JP7417584B2 - 自動車のハイブリッドパワートレインを制御するための方法 - Google Patents
自動車のハイブリッドパワートレインを制御するための方法 Download PDFInfo
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Description
本発明は、一般にハイブリッドパワートレインを備えた自動車に関連し、特に複数の電気機械および内燃機関を含むパワートレインを備えた自動車に関する。
ハイブリッド自動車は、従来型の熱ドライブチェーン(内燃機関、燃料タンクおよび変速機)と、電気ドライブチェーン(牽引バッテリ、電圧ブースタ、インバータおよび1つまたは複数の電気機械)を含む。
先行技術の前述の欠点を克服するために、本発明は最適な供給電圧を分析的に計算することを提案する。
-下記式にて表される方程式の解に対応する数式によって最適な供給電圧を分析的に計算するステップであって、
-当該最適な供給電圧を供給するように電圧変調装置を制御するステップと、を有する方法が提供される。
-当該最適な供給電圧が牽引バッテリの末端における電圧と規定の最大電圧閾値との間に含まれている場合、当該最適な供給電圧の数式は、式 -K1/2K2 によって与えられ、式中、K1およびK2が、第1の電気機械の第1の速度、第2の電気機械の第2の速度、第1の電気機械によって生じた第1の電気トルクおよび第2の電気機械によって生じた第2の電気トルクによって変化する規定の関数であり、
-数式 -K1/2K2 が牽引バッテリの末端における当該電圧よりも低い場合、当該最適な供給電圧の式が牽引バッテリの末端における電圧に等しく選択され、
-数式 -K1/2K2 が当該最大電圧閾値よりも大きい場合、当該最適な供給電圧の式が最大電圧閾値と等しく選択され、
-牽引バッテリによって供給された力が、式:Pbat=K2Ue 2+K1Ue+K0によって表され、この場合、Ueは供給電圧であり、K0、K1およびK2は第1の電気機械の第1の速度、第2の電気機械の第2の速度、第1の電気機械によって生じた第1の電気トルクおよび第2の電気機械により生じた第2の電気トルクによって変化する規定の関数であり、
-最適な供給電圧を分析的に計算するステップの前に、第1の電気機械が生じさせるべき第1の最適な電気トルクと、第2の電気機械が生じさせるべき第2の最適な電気トルクと、を決定し、第1の最適な電気トルクおよび第2の最適な電気トルクは、自動車を推進させるのに必要なエネルギー値の関数および牽引バッテリに関連する等価係数の関数であるステップもまた提供され、
-当該第1の最適な電気トルク、当該第2の最適な電気トルクおよび当該最適な電圧は、自動車の内燃機関の燃料消費の関数および当該アセンブリの電流消費の関数である、ハミルトン関数が最小化される場合、少なくとも電圧変調装置を備えるアセンブリにおいての電気損失を最小化し、
-最適な供給電圧を分析的に計算する前に、牽引バッテリにより供給された電力を決定するステップもまた提供され、
-電圧変調装置における電気損失は当該供給電圧の線形関数の形式で表される。
非限定的な実施例として与えられている添付の図面に関して続く説明は、本発明が何から成り、どのように実施され得るのかを明らかにするであろう。
Claims (9)
- 自動車(1)のハイブリッドパワートレインを制御する方法であって、
前記パワートレインが、熱ドライブチェーン(20)および電気ドライブチェーン(30)を備え、前記電気ドライブチェーン(30)が、牽引バッテリ(31)、電圧変調装置(33)、インバータ(35)、第1の電気機械(36a)および第2の電気機械(36b)を備え、前記電圧変調装置(33)が、前記牽引バッテリ(31)によって出力され、かつ前記自動車(1)の前記第1の電気機械(36a)および前記第2の電気機械(36b)に供給される電流の供給電圧(Ue)を調節するために適合されるものであり、
前記方法が、
-式
で表される方程式の解に対応する数式によって最適な供給電圧(Ueopt)を分析的に計算するステップであって、式中、Ueは前記供給電圧であり、Pbatは前記牽引バッテリ(31)によって供給された電力であり、かつ前記牽引バッテリ(31)によって供給された前記電力(Pbat)が、前記供給電圧(Ue)の2次関数の形式で表される、ステップと、
-前記最適な供給電圧(Ueopt)を供給するように前記電圧変調装置(33)を制御するステップと、
を含むことを特徴とする、方法。 - 前記最適な供給電圧(Ueopt)が、前記牽引バッテリ(31)の末端における電圧(Ubat)と、規定の最大電圧閾値(Uemax)との間に含まれている場合に、前記最適な供給電圧(Ueopt)の前記数式が、式-K1/2K2によって与えられ、式中、K1およびK2は前記第1の電気機械(36a)の第1の速度(ωe1)、前記第2の電気機械(36b)の第2の速度(ωe2)、前記第1の電気機械(36a)により生じた第1の電気トルク(Te1)および前記第2の電気機械(36b)により生じた第2の電気トルク(Te2)によって変化する規定の関数である、請求項1に記載の制御方法。
- 前記式-K1/2K2が前記牽引バッテリ(31)の前記末端における前記電圧(Ubat)よりも低い場合に、前記最適な供給電圧(Ueopt)の前記数式が、前記牽引バッテリ(31)の前記末端における前記電圧(Ubat)に等しく選択される、請求項2に記載の制御方法。
- 前記数式-K1/2K2が前記最大電圧閾値(Uemax)よりも大きい場合に、前記最適な供給電圧の前記数式(Ueopt)が、前記最大電圧閾値(Uemax)に等しく選択される、請求項2または3に記載の制御方法。
- 前記牽引バッテリ(31)によって供給された前記電力(Pbat)が、式
に従って表され、式中、Ueは前記供給電圧であり、K0、K1、およびK2は前記第1の電気機械(36a)の第1の速度(ωe1)、前記第2の電気機械(36b)の第2の速度(ωe2)、前記第1の電気機械(36a)により生じた第1の電気トルク(Te1)および前記第2の電気機械(36b)により生じた第2の電気トルク(Te2)によって変化する規定の関数である、請求項1~4のいずれか1項に記載の制御方法。 - 前記最適な供給電圧(Ueopt)を分析的に計算するステップの前に、前記第1の電気機械(36a)が生じさせるべき第1の最適な電気トルク(Te1opt)および前記第2の電気機械(36b)が生じさせるべき第2の最適な電気トルク(Te2opt)を決定するステップもまた含み、前記第1の最適な電気トルク(Te1opt)および前記第2の最適な電気トルク(Te2opt)が、前記自動車(1)を推進させるために必要なエネルギー値(Pr)の関数および前記牽引バッテリ(31)に関連する等価係数(λ)の関数である、請求項1~5のいずれか1項に記載の制御方法。
- 前記第1の最適な電気トルク(Te1opt)、前記第2の最適な電気トルク(Te2opt)および前記最適な電圧(Ueopt)が、前記自動車(1)の内燃機関(22)の燃料消費の関数およびアセンブリ(32)の電流消費の関数であるハミルトン関数(Hhyb)が最小化される場合に、少なくとも前記電圧変調装置(33)を備える前記アセンブリ(32)における電気損失を最小化する、請求項6に記載の制御方法。
- 前記最適な供給電圧(Ueopt)を分析的に計算する前記ステップの前に、前記牽引バッテリ(31)によって供給された前記電力(Pbat)を決定するステップもまた含む、請求項1~7のいずれか1項に記載の制御方法。
- 前記電圧変調装置(33)における電気損失(Ps)が、前記供給電圧(Ue)の線形関数の形式で表される、請求項1~8のいずれか1項に記載の制御方法。
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