当前的扭矩分配模式不变，或者返回到步骤S11，继续获取新的坡度s。如果坡度s小于等于预定限制阈值s1，则认为该坡度s合理，从而，可行进到步骤S13。在步骤S13，判断是否满足确实需要对扭矩进行再分配调整的附加预定条件。如果满足所述附加预定条件，则行进到步骤S14。在步骤S14，增加分配给后轴14的扭矩，例如，可基于坡度s的大小调整分配给后轴14的扭矩。如果不满足所述附加预定条件，也可行进到步骤S15，保持当前的扭矩分配模式不变。
根据本发明的一个示例性实施例，在步骤S11，对获取的坡度s进行滤波处理，例如低通滤波处理，以获得更加可靠的坡度s值，从而可减少误判。
如上所述，斜坡的坡度s可基于实际输出的总扭矩T与车辆的加速度a计算。在这种情况下，斜坡的坡度s与实际输出的总扭矩T、车辆的加速度a之间的关系可以用以下函数式(1)表示：
s＝ f (T，a) (1)
根据本发明的一个示例性实施例，可以通过查询表的方式直接由实际输出的总扭矩T与车辆的加速度a确定斜坡的坡度s，这可以简化计算过程而节省宝贵的计算资源。查询表可以预存储在相应的存储器中，例如存储在控制单元15中。
本领域的技术人员可以理解，该查询表可能会随着一些影响参数的变化而变化，例如，车辆重量和/或传动***参数都会影响坡度s的确定。为此，根据本发明的一个示例性实施例，在步骤S11之前还可以执行根据坡度计算影响参数更新函数式(1)或查询表的步骤。例如，可获取车辆当前的坡度计算影响参数并实时更新函数式(1)或查询表，以保证坡度s的计算更为准确。
根据本发明的一个示例性实施例，所述附加预定条件可以包括预定车辆速度阈值和/或预定最小坡度阈值。
例如，只有车辆的速度小于预定车辆速度阈值，例如80km/h时，才继续进行后续的扭矩再分配操作。可以理解，如果车辆的速度大于预定车辆速度阈值，一方面说明斜坡的坡度s通常相对较小，可能不需要调整当前的扭矩分配模式，另一方面如果此时调整扭矩分配，可能也会使得车辆的行驶变得不安全。
如果斜坡的坡度s小于等于预定最小坡度阈值，也说明坡度较小，也没有必要对当前的扭矩分配模式进行调整。
根据本发明的一个示例性实施例，基于坡度s确定电动车辆1的后轴14的扭矩增加量△T，例如可以用以下函数式(2)表示：
△T＝ f (s) (2)
根据本发明的一个示例性实施例，扭矩增加量△T可以是相对于总扭矩T的百分比，也可以是实际增加的扭矩值。
根据本发明的一个示例性实施例，扭矩增加量△T可以表示为以下函数式(3)：
△T＝ k1·s·T (3)
其中，k1表示预定系数。
因此，再分配后的电动车辆1的后轴14的扭矩T1可以用以下函数式(4)表示为：
T1＝T0+△T (4)
其中，T0为初始分配给后轴14的扭矩。
初始分配给后轴14的扭矩T0例如可以表示为总扭矩T的百分比，例如用以下函数式(5)表示：
T0 ＝ k2·T (5)
其中，k2为预定系数，例如k2＝0.5。
下面，描述另一应用场景，以便能更好地理解本发明的技术思想。
例如，当车辆的某个车轮被陷入泥坑时，该车轮由于发生打滑而不能帮助车辆脱困，因此，增大另一轴的扭矩可以帮助更好地脱困。
对于这种应用场景，根据本发明的一个示例性实施例，可以包括以下步骤：检测车轮的打滑状态，如果车轮处于打滑状态，增大分配给另一轴的扭矩，否则保持当前的扭矩分配模式不变。
根据本发明的一个示例性实施例，可基于后轴14的速度与前轴11的速度之差判断车轮是否处于打滑状态。例如，如果后轴14的车轮打滑，则后轴14的速度会由于阻力变小而增大，因此，前、后轴的速度之差会相应变大，从而可以基于此判断出后轴14的车轮打滑，反之亦然。
可以用下面的函数式(6)表示前、后轴的速度差：
△r＝ r1-r2 (6)
其中，△r表示前、后轴的速度差，r1表示后轴14的速度，r2表示前轴11的速度。
为了更可靠地确定车轮处于打滑状态，可以将前、后轴的速度差△r的绝对值与预定速度差阈值r0进行比较，如果△r大于等于r0，则认为车轮处于打滑状态，如果△r小于r0，则不认为车轮处于打滑状态或者不需要进行扭矩分配调整。
本领域的技术人员可以理解，上述结合爬坡场景描述的信号处理方法也可以用于对前、后轴的速度差△r进行处理，以提高判断的可靠性和准确性。
根据本发明的一个示例性实施例，可以基于前、后轴的速度差△r确定另一轴的扭矩增大量。对于本领域的技术人员来说，基于前面的描述可以很容易理解，在此不再赘述。
上面以具体两个应用场景描述了本发明的技术思想，但对于本领域的技术人员来说，本发明显然并不局限于上述应用场景。相反，任何需要再调整扭矩分配的行驶状态都可以使用本发明的思想。这种行驶状态可以称为需要再分配扭矩行驶状态。例如，当车辆倒车爬坡时，也可能需要对扭矩进行再分配，例如增大前轴的扭矩。
此外，尽管上面以前、后轴分别设置一个电驱动装置的实施方式描述了本发明的思想，但本发明并不局限于此。例如，如果各个车轮分别配置有相应的电驱动装置，甚至可以基于本发明的思想通过控制相应车轮的电驱动装置来再调整总扭矩在各个车轮间的分配。例如，对于某个车轮陷入泥坑而打滑的情况来说，甚至可以只减小分配给该打滑的车轮的扭矩。
对于本领域的技术人员来说，在检测到电动车辆处于需要再分配扭矩行驶状态时，除了调整扭矩分配之外，甚至可以调整总扭矩，例如适当增加总扭矩。
此外，本领域的技术人员可以理解，本发明的技术思想适用于所有类型的电动车辆，包括混合电动车辆。
尽管这里详细描述了本发明的特定实施方式，但它们仅仅是为了解释的目的而给出的，而不应认为它们对本发明的范围构成限制。在不脱离本发明精神和范围的前提下，各种替换、变更和改造可被构想出来。
附图标记列表
1 电动车辆
11 前轴
12 第一前车轮
13 第二前车轮
14 后轴
15 第一后车轮
16 第二后车轮
17 第一电驱动装置
18 第二电驱动装置
19 控制单元

Claims (10)

1.一种用于对电动车辆(1)的扭矩进行再分配调整的方法，其中，所述电动车辆(1)至少包括用于前轴(11)的第一电驱动装置(17)和用于后轴(14)的第二电驱动装置(18)，所述方法至少包括以下步骤：
判断电动车辆(1)是否处于需要再分配扭矩行驶状态；以及
如果判断电动车辆(1)处于所述需要再分配扭矩行驶状态，通过控制第一电驱动装置(17)和/或第二电驱动装置(18)来调整初始分配给前轴(11)和/或后轴(14)的扭矩或初始分配给相应车轮的扭矩。
2.根据权利要求1所述的方法，其中，
所述需要再分配扭矩行驶状态为爬坡状态和/或车轮打滑状态。
3.根据权利要求2所述的方法，其中，
基于斜坡的坡度确定电动车辆(1)是否处于爬坡状态；和/或
基于前轴(11)的速度和后轴(14)的速度确定电动车辆(1)是否处于车轮打滑状态。
4.根据权利要求3所述的方法，其中，
判断电动车辆(1)是否满足确实需要对扭矩进行再分配调整的附加预定条件，只有满足所述附加预定条件时才对扭矩进行再分配调整。
5.根据权利要求4所述的方法，其中，
对于爬坡状态，所述附加预定条件包括：电动车辆(1)的速度小于预定车辆速度阈值和/或斜坡的坡度大于预定最小坡度阈值；和/或
对于车轮打滑状态，所述附加预定条件包括：前轴(11)的速度与后轴(14)的速度之差的绝对值大于预定速度差阈值。
6.根据权利要求3-5中任一所述的方法，其中，
对于爬坡状态，基于斜坡的坡度对扭矩进行再分配调整；和/或
对于车轮打滑状态，基于前轴(11)的速度与后轴(14)的速度之差对扭矩进行再分配调整。
7.根据权利要求3-6中任一所述的方法，其中，
对于前行爬坡状态，基于斜坡的坡度在总扭矩不变的情况下增大分配给后轴(14)的扭矩；和/或
以查询表的方式基于实际输出的总扭矩与车辆的加速度确定斜坡的坡度；和/或
对斜坡的坡度进行低通滤波处理；和/或
如果斜坡的坡度高于预定限制阈值，保持当前的扭矩分配模式。
8.根据权利要求7所述的方法，其中，
基于影响查询表的参数实时更新查询表。
9.一种用于电动车辆(1)的控制单元(19)，所述控制单元(19)被配置成适于执行根据权利要求1-8中任一所述的方法。
10.一种电动车辆(1)，所述电动车辆(1)包括根据权利要求9所述的控制单元(19)。
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