技术领域technical field
本申请涉及混合动力车，尤其涉及用于实施混合动力车用的动态工作模式和控制策略的系统。The present application relates to hybrid vehicles, and more particularly to systems for implementing dynamic operating modes and control strategies for hybrid vehicles.
背景技术Background technique
在电动车(EV)、混合动力车(HEV)和插电式混合动力车(PHEV)领域内，已有很多可行的能够实现多种工作模式的动力系统(或动力总成)结构。例如，仅在HEV领域内，HEV动力系统可以被构造用于实现串联、并联、串并联以及全电动的工作模式。另外，这些模式中有一些可以被构造为根据不同的策略例如电量保持、电量消耗等来工作。In the fields of electric vehicles (EV), hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV), there are many feasible power system (or powertrain) structures that can realize multiple working modes. For example, only within the field of HEVs, HEV powertrains can be configured to implement series, parallel, series-parallel, and all-electric operating modes. Additionally, some of these modes can be configured to work according to different policies such as battery conservation, battery drain, and the like.
这些不同的模式和策略提供了一些优点例如行驶里程扩展、燃料效率、内燃机(ICE)在其理想工作曲线(IOL)上运行和全电动工作。希望拥有一种例如在可能有的不同行驶状态期间以及在可能采用的不同策略下能够根据期望的驱动特性量度譬如燃料效率、行驶里程扩展、电能的最大行程、高效的电池使用等实现上述多种控制策略和工作模式的单一动力系统。These different modes and strategies offer advantages such as range extension, fuel efficiency, operation of the internal combustion engine (ICE) on its ideal operating curve (IOL), and all-electric operation. It would be desirable to have a system capable of achieving the above-mentioned variety in terms of desired drive characteristic metrics such as fuel efficiency, range extension, maximum range of electric energy, efficient battery usage, etc., for example during different possible driving conditions and under different strategies that may be employed. Single power system with control strategy and working mode.
实用新型内容Utility model content
以下给出本实用新型的简要概述，目的是为了提供对本文所述某些应用的基本理解。本概述并非是对要求保护的主题内容的详尽综述。本概述既不是要确认要求保护的主题内容的关键或决定性要素，也不是要限定本主题实用新型的保护范围。本概述的唯一目的是以简化的形式给出要求保护的主题内容中的一些概念以作为随后给出的更详细说明的序言。A brief overview of the invention is given below in order to provide a basic understanding of some of the applications described herein. This summary is not an extensive overview of the claimed subject matter. This summary is intended to neither identify key or critical elements of the claimed subject matter, nor delineate the scope of the subject invention. The sole purpose of the summary is to present some concepts of claimed subject matter in a simplified form as a prelude to the more detailed description that is presented later.
公开了用于控制HEV和PHEV所用的双电机-双离合动力系统的系统。在一个实施例中公开了一种用于控制混合动力车(HEV)所用动力系统的系统，所述动力系统包括：原动机；电机-发电机，所述电机-发电机通过第一离合器机 械连接至所述原动机；电机，所述电机通过第二离合器机械连接至所述电机-发电机；电池，所述电池电连接至所述电机-发电机和所述电机，所述电池能够为所述电机-发电机和所述电机提供电能；所述系统包括：一套传感器，所述传感器包括一种分组中的一种，所述分组包括：SOC传感器、车辆速度传感器、温度传感器、离合传感器、电机传感器、电机-发电机传感器、制动踏板传感器和加速踏板传感器；第一离合致动器，所述第一离合致动器能够致动所述第一离合器；第二离合致动器，所述第二离合致动器能够致动所述第二离合器；以及至少一个控制器，所述控制器包括处理器和计算机可读取存储器，所述存储器进一步包括计算机可读取指令，该计算机可读取指令能被所述处理器读取，从而所述控制器能够使所述第一离合制动器和第二离合制动器工作/不工作，以根据所述传感器的输出选择车辆的相应的工作模式。A system for controlling a dual-motor-dual-clutch powertrain for HEVs and PHEVs is disclosed. In one embodiment, a system for controlling a powertrain for a hybrid electric vehicle (HEV) is disclosed, the powertrain comprising: a prime mover; a motor-generator mechanically coupled through a first clutch connected to the prime mover; a motor mechanically connected to the motor-generator through a second clutch; a battery electrically connected to the motor-generator and the motor, the battery capable of The motor-generator and the motor provide electrical energy; the system includes: a set of sensors, the sensors include one of a group consisting of: SOC sensor, vehicle speed sensor, temperature sensor, clutch sensor, motor sensor, motor-generator sensor, brake pedal sensor, and accelerator pedal sensor; a first clutch actuator capable of actuating the first clutch; a second clutch actuator , the second clutch actuator is capable of actuating the second clutch; and at least one controller, the controller comprising a processor and a computer readable memory, the memory further comprising computer readable instructions, the Computer readable instructions can be read by the processor, so that the controller can enable/disable the first clutch brake and the second clutch brake to select the corresponding operation of the vehicle according to the output of the sensor model.
在另一个实施例中，所述控制器能够：如果SOC大于指定的第一阈值，那就选择所述车辆的电量消耗工作模式；在所述车辆运行期间，如果SOC小于指定的第二阈值，那就选择所述车辆的电量保持工作模式。In another embodiment, the controller can: if the SOC is greater than a specified first threshold, then select the power consumption mode of the vehicle; during the operation of the vehicle, if the SOC is less than a specified second threshold, Then select the charge retention mode of operation of the vehicle.
在另一个实施例中，所述控制器进一步还能够：从一种分组中选择电量消耗工作模式，所述分组包括：全电动模式和高牵引力电动模式。In another embodiment, the controller is further capable of: selecting a power consumption working mode from a group, the group including: an all-electric mode and a high-traction electric mode.
在另一个实施例中，所述控制器进一步还能够：从一种分组中选择电量保持工作模式，所述分组包括：并联混合动力模式和串联混合动力模式。In another embodiment, the controller is further capable of: selecting a power conservation operation mode from a group, the group including: a parallel hybrid mode and a series hybrid mode.
在另一个实施例中，所述控制器进一步还能够：根据所述电机-发电机和所述电机的效率动态地选择用于所述电机-发电机的第一扭矩和用于所述电机的第二扭矩的扭矩组合。In another embodiment, the controller is further capable of: dynamically selecting the first torque for the motor-generator and the first torque for the motor according to the efficiency of the motor-generator and the motor A torque combination for the second torque.
在另一个实施例中，所述控制器进一步还能够：根据所述电机-发电机和所述电机的效率动态地选择用于所述电机-发电机的第一扭矩和用于所述电机的第二扭矩的扭矩组合，以达到驾驶员要求的期望扭矩。In another embodiment, the controller is further capable of: dynamically selecting the first torque for the motor-generator and the first torque for the motor according to the efficiency of the motor-generator and the motor The torque combination of the second torque to achieve the desired torque requested by the driver.
在另一个实施例中，所述控制器进一步还能够：在所述车辆运行期间，动态地选择过渡工作模式，所述过渡工作模式包括一种分组中的一种，所述分组包括：从全电动模式到串联混合动力模式的过渡模式；从串联混合动力模式到并联混合动力模式的过渡模式；以及从全电动模式到并联混合电动模式的过渡模式。In another embodiment, the controller is further able to: dynamically select a transitional working mode during the operation of the vehicle, the transitional working mode includes one of a grouping, and the grouping includes: Transition mode from electric mode to series hybrid mode; transition mode from series hybrid mode to parallel hybrid mode; and transition mode from full electric mode to parallel hybrid electric mode.
在另一个实施例中，所述控制器进一步还能够：在所述车辆运行期间，选择用于电量保持工作模式的低SOC阈值，所述低SOC阈值取决于驾驶员的统计驾驶形式。In another embodiment, the controller is further capable of: selecting a low SOC threshold for the charge maintenance mode during operation of the vehicle, the low SOC threshold being dependent on the statistical driving style of the driver.
结合本申请内提供的附图可理解以下的具体实施方式中呈现的本系统的其他特征和应用。Other features and applications of the system presented in the following detailed description can be understood in conjunction with the figures provided within this application.
附图说明Description of drawings
参照附图示出了示范性的实施例。应该理解本文公开的实施例和附图被视为是说明性而非限制性的。Exemplary embodiments are shown with reference to the drawings. It should be understood that the embodiments and drawings disclosed herein are to be regarded as illustrative rather than restrictive.
图1示出了根据本申请的原理实现的混合动力车或插电式混合动力车的一个可行实施例。Figure 1 shows one possible embodiment of a hybrid or plug-in hybrid vehicle implemented according to the principles of the present application.
图2示出了根据本申请的原理实现的HEV或PHEV车辆中动力系统架构的一个可行实施例。Figure 2 illustrates one possible embodiment of a powertrain architecture in an HEV or PHEV vehicle implemented in accordance with the principles of the present application.
图3A至3C示出了通过图2中的动力系统架构实现不同工作模式的概要流程。3A to 3C show the schematic flow of realizing different working modes through the power system architecture in FIG. 2 .
图4A示出了如图2所示架构的动力系统中的电机-发电机的运行包络曲线和效率岛(efficiency island)的一种可行集合。FIG. 4A shows a possible set of operating envelope curves and efficiency islands of a motor-generator in a powertrain architecture as shown in FIG. 2 .
图4B示出了使用图4A所示信息的控制流程图的一个可行实施例。Figure 4B shows one possible embodiment of a control flow diagram using the information shown in Figure 4A.
图5A和5B示出了例如可以如图2所示架构的HEV和/或PHEV车辆所用的模式控制和/或操作的两个可行实施例。5A and 5B illustrate two possible embodiments of mode control and/or operation for HEV and/or PHEV vehicles, for example, which may be architected as shown in FIG. 2 .
图6是例如可以如图2所示架构的HEV和/或PHEV车辆所用的控制流程图的一个可行实施例。FIG. 6 is one possible embodiment of a control flow diagram for a HEV and/or PHEV vehicle that may be architected as shown in FIG. 2 , for example.
图7和图8针对根据本申请的原理实现的HEV和/或PHEV车辆示出了切换各种模式的动态操作图。7 and 8 illustrate dynamic operational diagrams for switching various modes for HEV and/or PHEV vehicles implemented in accordance with the principles of the present application.
图9是用于模式转换流程图的状态图的一个可行实施例。Figure 9 is one possible embodiment of a state diagram for a mode transition flowchart.
图10至图12示出了设计用于提高电池性能和寿命的先进控制操作的各种实施例。10-12 illustrate various embodiments of advanced control operations designed to improve battery performance and life.
具体实施方式Detailed ways
如本文中所用的术语“部件”、“系统”、“接口”等意在表示跟计算机相关的实体例如硬件、(譬如运行中的)软件和/或固件。例如，部件可以是处理器上运行的进程、处理器、对象、可执行程序和/或计算机。举例来说，服务器上运行的应用程序和服务器都可以是部件。一个或多个部件可以驻留在一个进程内并且一个部件可以集中在一台计算机上和/或分布在两台或多台计算机之间。The terms "component," "system," "interface," etc., as used herein, are intended to refer to computer-related entities such as hardware, (eg, running) software, and/or firmware. For example, a component can be a process running on a processor, a processor, an object, an executable, and/or a computer. For example, both an application running on a server and the server can be components. One or more components can reside within a process and a component can be localized on one computer and/or distributed between two or more computers.
参照附图介绍要求保护的主题内容，其中相同的参考数字始终被用于表示相同的要素。在以下的说明内容中，为了便于解释，阐明了很多具体的细节以提供对本主题实用新型的全面理解。然而应该显而易见的是要求保护的主题内容无需这些具体细节即可实现。在其他的情况下，为了便于介绍本主题实用新型而以框图的形式示出了公知的结构和装置。The claimed subject matter is described with reference to the drawings, wherein like reference numerals are used to refer to like elements throughout. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the subject invention. It should be apparent, however, that claimed subject matter may be practiced without these specific details. In other instances, well-known structures and devices are shown in block diagram form in order to facilitate explaining the subject invention.
前言foreword
在一个实施例中，控制算法被提供用于管理混合动力车(HEV)所用的动态工作模式和/或控制策略，其既可以应用于插电式HEV也可以应用于非插电式HEV。另外，这些控制算法可以允许高效、节约成本和响应式地操作电池和电机。在另一些实施例中，也可以允许原动机(PM)被最小化以实现高度的动力混合。合适的PM可以包括：ICE、燃料电池或任意其他的燃烧式、化学式和/或基于燃料(例如已知的液体或气体燃料)的原动机。In one embodiment, a control algorithm is provided for managing dynamic operating modes and/or control strategies used by a hybrid electric vehicle (HEV), which can be applied to both plug-in and non-plug-in HEVs. Additionally, these control algorithms can allow for efficient, cost-effective, and responsive operation of batteries and electric motors. In other embodiments, it may also allow the prime mover (PM) to be minimized to achieve a high degree of power mixing. Suitable PMs may include: ICEs, fuel cells, or any other combustion, chemical, and/or fuel-based (eg, known liquid or gaseous fuels) prime movers.
所谓“高度的动力混合”是指车辆(例如HEV、PHEV等)和/或动力系统可以被设计为在行驶周期内尽可能多地使用电池内存储的电能以为车辆提供原动力。电池内存储的电能可以得自多个来源：再生制动、PM的充电操作或者来自壁式插座或其他的外部充电。在另一些实施例中，电力(例如从车载和车外来源以及通过一个电机或多个电机和/或电池得到的)可以由以各种方式连接在一起的多个控制器管理从而就能够提供对电池的适当管理以提高行驶里程、寿命和性能。The so-called "high degree of power hybrid" means that the vehicle (such as HEV, PHEV, etc.) and/or the power system can be designed to use the electric energy stored in the battery as much as possible during the driving cycle to provide the driving force for the vehicle. The electrical energy stored in the battery can be derived from several sources: regenerative braking, charging operation of the PM, or external charging from a wall socket or other. In other embodiments, electrical power (derived, for example, from on-board and off-board sources and through an electric motor or electric motors and/or batteries) may be managed by multiple controllers connected in various ways to provide Proper management of batteries to improve mileage, life and performance.
已知在很多情况下电动车或混合动力车内的电池寿命可能小于其预期寿命的1/4。在某些实施例中，混合动力车(HEV、PHEV等)管理如何使用和/或驱动车辆以用一组特定的电池获得期望的行驶里程和寿命。因此，在某些实施例 中，希望用软件控制器来协调发动机、变速箱和电池组的控制以实现期望的燃料经济性或燃料消耗并且还可能实现期望的电动行驶里程以及电池寿命。It is known that in many cases the life of a battery in an electric or hybrid vehicle may be less than 1/4 of its expected life. In some embodiments, a hybrid electric vehicle (HEV, PHEV, etc.) manages how the vehicle is used and/or driven to achieve a desired range and life with a specific set of batteries. Therefore, in certain embodiments, it is desirable to have a software controller coordinate the control of the engine, transmission, and battery pack to achieve a desired fuel economy or fuel consumption and possibly also a desired electric range and battery life.
应该意识到车辆所用的控制软件可以在一个控制器上运行(并且这个控制器向动力系统的各个部件发送信号)，或者可选地控制软件可以用任何已知的方式分配给多个控制器，其中多个控制器的子集可以跟多个控制器的子集通信。因此，对术语“控制器”的任何引用也可以涵盖包括多个控制器和分布式控制软件的实施例。It should be appreciated that the control software used by the vehicle may run on one controller (and this controller send signals to the various components of the powertrain), or alternatively the control software may be distributed to multiple controllers in any known manner, A subset of the multiple controllers can communicate with a subset of the multiple controllers. Thus, any reference to the term "controller" may also cover embodiments comprising multiple controllers and distributed control software.
车辆/动力系统的一个实施例One embodiment of a vehicle/powertrain
图1是本实用新型的技术可以在其中获得应用的多种车辆和/或动力系统可行实施例中的一种车辆和/或动力系统可行平台(100)。FIG. 1 is a vehicle and/or powertrain feasible platform ( 100 ) among various vehicle and/or powertrain feasible embodiments in which the technology of the present invention may find application.
车辆100(如图1所示)包括双离合-双电机的HEV/PHEV动力系统，其能够通过控制操作在一个行驶周期内的不同时间动态地作为全电动车、混合动力车或插电式混合动力车运行。发动机(或任意合适的PM)102被设置在装有两台电机106和110的公共驱动轴112上。离合器104位于发动机102和电机106之间且离合器108位于电机106和电机110之间。正如以下要进一步详细介绍的那样，离合器104和108可以为了实现车辆100不同的工作模式而被致动。The vehicle 100 (shown in FIG. 1 ) includes a dual-clutch-dual-motor HEV/PHEV powertrain, which can dynamically operate as an all-electric vehicle, a hybrid vehicle, or a plug-in hybrid vehicle at different times within a driving cycle through control operations. The power car runs. An engine (or any suitable PM) 102 is disposed on a common drive shaft 112 carrying two electric machines 106 and 110 . Clutch 104 is located between engine 102 and electric machine 106 and clutch 108 is located between electric machine 106 and electric machine 110 . As will be described in further detail below, clutches 104 and 108 may be actuated to achieve different operating modes of vehicle 100 .
电池114利用电荷给电机106和110供电。电池114可以通过车载充电(例如利用发动机102和电机106)、再生制动(例如单独地或者跟电机106相结合地利用电机110)或者通过可选的壁式充电器116获取电力。壁式充电器116可以从壁式插座获取电能并且充电器116可以根据用于电网配电的地方标准进行设计。Battery 114 powers motors 106 and 110 with an electric charge. The battery 114 may be powered by on-board charging (eg, using the engine 102 and the motor 106 ), regenerative braking (eg, using the motor 110 alone or in combination with the motor 106 ), or through an optional wall charger 116 . The wall charger 116 may draw power from a wall outlet and the charger 116 may be designed according to local standards for grid power distribution.
驱动轴112向主减速器(final drive)120输送以及从主减速器120输出机械动力，主减速器120随后将这些动力输送至在本实施例中是后轮的车轮122A和122B。主减速器120可以包括可选地跟例如来自手动变速箱、自动变速箱、机械或电子式无级变速箱(CVT)或者如在丰田普锐斯汽车内使用的动力分配装置(PSD)的附加传动装置相结合的差速器。另外，应该意识到前轮驱动或全轮驱动的实施例也是可行的实施例并且也在本申请的保护范围内。其他可行的实施例可以包括：(1)前置发动机/双电机的前轮驱动结构；(2)前置发动 机/单电机或双电机/可变变速箱(variable transmission)(例如CVT、自动变速箱、手动变速箱、电子变速箱、行星齿轮变速箱等)的结构；以及(3)前置发动机/单电机变速箱和后置电机变速箱的结构。在共同拥有的专利申请号为13/762,860、实用新型名称为“用于双电机、双离合器的混合动力车的动力系统结构”(POWERTRAIN CONFIGURATIONS FOR TWO-MOTOR,TWO-CLUTCH HYBRID ELECTRIC VEHICLES)”且跟本申请同日提交的专利申请中公开了若干这样的实施例(并且通过引用并入本文)。Drive shaft 112 delivers mechanical power to and from final drive 120 , which then delivers the power to wheels 122A and 122B, which in this embodiment are the rear wheels. The final drive 120 may include optionally followed by additional transmission such as from a manual transmission, an automatic transmission, a mechanical or electronic continuously variable transmission (CVT), or a power split device (PSD) as used in a Toyota Prius vehicle Combined differential. Additionally, it should be appreciated that front-wheel drive or all-wheel drive embodiments are possible embodiments and are within the scope of the present application. Other feasible embodiments may include: (1) front-wheel drive structure of front engine/double motor; (2) front engine/single motor or double motor/variable transmission (variable transmission) (such as CVT, automatic gearbox, manual gearbox, electronic gearbox, planetary gearbox, etc.); and (3) the structure of the front engine/single motor gearbox and the rear motor gearbox. In the jointly owned patent application number 13/762,860, the utility model name is "Power System Structure for Dual-motor, Dual-clutch Hybrid Electric Vehicle" (POWERTRAIN CONFIGURATIONS FOR TWO-MOTOR, TWO-CLUTCH HYBRID ELECTRIC VEHICLES)" and Several such embodiments are disclosed in patent applications filed on the same date as this application (and incorporated herein by reference).
在一个实施例中，电机110可以具有比电机106更高的扭矩和/或额定功率。两台电机的额定功率可以针对车辆的应用进行调节；但是在一个实施例中，电机106可以是电机110的功率和扭矩的1/2并且PM可以大致为电机106的功率。在另一个实施例中，其中全电动模式可以具有比在ICE运行下更高的性能，那么ICE和电机106就可以比电机110小得多。这样的车辆可以在特定的情况下使用，在该情况下，要用有限的充电设施为全电动运行和其他可能的情形提供电能。In one embodiment, the motor 110 may have a higher torque and/or power rating than the motor 106 . The power ratings of the two motors may be adjusted for the vehicle application; however, in one embodiment, motor 106 may be 1/2 the power and torque of motor 110 and PM may be approximately the power of motor 106 . In another embodiment, where the all-electric mode may have higher performance than with the ICE running, the ICE and motor 106 may be much smaller than the motor 110 . Such vehicles may be used in specific situations where limited charging facilities are to be used to provide electrical energy for all-electric operation and possibly other scenarios.
在另一个实施例中，电机106和110都可以为了降低成本/重量而缩小尺寸。在这样的实施例中，可能需要通过更加频繁地闭合离合器108来操作两个电机106和110以使得在车辆发动时有足够的扭矩可用和/或达到所需的等级(例如30％的等级)。这样的电机尺寸可以具体地根据预想车辆的尺寸、重量和/或预期功能(例如客运车辆、轻型载重卡车、货运车辆等)进行设计。在某些实施例中，电机110包括高扭矩电机并且电机106包括低扭矩电机。In another embodiment, both motors 106 and 110 may be downsized for cost/weight reduction. In such an embodiment, it may be desirable to operate both electric machines 106 and 110 by closing clutch 108 more frequently so that sufficient torque is available at vehicle launch and/or to a desired level (eg, 30% level) . Such electric machines may be sized specifically according to the size, weight, and/or intended function of the envisioned vehicle (eg, passenger vehicle, light duty truck, freight vehicle, etc.). In some embodiments, motor 110 includes a high torque motor and motor 106 includes a low torque motor.
图2示出了根据图1的原理和/或设计得到的用于车辆和/或动力系统的一种可行控制系统200的一个实施例。控制器202可以包括硬件、固件和/或软件的适当组合，用于输入多种系统信号和输出多种控制信号以实现车辆100的期望操作。信号可以从传感器和/或致动器通过本领域已知的CAN总线架构输入控制器202内。输入控制器202的可能的信号输入可以包括：车辆速度、驱动轴转度、曲轴转度、电池的充电状态(SOC)、驾驶员通过加速踏板和制动踏板的致动下达的要求、离合器滑移以及在各种不同的可能情况下跟车辆运行相关的其他可行信号。FIG. 2 shows an embodiment of a possible control system 200 for a vehicle and/or a power system obtained according to the principle and/or design of FIG. 1 . Controller 202 may include an appropriate combination of hardware, firmware, and/or software for inputting various system signals and outputting various control signals to achieve desired operation of vehicle 100 . Signals may be input into controller 202 from sensors and/or actuators via a CAN bus architecture known in the art. Possible signal inputs to the controller 202 may include: vehicle speed, drive shaft rotation speed, crankshaft rotation speed, state of charge (SOC) of the battery, driver demand through accelerator and brake pedal actuation, clutch slip movement and other possible signals relevant to the operation of the vehicle in a variety of possible situations.
用于控制器202的其他信号也可以包括以下内容：Other signals for the controller 202 may also include the following:
(1)外部充电器信息，也就是1级、2级以及其他特征例如充电时间、电网到车辆、车辆到电网、充电历史等。(1) External charger information, that is, level 1, level 2 and other characteristics such as charging time, grid to vehicle, vehicle to grid, charging history, etc.
(2)电池管理系统信息，例如充电状态(SOC)、电池组和个体电池的温度、健康状态(SOH)、SOC和温度历史、瞬时功率容量、故障码、接触器状态、电池电压和电流等。(2) Battery management system information, such as state of charge (SOC), temperature of battery packs and individual cells, state of health (SOH), SOC and temperature history, instantaneous power capacity, fault codes, contactor status, battery voltage and current, etc. .
(3)发动机控制器数据，例如SOH、燃料的使用、速度、节气门、温度、扭矩等。(3) Engine controller data, such as SOH, fuel usage, speed, throttle, temperature, torque, etc.
(4)离合器1的数据，例如开/关、离合器位置、发动机启动/串联运行、温度等。(4) Data of clutch 1, such as on/off, clutch position, engine start/series operation, temperature, etc.
(5)电动机1(M1)的数据，例如电动或发电、开/关、转速、扭矩、温度、电压、电流等。(5) Data of motor 1 (M1), such as motoring or generating, on/off, speed, torque, temperature, voltage, current, etc.
(6)离合器2的数据，例如开/关、位置、压力、M1+M2电动、发动机+M1+M2并联、发动机+M1跟M2串联运行、温度等。(6) Data of clutch 2, such as on/off, position, pressure, M1+M2 electric, engine+M1+M2 in parallel, engine+M1 and M2 running in series, temperature, etc.
(7)用M2电机驱动，包括数据例如开/关、转速、扭矩、温度、电压、电流、单电机驱动、双电机驱动、串联运行、并联运行温度等。(7) Driven by M2 motor, including data such as on/off, speed, torque, temperature, voltage, current, single motor drive, double motor drive, series operation, parallel operation temperature, etc.
其他的系统信号和/或控制信号可以通过各种接口和/或子系统控制器例如发动机控制器102a、离合器致动器104a和108a、电机控制器106a和110a以及电池管理系统114a连接至控制器202。应该意识到控制器202可以从其他的传感器和/或致动器输入其他的信号及发送控制信号。Other system signals and/or control signals may be connected to the controller through various interfaces and/or subsystem controllers such as engine controller 102a, clutch actuators 104a and 108a, motor controllers 106a and 110a, and battery management system 114a 202. It should be appreciated that the controller 202 may have other input signals and send control signals from other sensors and/or actuators.
工作模式的实施例Examples of working modes
针对类似于图1和图2的车辆/动力系统设计有多种用于HEV和PHEV车辆的可行工作模式，其中包括：For a vehicle/powertrain design similar to Figures 1 and 2, there are several possible operating modes for HEV and PHEV vehicles, including:
(1)全电动模式(AEM)：在该模式下,能量可以由电池提供而不必关注能量来自何处(例如车载或车外)。这种模式可以实现“电量消耗”策略，由此,可能期望在启动PM之前提供尽量多的“全电动”里程(例如根据某些合适的量度或状态)。AEM可以通过一台电机或者两台电机运行(例如利用来自电池组的能量)而实现。(1) All Electric Mode (AEM): In this mode, energy can be provided by the battery without having to pay attention to where the energy comes from (such as on-board or off-board). Such a mode may implement a "power drain" strategy whereby it may be desirable to provide as much "all electric" range as possible (eg according to some suitable metric or state) before starting the PM. AEM can be implemented with one motor or with two motors running (for example using energy from a battery pack).
(2)原动机模式1(PMM1)：在该模式下,车辆可以基本上由PM提供动力并 且电池的电能可以被用于提升性能。这种模式可以实现“电量保持”策略，由此,电能可以在随后通过PM返回电池以为电池的SOC提供坚实的基础。这种模式还可以被用于实现临时的最大速度，此时PM的动力被加至电机。持续的最大速度可以仅用PM来实现。(2) Prime Mover Mode 1 (PMM1): In this mode, the vehicle can be powered substantially by the PM and the electrical energy of the battery can be used to enhance performance. This mode enables a "charge retention" strategy whereby power can then be returned to the battery through the PM to provide a solid basis for the battery's SOC. This mode can also be used to achieve a temporary maximum speed when power from the PM is applied to the motor. Sustained maximum speed can be achieved with PM only.
(3)原动机模式2(PMM2)：在该模式下,电机110基本上提供所有的驱动功率(motive power)并且电机106提供电能以通过电机110驱动车辆并且将电池保持在期望的SOC范围内。这种模式也可以实现“电量保持”策略。(3) Prime Mover Mode 2 (PMM2): In this mode, the motor 110 provides substantially all of the motive power and the motor 106 provides electrical energy to drive the vehicle through the motor 110 and keep the battery within the desired SOC range . This mode can also implement the "battery retention" strategy.
尽管还有多种能够在车辆100上实现的可行的中间模式，但图3A至图3C仅示出了上面枚举的三种模式。图3A示出了AEM模式。在该模式中，电能在控制器202发送的控制信号作用下从电池114输送至电机110和/或电机106之一或全部。离合器108可以根据需要打开或闭合。虚线302示出了通过电机110(或者在某些情况下通过电机110和电机106，其中离合器108根据需要接合)对车轮的驱动以及可能的再生制动。在AEM模式中，离合器104可以不接合，因此发动机102可以保持在停用(OFF)状态。根据期望的状态(例如驾驶员的动力和/或扭矩需求)，电机106可以处于启用(ON)或停用(OFF)的状态，其中离合器108适当地接合或脱离(如虚线303所示)。Although there are many possible intermediate modes that can be implemented on the vehicle 100 , FIGS. 3A-3C illustrate only the three modes enumerated above. Figure 3A shows the AEM schema. In this mode, power is delivered from the battery 114 to one or both of the motor 110 and/or the motor 106 under the control signal sent by the controller 202 . Clutch 108 can be opened or closed as desired. Dashed line 302 shows drive and possibly regenerative braking of the wheels by electric machine 110 (or in some cases electric machine 110 and electric machine 106 , with clutch 108 engaged as desired). In the AEM mode, the clutch 104 may not be engaged, so the engine 102 may remain in a deactivated (OFF) state. Depending on the desired state (eg, driver power and/or torque demand), electric machine 106 may be in an active (ON) or inactive (OFF) state with clutch 108 engaged or disengaged as appropriate (shown as dashed line 303 ).
图3B示出了PMM1模式。在该模式中，离合器104和108均接合且发动机102可以被置于启用(ON)状态并为车轮提供驱动功率。电机106和/或电机110可以根据由驾驶员要求的功率和/或扭矩、电池的SOC或者由控制器202监测和/或控制的任何其他期望状态而处于启用(ON)或停用(OFF)状态。Figure 3B shows the PMM1 mode. In this mode, both clutches 104 and 108 are engaged and the engine 102 may be placed in an ON state and provide drive power to the wheels. Motor 106 and/or motor 110 may be enabled (ON) or deactivated (OFF) depending on power and/or torque requested by the driver, SOC of the battery, or any other desired state monitored and/or controlled by controller 202 state.
图3C示出了PMM2模式。在该模式中，离合器104可以接合，而离合器108可以脱离。在离合器104接合时，发动机102可以处于启用状态并驱动电机106作为发电机以为电池提供电能(如虚线310所示)。另外，电机110可以根据由控制器产生的期望状态而处于启用状态并且为车轮提供驱动功率。Figure 3C shows the PMM2 mode. In this mode, clutch 104 may be engaged and clutch 108 may be disengaged. When the clutch 104 is engaged, the engine 102 may be active and drive the electric machine 106 as a generator to provide electrical power to the battery (shown by dashed line 310 ). Additionally, the electric machine 110 may be active and provide drive power to the wheels according to a desired state generated by the controller.
在另一个实施例中，电机106可以在离合器108打开时由发动机102驱动并且直接向电机110提供电能(如虚线313所示)。在无法或不需要将电机106的电能转化为电池内的化学能时可能期望这样做。In another embodiment, the electric motor 106 may be driven by the engine 102 and provide electrical power directly to the electric motor 110 when the clutch 108 is disengaged (shown by dashed line 313 ). This may be desirable when it is not possible or desired to convert electrical energy from the electric machine 106 to chemical energy within the battery.
在PMM2期间，发动机扭矩和转速可以被设计为在运行时在理想工作曲线(IOL)上运行或完全不在。控制器202(或任意其他合适的控制器)可以根据一 组期望状态确定在哪一种模式下工作以及何时切换到另一种模式。在一个实施例中，PMM2模式可以在从零到最大AEM速度的任意车辆速度下运行。AEM模式可以根据期望的控制规则在从零速度到某一最小阈值的范围内使用。AEM中的最大速度可以不如PMM1高。在一个实施例中，PMM1可以在某一阈值速度以上运行并且用于高速公路行驶和获得最佳的燃料效率。During PMM2, engine torque and speed can be programmed to operate on the Ideal Operating Line (IOL) or not at all. Controller 202 (or any other suitable controller) can determine which mode to operate in and when to switch to another mode based on a set of desired states. In one embodiment, PMM2 mode can operate at any vehicle speed from zero to maximum AEM speed. The AEM mode can be used from zero speed to some minimum threshold according to the desired control law. The maximum speed in AEM can not be as high as in PMM1. In one embodiment, the PMM 1 can be operated above a certain threshold speed and used for highway driving and for optimum fuel efficiency.
用于HEV或PHEV的加速踏板(油门踏板)需要根据车辆速度和电机特性来控制车辆的扭矩或功率。驾驶员期望的扭矩(T)和/或期望的动力(P)可以由电机和PM的特性确定。具体地，恒定的扭矩特性曲线与恒定的动力特性曲线相交的角速度(corner speed)是定义电机的曲线并且可以被加入到PM的扭矩-转速特性曲线中。The accelerator pedal (accelerator pedal) for HEV or PHEV needs to control the torque or power of the vehicle according to the vehicle speed and motor characteristics. Driver desired torque (T) and/or desired power (P) may be determined by electric machine and PM characteristics. Specifically, the corner speed at which the constant torque characteristic curve intersects the constant power characteristic curve is a curve defining the motor and can be added to the torque-speed characteristic curve of the PM.
AEM模式的实施例 Examples of AEM schemas
如上所述，期望AEM模式用于低速度、零排放运行，其中基本上所有的驱动功率都来自电力。对于PHEV实施例，这种电能可以从车辆以外(例如从公用或私用电网)获得或者从车载发电机获得，例如从液体燃料得到电能。可能希望使用车外电力，原因在于这样可以更加高效并且以车辆零排放来提供电能。AEM模式可以在图1的结构中通过仅使用电机110或者通过闭合离合器108并且将电机106和110跟处于打开状态的离合器104一起使用而实现。仅使用电机110时，离合器108可以打开或闭合，因为电机106在任何速度下都可以被控制以提供零扭矩或零功率。As mentioned above, the AEM mode is expected for low-speed, zero-emissions operation, where substantially all of the drive power comes from electric power. For PHEV embodiments, this electrical power may be derived from outside the vehicle (eg, from a public or private grid) or from an on-board generator, eg, from liquid fuel. It may be desirable to use off-board electricity as it is more efficient and provides electricity with zero vehicle emissions. AEM mode can be achieved in the configuration of FIG. 1 by using only electric machine 110 or by closing clutch 108 and using electric machines 106 and 110 with clutch 104 in an open state. When using only the electric motor 110, the clutch 108 can be opened or closed because the electric motor 106 can be controlled to provide zero torque or zero power at any speed.
在AEM模式下，在主减速器120包括差速器(但是不是必须具有另一个可变速比变速箱，例如自动变速箱、CVT等)的实施例中，电机106和110均可用于运行。在指定行驶周期内的某些时间点只有电机110可为车辆100提供驱动功率，特别是在低速状态下，并且可以直到电机110的指定效率为止。但是，如果驾驶员要求更多功率和/或扭矩，或者如果驾驶状况有这样的要求，那么电机106可以跟电机110同时提供驱动功率。在此情况下，可能期望控制器202操作电机106和电机110以比单独使用任一电机更好的效率来让电机106和电机110一起工作。In AEM mode, both electric machines 106 and 110 are available for operation in embodiments where final drive 120 includes a differential (but not necessarily another variable ratio transmission, such as an automatic transmission, CVT, etc.). Only the electric motor 110 can provide driving power to the vehicle 100 at certain points in a specified driving cycle, especially at low speeds, and up to a specified efficiency of the electric motor 110 . However, if the driver requests more power and/or torque, or if driving conditions so require, the electric motor 106 may provide drive power concurrently with the electric motor 110 . In this case, it may be desirable for controller 202 to operate motor 106 and motor 110 to have motor 106 and motor 110 work together with better efficiency than either motor alone.
在一个实施例中，在车辆运行时可能期望让一台或两台电机都基本上在其 各自的IOL上运行。在没有可变速比的变速箱时，那么用一台电机就可以在扭矩模式下控制车辆。如果有两台并联的电机，那么一个实施例可能倾向于可以对在那一瞬间具有最佳效率的电机及时下达特定的扭矩要求。由于两台电机位于相同或并联的轴上，因此这种切换基本上可以通过电子控制立即执行或者略有延迟地执行。In one embodiment, it may be desirable to have one or both motors run substantially on their respective IOLs while the vehicle is running. In the absence of a variable-ratio gearbox, a single electric motor can control the vehicle in torque mode. If there are two motors in parallel, an embodiment may favor that a particular torque request can be made in time to the motor that has the best efficiency at that instant. Since the two motors are located on the same or parallel shaft, this switching can be performed electronically either immediately or with a slight delay.
在从零速度开始的情况下，车辆100可以以AEM模式启动，或者如果发动机102正在运行，那么控制器202可以通过滑移离合器同时控制发动机转速来增加发动机的扭矩。控制器202可以根据驾驶员通过加速踏板下达的要求来选择初始加速扭矩。对于低加速踏板起点，可以使用电机106，特别是如果电机106被设计为具有比电机110更低的扭矩和/或电源规格时。在此情况下，离合器108应该闭合。由此，可通过电机106或电机110或者电机106加上电机110(例如以高扭矩/高牵引力电动模式)来发动车辆。这样的高扭矩/高牵引力电动模式也可以在车辆处于某种非零速度并且驾驶员根据需要发出需要附加的动力和/或扭矩的指令时使用。Starting from zero speed, the vehicle 100 may start in AEM mode, or if the engine 102 is running, the controller 202 may increase the torque of the engine by slipping the clutch while controlling the engine speed. The controller 202 may select the initial acceleration torque based on the driver's demand through the accelerator pedal. For low accelerator pedal origins, the electric motor 106 may be used, especially if the electric motor 106 is designed to have lower torque and/or power specifications than the electric motor 110 . In this case, clutch 108 should be closed. Thus, the vehicle may be launched by either electric machine 106 or electric machine 110 or electric machine 106 plus electric machine 110 (eg, in a high torque/high traction electric mode). Such a high torque/high traction electric mode can also be used when the vehicle is at some non-zero speed and the driver commands additional power and/or torque as needed.
图4A示出了一个小电机(如虚线406所示)和一个大电机(如实线408所示)的扭矩-转速特性曲线的一种可行映射400。另外，它们用于示例性车辆的相应包络曲线分别示为包络曲线404和402给出。FIG. 4A shows one possible mapping 400 of torque-speed characteristic curves for a small motor (shown as dashed line 406 ) and a large motor (shown as solid line 408 ). Additionally, their corresponding envelopes for the exemplary vehicle are given as envelopes 404 and 402 , respectively.
利用这种映射，车辆的相对效率可以通过要求的瞬时功率以及由电机1(106)和电机2(110)提供的瞬时功率来确定。例如，在图4A中，如果扭矩或功率需求为点410所指示的那样，那么使用电机1或2可以得到基本相同的效率。因此在该点可以使用任一电机。但是如果在那时工作点410表现为扭矩和/或功率较高，那么应该优选使用电机2(110)。如果点410的扭矩较低，那么应该优选使用电机1(106)。差异可以随着要求的功率或扭矩变低而变得明显。Using this mapping, the relative efficiency of the vehicle can be determined from the instantaneous power required and provided by motor 1 ( 106 ) and motor 2 ( 110 ). For example, in FIG. 4A , if the torque or power demand is as indicated by point 410 , then substantially the same efficiency can be obtained using motor 1 or 2 . So either motor can be used at this point. But if at that time the operating point 410 exhibits higher torque and/or power, then it should be preferred to use motor 2 (110). If the torque at point 410 is lower, then it should be preferred to use motor 1 (106). The difference can become noticeable as the required power or torque becomes lower.
这一点也可以在图4A中进一步示出。假设点A是通过加速踏板要求的期望工作点，那么如果加速踏板被进一步下压以要求点B处的扭矩和功率，则随后即可使用电机1，原因是电机1在该点表现得更加高效。如果加速踏板被进一步下压到功率点C，那么就可以使用电机2，此时电机1设定为零扭矩，原因是这种配置在该点表现得更加高效。应该意识到在某些工作点，为了更好的效率，使用来自电机1(M1)和电机2(M2)的驱动功率的某种组合例如 (a*M1)+(b*M2)可能更加高效，其中a和b由M1和M2的对应效率确定。最后，如果加速踏板收回到由电机图上的点D表示的功率，那么就仅使用电机M1，原因是这样表现得更加高效。This can also be further illustrated in Figure 4A. Assuming that point A is the desired operating point demanded by the accelerator pedal, if the accelerator pedal is depressed further to demand the torque and power at point B, then motor 1 can then be used since motor 1 behaves more efficiently at that point . If the accelerator pedal is depressed further to power point C, then motor 2 can be used with motor 1 set to zero torque, since this configuration behaves more efficiently at that point. It should be realized that at some operating points, for better efficiency, it may be more efficient to use some combination of drive power from motor 1 (M1) and motor 2 (M2) such as (a*M1)+(b*M2) , where a and b are determined by the corresponding efficiencies of M1 and M2. Finally, if the accelerator pedal is withdrawn to the power represented by point D on the motor map, then only motor M1 is used, since it behaves more efficiently that way.
应该意识到图4A所示的电机效率信息可以通过电机的规格、测试等确定。这些信息可以用各种形式提供给控制器-例如放到查询表(LUT)内或者可以通过建模和计算确定。在任意的实施例中，电机效率数据都可以提供给控制器以根据所需的任何性能量度做出这样的切换决策。It should be appreciated that the motor efficiency information shown in FIG. 4A can be determined by specification, testing, etc. of the motor. This information can be provided to the controller in various forms - for example placed in a look-up table (LUT) or can be determined through modeling and calculation. In either embodiment, motor efficiency data may be provided to the controller to make such switching decisions based on any performance metric desired.
在主减速器包括可变速比变速箱(例如机械CVT、电子CVT、自动变速箱、手动变速箱、行星齿轮组等)的实施例中，电机110就可以由控制器202(或系统内任何其他合适的控制器)控制以在其工作中基本所有点上都在其IOL上运行。在这样的设有某种可变速比变速箱的车辆中，车辆的控制可以如美国专利(1)5842534、(2)6054844、(3)6116363、(4)6809429、(5)6847189、(6)6931850、(7)7217205、(8)7261672、(9)7713166中所述，因此通过全文引用将所有这些专利文献并入。In embodiments where the final drive includes a variable ratio transmission (e.g., mechanical CVT, electronic CVT, automatic transmission, manual transmission, planetary gear set, etc.), the motor 110 can then be controlled by the controller 202 (or any other transmission in the system). suitable controller) to operate on its IOL at substantially all points in its work. In such a vehicle that is provided with a certain variable ratio gearbox, the control of the vehicle can be as in U.S. Patents (1) 5842534, (2) 6054844, (3) 6116363, (4) 6809429, (5) 6847189, (6) )6931850, (7)7217205, (8)7261672, (9)7713166, all of which are hereby incorporated by reference in their entirety.
图4B给出了用于操作例如图2所示的双电机驱动车的控制算法/流程图的一个可行实施例。应该意识到这种控制算法可以适用于装有至少两台电机也就是未装ICE/气体发动机的纯电动车。FIG. 4B presents one possible embodiment of a control algorithm/flow diagram for operating a dual motor drive vehicle such as that shown in FIG. 2 . It should be realized that this control algorithm can be applied to pure electric vehicles equipped with at least two electric motors, that is, without ICE/gas motors.
控制算法450可以通过确定M1和M2的最大扭矩限制并且可能还有性能包络曲线和效率岛而开始于452。该信息可以是图4A中映射的编码并且存储在可供设置在例如图2中所示的动力系统中的一个或多个控制器/处理器访问的电子存储器内。如前所述，这些控制器中的每一个都有可访问的电子存储器并且这些信息可以用多种格式存储，包括查询表(LUT)或者通过将电机性能包络曲线和/或效率岛编码的建模和计算确定。The control algorithm 450 may begin at 452 by determining the maximum torque limits for M1 and M2 and possibly the performance envelope and efficiency island. This information may be coded as mapped in FIG. 4A and stored in electronic memory accessible to one or more controllers/processors provided in a powertrain system such as that shown in FIG. 2 . As previously mentioned, each of these controllers has accessible electronic memory and this information can be stored in a variety of formats, including look-up tables (LUTs) or by encoding the motor performance envelope and/or efficiency island Modeling and calculation OK.
控制算法另外还可以根据多种传感器的输入例如当前的电机转速、不同位置的温度读数(譬如外界空气温度，M1、M2、发动机、电池或者跟电机/车辆效率有关的其他位置的工作温度)、电压、电流等来调节该信息。The control algorithm can also be based on various sensor inputs such as current motor speed, temperature readings at different locations (such as outside air temperature, operating temperature of M1, M2, engine, battery or other locations related to motor/vehicle efficiency), Voltage, current, etc. to condition this information.
在454，控制算法可以从任何来源例如加速踏板、制动踏板接收来自驾驶员的扭矩需求，从电子来源等接收其他的扭矩需求。这些扭矩需求信号被输入处理模块454内并且所述模块可以确定能够满足给定扭矩需求的M1和M2的可 允许扭矩组合/配置的空间。At 454 , the control algorithm may receive torque requests from the driver from any source such as accelerator pedal, brake pedal, other torque requests from electronic sources, and the like. These torque request signals are input into the processing module 454 and the module can determine the room for allowable torque combinations/configurations of M1 and M2 that can satisfy a given torque request.
模块456可以随后找出具有最高效率(或者满足用于车辆运行的某种其他期望量度)的M1和M2的最佳扭矩组合。这一点可以通过遍历可允许组合的空间并执行某种最小值/最大值的计算例如遍历图4A中可见的效率映射和梯度来实现。一旦确定找到满足扭矩需求的M1和M2的最佳组合，M1和M2的扭矩需求信号即可被发送至相关控制器以实现这些相应的扭矩需求。Module 456 may then find the optimal torque combination of M1 and M2 that has the highest efficiency (or meets some other desired metric for vehicle operation). This can be achieved by traversing the space of allowable combinations and performing some sort of min/max computation such as traversing the efficiency maps and gradients seen in Figure 4A. Once it is determined that the best combination of M1 and M2 is found to meet the torque demands, the torque demand signals of M1 and M2 can be sent to the relevant controllers to achieve these corresponding torque demands.
PMM并联模式的实施例Example of PMM Parallel Mode
在PMM并联操作中(如图3B所示)，离合器104和离合器108均闭合，并且发动机和两台电机可以全都直接连接至主减速器和车轮。在一个实施例中，发动机102可以通过控制器202控制在其IOL上，正如以上所述在PMM串联模式中也可以如此控制。In PMM parallel operation (as shown in FIG. 3B ), both clutch 104 and clutch 108 are closed, and the engine and both electric machines can all be directly connected to the final drive and the wheels. In one embodiment, the engine 102 can be controlled on its IOL by the controller 202, as described above in the PMM series mode.
为了维持电池，电机/发电机106可以被用于在下一个时间增量例如60秒内加入所需的增量功率以保持电池的SOC，同时电机110可以被用于补充发动机102的功率以提供加速和动力。在一个实施例中，由于发动机102可以直接连接至驱动车轮的主减速器齿轮组，因此在达到最小阈值速度之前可能不希望实现该PMM并联模式。这样的阈值速度可以设定为考虑到燃料经济性和性能以及驱动系统平滑性之后的折衷。在一个实施例中，根据车辆及其规格，用于该模式的阈值速度可以设定在约30公里/小时。To maintain the battery, the motor/generator 106 can be used to add the incremental power needed to maintain the SOC of the battery during the next time increment, for example 60 seconds, while the motor 110 can be used to supplement the power of the engine 102 to provide acceleration and motivation. In one embodiment, since the engine 102 may be directly coupled to the final drive gearset that drives the wheels, it may not be desirable to achieve this PMM parallel mode until a minimum threshold speed is reached. Such a threshold speed may be set as a compromise between fuel economy and performance and drivetrain smoothness. In one embodiment, depending on the vehicle and its specifications, the threshold speed for this mode may be set at approximately 30 km/h.
在行驶周期的很多部分当中，由于发动机102是直接驱动车轮，因此该模式可以比PMM串联模式更加机械高效。但是，在发动机和主减速器之间没有变速箱的实施例中，可能需要对发动机102调速以保持期望的驱动扭矩或功率，由此可以使用更多燃料以生成所需动力来驱动车辆并维持电池。在这样的情况下，PMM串联模式和PMM并联模式之间可能有燃料效率上的差异。控制器202可以通过连续监测两种模式来确定这种差异。略微调速发动机102跟向电池内送入能量并随后取回能量相比也可能更加高效。During many portions of the drive cycle, this mode can be more mechanically efficient than the PMM series mode since the engine 102 is directly driving the wheels. However, in embodiments without a gearbox between the engine and final drive, it may be necessary to throttle the engine 102 to maintain the desired drive torque or power, whereby more fuel can be used to generate the required power to propel the vehicle and Maintain the battery. In such cases, there may be a difference in fuel efficiency between the PMM series mode and the PMM parallel mode. Controller 202 can determine this difference by continuously monitoring the two modes. It may also be more efficient to speed the engine 102 slightly compared to sending energy into the battery and then withdrawing energy.
在一个实施例中，可能需要根据一段时间(例如前60秒)内最高效的工作状态来设定从串联模式切换到并联模式或相反的策略。如果控制器202确定前60秒通过另一种模式可以使用较少的燃料，那么控制器202就可以在下一个 60秒切换模式。为了避免过于频繁地在各个模式间变换，可以增加可选的延时。In an embodiment, it may be necessary to set a strategy for switching from the series mode to the parallel mode or vice versa according to the most efficient working state within a period of time (for example, the first 60 seconds). If the controller 202 determines that less fuel can be used by going through another mode for the first 60 seconds, the controller 202 can switch modes for the next 60 seconds. To avoid switching between modes too often, an optional delay can be added.
PMM串联模式的实施例Example of PMM Series Mode
在PMM串联操作中(如图3C所示)，离合器108处于打开状态，并且电机106可以用作发电机以产生用于电机的电力并将电池维持在期望的范围内。因此，离合器108可以在打开状态下很少使用。这种策略可以允许较少地使用离合器分离轴承。另外，这样可以倾向于按需要延长寿命以满足车辆的耐用性要求。In PMM series operation (as shown in FIG. 3C ), the clutch 108 is open and the motor 106 can be used as a generator to generate power for the motor and maintain the battery within a desired range. Accordingly, clutch 108 may be used infrequently in the open state. This strategy may allow for less use of clutch release bearings. Additionally, this can tend to extend life as needed to meet the durability requirements of the vehicle.
如果电池已经通过驱动车辆消耗至其最小SOC并且车辆处于低速(例如在50公里/小时以下)，那就可能会出现这种状态。在此情况下，离合器108可以打开并且车辆可以被置入串联工作模式或PMM2模式，其中来自PM和发电机M1的功率可以被用于给电池充电以及驱动车辆。功率的划分可以取决于由PM要求的扭矩和充电策略。还可能需要另外的功率以用于配件负载等。PM可以在其IOL上运行以用于在那时生成所需的总功率。再充电策略可以取决于设定到控制器202的程序内的用于再充电的控制策略。通常，一种可行的策略可以是可能根据驱动方式的要求在速度最慢时再充电到SOC的上限。在PMM2或串联模式下，车辆速度可以为零到由电机110保持的最大值。在一个实施例中，电机110可以基本上像在AEM模式中那样进行控制。PM(例如发动机102)可以如图3C所示沿其IOL并且在控制器的指令下运行以(例如通过闭合离合器104)提供驾驶员要求的功率以及提供维持电池的动力源。This condition may occur if the battery has been depleted by driving the vehicle to its minimum SOC and the vehicle is at a low speed (eg below 50 km/h). In this case, the clutch 108 can be opened and the vehicle can be placed into a series operation mode or PMM2 mode, where power from the PM and generator M1 can be used to charge the battery and drive the vehicle. The division of power may depend on the torque required by the PM and the charging strategy. Additional power may also be required for accessory loads and the like. The PM can run on its IOL for generating the total power needed at that time. The recharging strategy may depend on a control strategy for recharging programmed into the controller 202 . Generally, a feasible strategy may be to recharge to the upper limit of the SOC at the slowest speed, possibly according to the requirements of the driving mode. In PMM2 or series mode, the vehicle speed can be from zero to a maximum value maintained by the motor 110 . In one embodiment, the motor 110 can be controlled substantially as in the AEM mode. The PM (eg, the engine 102 ) can operate along its IOL as shown in FIG. 3C and at the command of the controller to provide the power requested by the driver (eg, by closing the clutch 104 ) as well as provide a power source to maintain the battery.
在另一个实施例中，控制器可以控制发动机102和电机106以用合适的功率给电池充电，以在当前的行驶周期内保持电池内的期望SOC。因此，例如由驾驶员/车辆要求的功率在特定的瞬间时刻可以是50kW，那么IC发动机和发电机可以被设定为生成50kW再加上在根据先验已知的行驶周期测量值预定的时间段内维持电池所需的附加功率增量。In another embodiment, the controller may control the engine 102 and electric machine 106 to charge the battery with appropriate power to maintain a desired SOC in the battery during the current drive cycle. So for example the power demanded by the driver/vehicle at a particular moment in time may be 50kW, then the IC engine and generator may be set to generate 50kW plus a predetermined time based on a priori known drive cycle measurements The additional power increment required to maintain the battery within the segment.
继续本示例，该时间段可以确定为例如最小10kW以在60秒内将电池充电至高SOC。相应地发动机102和电机/发电机106可以设定在60kW，直至电池达到预定的高SOC为止。但是，如果该阈值在期望的时间段内并未达到，那么 在下一个60秒内维持SOC所需的增量功率可以根据偏差值而增加预期(例如成比例)的量。用这种方式即自动保持SOC，而与驾驶员如何动作以及地形或行驶周期怎样要求无关。Continuing with the example, this time period may be determined to be, for example, a minimum of 10 kW to charge the battery to a high SOC within 60 seconds. Accordingly the engine 102 and motor/generator 106 can be set at 60 kW until the battery reaches a predetermined high SOC. However, if the threshold is not reached within the desired period of time, the incremental power required to maintain SOC for the next 60 seconds may be increased by an expected (e.g., proportional) amount based on the offset value. In this way the SOC is maintained automatically regardless of how the driver behaves and what the terrain or drive cycle demands.
在另一个实施例中，如果驾驶员要求被控制器202确定为不合理(例如，正如通过控制器从踏板检测传感器可以检测到的那样，如果驾驶员用力踩加速踏板和用力踩制动踏板并且可能具有高循环频率)，那么可以向驾驶员发出指示信号以告知消耗了比合理预期更多的燃料。该指示信号可以是柱状图或其他比例视觉指示信号的形式，表示驾驶员没有预见到交通情况并且在浪费能源。在另一个实施例中，控制器202可以动态地改变加速踏板的设定以限制瞬间要求的加速速率和功率。这可以被用作车辆所用的经济模式，并且这种经济模式可以由驾驶员选择以有助于节约燃料。还可以显示出每公里的燃料消耗差异以使驾驶员能够通过这样的选择实时看到燃料消耗的差异。In another embodiment, if the driver request is determined to be unreasonable by the controller 202 (for example, as can be detected by the controller from the pedal detection sensor, if the driver presses the accelerator pedal hard and the brake pedal hard and Possibly with a high cycle frequency), then an indication signal can be sent to the driver that more fuel is being consumed than reasonably expected. This indicator may be in the form of a histogram or other proportional visual indicator that the driver is not anticipating the traffic situation and is wasting energy. In another embodiment, the controller 202 may dynamically change the setting of the accelerator pedal to limit the instantaneous required acceleration rate and power. This can be used as an economy mode for the vehicle, and this economy mode can be selected by the driver to help save fuel. The difference in fuel consumption per kilometer can also be displayed so that the driver can see the difference in fuel consumption in real time through such an option.
另外的动态工作模式选择/控制Additional dynamic operating mode selection/control
如上所述，AEM是一种用于装有两台或多台电机驱动器的纯EV或例如图1和图2所示的插电式混合动力车(PHEV)的可行工作模式。对于PHEV，可行的工作模式数量应该会由于有机会使用气体发动机或其他的ICE提供驱动功率而增加。图5A和图5B是如本文所述各种车辆的可允许工作模式空间的两个实施例。图5A示出了充电状态(SOC)与车速坐标网格500上的工作模式空间。正如可以看到的那样，如果基本上SOC足够高，那么车辆就倾向于更多地使用存储在电池内的电能(而不是其他的动力、气体发动机等)。As mentioned above, AEM is a viable mode of operation for a pure EV or a plug-in hybrid electric vehicle (PHEV) such as that shown in Figures 1 and 2 with two or more motor drives. For PHEVs, the number of feasible operating modes should increase due to the opportunity to use gas engines or other ICEs to provide drive power. 5A and 5B are two examples of allowable operating mode spaces for various vehicles as described herein. FIG. 5A shows an operating mode space on a state of charge (SOC) and vehicle speed coordinate grid 500 . As can be seen, basically if the SOC is high enough, the vehicle tends to use more of the electrical energy stored in the battery (rather than other propulsion, gas engine, etc.).
这可以用坐标网格500左侧的示范性柱状图示出。正如可以看到的那样，如果系统指示SOC为高(也就是大于或等于“SOC_高”阈值)，那么系统就可以倾向于在“电量消耗”模式下工作。在该模式中，系统可以优先以AEM 502运行(但是可以针对本文所述的不同情况以串联、并联或某种其他的工作模式运行)。可选地，如果系统指示SOC为低(也就是小于“SOC_高”阈值)，那么系统就可以倾向于在“电量保持”模式下工作。在该模式中，系统可以优先以并联混合动力模式504、串联混合动力模式506或某种组合模式运行(但是可以针对不同情况以AEM运行有限的时间段)。This can be shown with the exemplary histogram on the left side of coordinate grid 500 . As can be seen, if the system indicates that the SOC is high (ie, greater than or equal to the "SOC_high" threshold), then the system can be inclined to operate in the "battery drain" mode. In this mode, the system can run preferentially with the AEM 502 (but can run in series, parallel or some other mode of operation for the different situations described in this article). Optionally, if the system indicates that the SOC is low (ie, less than the "SOC_high" threshold), then the system may be inclined to operate in "battery conservation" mode. In this mode, the system may preferentially operate in parallel hybrid mode 504 , series hybrid mode 506 , or some combination (but may operate in AEM for limited periods of time for different situations).
应该意识到对于优先以电量消耗工作模式运行的车辆，SOC基本上大于或等于作为第一阈值的该SOC_高阈值。另外，对于优先以电量保持工作模式运行的车辆，SOC可以小于或等于作为第二阈值的SOC_高阈值。所述第一阈值和第二阈值可以是基本相同的阈值(也就是SOC_高)。但是，在另一些实施例中，所述第一阈值和第二阈值可以是不同的SOC值。从减少在车辆所用工作模式之间切换的角度看可能需要这样做。在另一些实施例中，第一阈值和第二阈值可以跟车速或其他的车辆状态(例如电池的健康状态、驾驶员要求等)以及电池的SOC函数地相关。It should be appreciated that for vehicles operating preferentially in the power draining operating mode, the SOC is substantially greater than or equal to the SOC_high threshold as the first threshold. In addition, for a vehicle that preferentially operates in the battery-maintaining working mode, the SOC may be less than or equal to the SOC_high threshold as the second threshold. The first and second thresholds may be substantially the same threshold (ie SOC_high). However, in some other embodiments, the first threshold and the second threshold may be different SOC values. This may be desirable from the standpoint of reducing switching between operating modes used by the vehicle. In other embodiments, the first threshold and the second threshold may be functionally related to vehicle speed or other vehicle status (eg, battery state of health, driver demand, etc.) and battery SOC.
另外，可以看到在SOC充分低的某个点，系统可以在AEM 502和并联混合动力模式504之间切换。在更低的SOC点，系统可以在串联混合动力模式506和并联混合动力模式504之间动态切换。如图5A所示，切换可以根据车速并且还可以根据SOC来进行。其他的切换条件也是可行的。例如，切换模式也可以取决于驾驶员的扭矩要求、交通模式、电池的健康状态、驱动轴的速度等。Additionally, it can be seen that at some point where the SOC is sufficiently low, the system can switch between AEM 502 and parallel hybrid mode 504 . At lower SOC points, the system can dynamically switch between series hybrid mode 506 and parallel hybrid mode 504 . As shown in FIG. 5A, switching may be performed according to vehicle speed and also according to SOC. Other switching conditions are also possible. For example, the switching mode may also depend on the driver's torque request, the traffic mode, the state of health of the battery, the speed of the drive shaft, etc.
图5B是可供用于适当车辆的工作模式可行空间(550)的另一个实施例。正如可以看到的那样，空间550可以在低速/充分高的SOC下以AEM和串联模式552的组合运行。在较高的速度下，系统可以切换到串联和并联模式554的组合。在足够高的速度下，系统可以优先以并联模式556运行。Figure 5B is another example of an operational mode feasible space (550) available for a suitable vehicle. As can be seen, the space 550 can operate in a combination of AEM and series mode 552 at low speed/sufficiently high SOC. At higher speeds, the system can switch to a combination of series and parallel modes 554. At sufficiently high speeds, the system can preferentially operate in parallel mode 556 .
正如还能看到的那样，可以有确定“最小SOC”区域558的包络曲线560，在该线以下系统可以用发动机启用且系统试图向电池中回加能量的模式运行。这可以限制由系统控制器进行的各模式之间的切换量。在最小SOC线以上，可以有在“电量保持”区域和“电量消耗”模式之间加以区分的另一条包络曲线562。在电量保持区域，系统可以倾向于选择增加和/或保存电池内能量的模式。在电量消耗模式中，系统可以倾向于选择跟车载液体燃料相比优先使用电池内能量的模式。As can also be seen, there may be an envelope curve 560 defining a "minimum SOC" region 558 below which the system may operate with the engine on and the system attempting to charge energy back to the battery. This can limit the amount of switching between modes by the system controller. Above the minimum SOC line, there may be another envelope curve 562 that differentiates between the "Battery Conservation" region and the "Battery Depletion" mode. In the charge conservation region, the system may favor modes that increase and/or conserve energy in the battery. In charge-depleting mode, the system may prefer to select a mode that prioritizes the use of energy in the battery over on-board liquid fuel.
还可以看到系统能够可选地随着速度增加而向上提高包络曲线。因此，在较高的速度下，系统可以动态地调节包络曲线以倾向于在更高的SOC级别进行模式切换。这可以被用于补偿在较高车速下较快的能量使用速率。It can also be seen that the system can optionally increase the envelope curve upwards as speed increases. Thus, at higher speeds, the system can dynamically adjust the envelope to favor mode switching at higher SOC levels. This can be used to compensate for faster rates of energy usage at higher vehicle speeds.
一个实施例an embodiment
图6是实现在所公开的工作模式之间动态切换的一个可行的流程图实施例。应该意识到还有其他可行的例如用于前面图5A和5B的控制算法实施方式，并且本申请涵盖了所有这些适用的控制算法。FIG. 6 is a possible flow chart embodiment for implementing dynamic switching between the disclosed working modes. It should be appreciated that there are other possible control algorithm implementations such as those used in the preceding Figures 5A and 5B, and that all such applicable control algorithms are covered by this application.
在602，系统和/或控制器可以如前所述读取来自传感器等的包括SOC、SOH、车速、发动机温度在内的所有系统输入。在604，控制器可以就SOC是否处于足够高的等级(例如SOC>SOC_高)做出判定。如果答案为是，那么系统/控制器可以选择AEM 614(或者如果需要的话可以选择高牵引力电动模式)。如果答案为否，那么可以在606就发动机是否具有足够高的温度做出判定。如果答案为是，那么系统/控制器可以选择串联混合动力模式616。如果答案为否，那么可以就SOC是否高于最小SOC(SOC>SOC_低)做出判定，并且还可以临时性地以PMM2或串联模式来运行车辆以将发动机暖机至其工作范围。如果答案为是，那么可以在612就车速是否高于某一阈值做出判定。如果答案为是，那么系统/控制器可以在618选择AEM。如果答案为否，那么系统/控制器可以选择并联混合动力模式620。At 602 , the system and/or controller may read all system inputs including SOC, SOH, vehicle speed, engine temperature from sensors, etc. as previously described. At 604, the controller may make a determination as to whether the SOC is at a sufficiently high level (eg, SOC>SOC_high). If the answer is yes, then the system/controller can select AEM 614 (or high-traction electric mode if desired). If the answer is no, then a determination may be made at 606 as to whether the engine has a sufficiently high temperature. If the answer is yes, then the system/controller may select series hybrid mode 616 . If the answer is no, then a determination can be made as to whether the SOC is above the minimum SOC (SOC>SOC_low), and the vehicle can also be run temporarily in PMM2 or series mode to warm the engine up to its operating range. If the answer is yes, then a determination may be made at 612 as to whether the vehicle speed is above a certain threshold. If the answer is yes, then the system/controller may select AEM at 618 . If the answer is no, then the system/controller may select parallel hybrid mode 620 .
如果在608的判定表明SOC并未大于或等于阈值的等级，那么可以在610进行另一种判定以确定车速是否高于某一阈值。如果答案为是，那么系统/控制器可以选择并联混合动力模式622。如果答案为否，那么系统/控制器可以选择串联混合动力模式624。If the decision at 608 indicates that the SOC is not at a level greater than or equal to a threshold, then another decision may be made at 610 to determine if the vehicle speed is above a certain threshold. If the answer is yes, then the system/controller may select parallel hybrid mode 622 . If the answer is no, then the system/controller may select series hybrid mode 624 .
应该意识到用于各种状态(例如SOC、车速)的阈值自身可以根据车辆的状态变化而改变。It should be appreciated that the thresholds for various states (eg, SOC, vehicle speed) may themselves vary according to changes in the state of the vehicle.
动态操作/模式转换Dynamic Operation/Mode Switching
图7和图8示出了如本文所述控制算法中动态操作的两个示例。图7用两张图示出了一种示范性的行驶周期。上面的图示出了电机1、电机2和发动机在一个时间片段上的转速。下面的图示出了相同时间片段上(跟驱动轴的RPM相关联)的车速。上面的图示出了一个控制算法实施例如何根据行驶周期来匹配和切换车辆的工作模式。Figures 7 and 8 illustrate two examples of dynamic operation in a control algorithm as described herein. FIG. 7 shows an exemplary driving cycle in two diagrams. The graph above shows the speed of motor 1, motor 2 and the engine over a time slice. The graph below shows the vehicle speed (correlated to the RPM of the drive shaft) over the same time slice. The diagram above shows how one embodiment of the control algorithm can match and switch the operating mode of the vehicle according to the drive cycle.
在702，在从零到约440秒的时间片段期间，可以看到控制器为车辆选择了并联模式。在这段时间期间，电机1、电机2和发动机的转速是匹配的，原 因是他们都在同一根驱动轴上运行，此时两个离合器都闭合。在点704，系统/控制器检测到用户命令车辆停车。但是，考虑到SOC或其他适当的状态，可能需要系统/控制器在440秒到480秒的时间之间切换到串联模式。At 702, during a time period from zero to approximately 440 seconds, it can be seen that the controller has selected parallel mode for the vehicle. During this time, the speeds of motor 1, motor 2 and the engine are matched because they are all running on the same drive shaft, and both clutches are closed at this time. At point 704, the system/controller detects a user command to park the vehicle. However, it may be necessary for the system/controller to switch to series mode between 440 seconds and 480 seconds in consideration of the SOC or other appropriate state.
此时，发动机和电机1可以跟电机2分离。因此，发动机和电机1可以继续沿曲线708运行以生成要送回到电池的电能。与此同时，电机2可以继续沿曲线706运行以使车辆停车或靠惯性滑行。大约在470秒的时间，可以看到用户命令车辆加速，并且电机2响应以使车辆提速。PM(例如发动机102)和电机1可以沿其IOL运行以为电机2提供动力以及提供用于维持电池的附加动力。At this point, the engine and motor 1 can be separated from the motor 2. Therefore, the engine and electric machine 1 can continue to operate along curve 708 to generate electrical energy to be sent back to the battery. At the same time, the motor 2 can continue to run along the curve 706 to stop the vehicle or coast by inertia. At approximately 470 seconds, the user can be seen commanding the vehicle to accelerate, and the motor 2 responds to bring the vehicle up to speed. The PM (eg engine 102) and motor 1 can run along its IOL to power motor 2 as well as provide additional power for maintaining the battery.
在点710，可以看到需要让系统/控制器在480秒左右切换到并联模式。在此情况下，需要接合离合器108以使发动机和电机1跟驱动轴的其余部分接合从而直接向车轮提供动力。此时需要让驱动轴脱离电机1的速度基本上跟驱动轴在电机2处的启动速度相匹配。因此，例如为了平滑转换，发动机和电机1的转速减慢到基本匹配的程度并且离合器108闭合。对于图7中的其余部分，可以看到系统/控制器以类似的方式操作和切换车辆的工作模式。At point 710, it can be seen that the system/controller needs to be switched to parallel mode at around 480 seconds. In this case, clutch 108 needs to be engaged to engage the engine and motor 1 with the rest of the drive shaft to provide power directly to the wheels. At this time, the speed at which the drive shaft needs to be disengaged from motor 1 basically matches the speed at which the drive shaft starts at motor 2. Therefore, for example for a smooth transition, the rotational speeds of the engine and the electric machine 1 are slowed down to substantially match and the clutch 108 is closed. For the rest of Figure 7, it can be seen that the system/controller operates and switches the operating modes of the vehicle in a similar manner.
图8是类似于图7的示范性行驶周期图。在图8中，系统/控制器主要在AEM(EV)模式和并联模式之间切换。正如在802可以看到的那样，车辆以并联模式运行并且电机1、电机2和发动机的转速是匹配的，原因是他们都接合在主驱动轴上。在点804，系统/控制器大约在1277秒从并联模式切换到AEM模式。正如可以看到的那样，离合器108打开并且发动机和电机1变为零速度(也就是停机)。在此过程中，电机1可以是主动扭矩或转速控制以降低发动机停机的振动。FIG. 8 is an exemplary drive cycle diagram similar to FIG. 7 . In Figure 8, the system/controller mainly switches between AEM(EV) mode and parallel mode. As can be seen at 802, the vehicle is running in parallel mode and the speeds of Motor 1 , Motor 2 and the engine are matched since they are all engaged on the main drive shaft. At point 804, the system/controller switches from parallel mode to AEM mode at approximately 1277 seconds. As can be seen, the clutch 108 is opened and the engine and electric machine 1 go to zero speed (ie stop). During this process, the motor 1 can be actively torque or speed controlled to reduce the vibration of the engine stop.
车辆可以由电机2驱动，并且大约在1290到1296秒，系统/控制器检测状态(例如由用户要求的扭矩)以确保切换到并联模式。在点808，可以看到发动机由电机1启动，此时离合器104闭合且离合器108打开。此时，(由于电机1已从驱动轴脱离，因此)可以控制发动机和电机1此时的转速以跟电机2(或驱动轴)的转速匹配。在转速同步时，离合器108闭合并且发动机可供用于向驱动轴提供扭矩，其中对驱动轴基本上没有或者只有很少的扭矩干扰。The vehicle may be driven by the motor 2, and at approximately 1290 to 1296 seconds, the system/controller detects conditions (eg, torque requested by the user) to ensure switching to parallel mode. At point 808, it can be seen that the engine is started by electric machine 1 with clutch 104 closed and clutch 108 open. At this point, (since the motor 1 has been disengaged from the drive shaft, therefore) the engine and the motor 1 can be controlled to match the speed of the motor 2 (or the drive shaft). At speed synchronization, clutch 108 is closed and the engine is available to provide torque to the drive shaft with little or no substantial torque disturbance to the drive shaft.
另一个实施例another embodiment
为了控制如图7和图8所示的模式转换，控制器可以拥有用于确定模式动作和转换的算法。在图9所示的一个实施例中，控制器可以具有定义混合动力系统“永久状态(或模式)”例如全电动模式904、串联混合动力模式906、并联混合动力模式908和故障模式910的状态机器。动力系统通常以这些永久模式中的一种运行，直至检测到和/或满足模式转换触发条件为止。从源模式到目标模式的转换触发条件可以根据例如图5A,5B或图6中的高级策略进行设计。在实现目标永久模式之前，动力系统转入过渡模式例如AEM-PMM2过渡模式912、PMM1-PMM2过渡模式914和AEM-PMM1过渡模式916。过渡模式是一种临时性模式，在临时性模式中，动力系统可以被控制或设置用于支持过渡到目标模式的操作。只能在完成了基于故障和诊断的校验之后并且新的动力系统模式请求得到满足之后才允许转换。例如，图7中的点704和点710对应于并联-串联(PMM1-PMM2)过渡模式1014。图8中的点804和点808对应于图9中的全电动-并联(AEM-PMM1)过渡模式916。To control the mode transitions as shown in Figures 7 and 8, the controller may have algorithms for determining mode actions and transitions. In one embodiment shown in FIG. 9 , the controller may have states that define hybrid system "permanent states (or modes)" such as all-electric mode 904, series hybrid mode 906, parallel hybrid mode 908, and fault mode 910. machine. The powertrain typically operates in one of these permanent modes until a mode transition trigger condition is detected and/or satisfied. The transition trigger conditions from the source mode to the target mode can be designed according to the high-level strategy in Fig. 5A, 5B or Fig. 6, for example. The powertrain transitions into transition modes such as AEM-PMM2 transition mode 912 , PMM1-PMM2 transition mode 914 , and AEM-PMM1 transition mode 916 before the target permanent mode is achieved. The transition mode is a temporary mode in which the powertrain may be controlled or configured to support the transition to the target mode of operation. Transitions are only permitted after fault and diagnostic based checks have been completed and new powertrain mode requests have been satisfied. For example, point 704 and point 710 in FIG. 7 correspond to the parallel-series (PMM1-PMM2) transition mode 1014 . Points 804 and 808 in FIG. 8 correspond to the all-electric-parallel (AEM-PMM1 ) transition mode 916 in FIG. 9 .
容错策略fault tolerance strategy
在每一种动力系统的模式中都可以实现故障算法，实施用于在车辆以该模式运行时检测是否发生了故障。图9是实现容错处理的控制算法/状态图的一个实施例。在检测到系统故障时，动力系统就转换到故障模式910以用安全的方式继续运行车辆。故障模式可以迫使动力系统以降低的等级工作例如减小电机扭矩。在某些情况下，如果故障严重性较高并且不允许车辆行驶，那故障模式可以迫使动力系统完全停止工作。在故障状态解除后，可允许动力系统转换回到适当的永久模式(904,906和908)。一种可行的容错设计是如果系统在过渡模式(912,914或916)运行并且进入目标模式前的过渡时间由于部件老化而超过预定的阈值，那么系统状态就转移至故障模式910。系统可以根据故障的严重性而保持在故障模式或者转换回到源模式。A fault algorithm may be implemented in each powertrain mode, implemented to detect if a fault has occurred while the vehicle is operating in that mode. Figure 9 is one embodiment of a control algorithm/state diagram to implement fault-tolerant processing. Upon detection of a system failure, the powertrain transitions to failure mode 910 to continue operating the vehicle in a safe manner. Failure modes may force the powertrain to operate at reduced levels such as reducing motor torque. In some cases, the failure mode can force the powertrain to shut down completely if the severity of the failure is high and the vehicle is not allowed to move. After the fault condition is removed, the powertrain may be allowed to transition back to the appropriate permanent mode (904, 906, and 908). One possible fault-tolerant design is to transition the system state to failure mode 910 if the system is operating in transition mode (912, 914 or 916) and the transition time before entering target mode exceeds a predetermined threshold due to component aging. The system can remain in the fault mode or transition back to the source mode, depending on the severity of the fault.
应该意识到也可以存在其他使系统呈现为故障模式处理的情况。以下是另一些这样的情况/故障的示例：It should be appreciated that other circumstances may exist that render the system a failure mode of processing. Here are some other examples of such situations/failures:
故障示例1：如果电机温度传感器反馈不正常(例如超出范围的故障)，那系统就可以进入故障模式操作910。在该模式中，电机扭矩可以明显减小并且 可以向驾驶员发出警报。Fault Example 1: If the motor temperature sensor feedback is abnormal (eg, out of range fault), then the system can enter fault mode operation 910 . In this mode, the motor torque can be significantly reduced and the driver can be alerted.
故障示例2：在串联模式(PMM2)906中，如果系统检测到电机1(例如由于电机1故障或发动机故障而)未在发电，那就可以终止串联模式并且可以进入故障模式。故障模式可以关闭发动机并仅通过电机2电驱动来运行车辆。如果故障状态得到解除，那就可以允许系统恢复全电动模式904来正常运行。Fault Example 2: In Series Mode (PMM2) 906, if the system detects that Motor 1 is not generating power (eg, due to Motor 1 failure or engine failure), Series Mode may be terminated and Fault Mode may be entered. A failure mode can shut down the engine and run the vehicle only electrically with motor 2. If the fault condition is removed, the system may be allowed to return to full electric mode 904 for normal operation.
故障示例3：如果(例如由于传感器故障而)无法从传感器确认离合器位置，那么系统可以进入故障模式910。在故障模式中只能使用电机2来驱动车辆。不允许任何的离合器致动。Fault Example 3: If the clutch position cannot be confirmed from the sensor (eg, due to a sensor fault), the system may enter fault mode 910 . In failure mode, only motor 2 can be used to drive the vehicle. No clutch actuation is allowed.
高级电池管理实施例Advanced Battery Management Embodiment
在本申请的另一种应用中，可能需要加入适当的电池管理以提高电池的寿命和性能。尽管由电池生产商提供的大多数电池通常都包括电池管理系统(BMS)119A，但是这些BMS并不能充分和/或最优地管理用于HEV/PHEV的车用电池。因此，典型的BMS可以向较高等级的控制器(例如控制器202)提供信息并且依靠该控制器来进一步控制次级因素例如高效使用电能和维护正确的电池使用。这样的附加控制系统-电池监测和维护系统(BMMS)可以由图1所示的控制器202实现。In another application of the present application, it may be desirable to incorporate proper battery management to improve battery life and performance. Although most batteries provided by battery manufacturers typically include a battery management system (BMS) 119A, these BMSs do not adequately and/or optimally manage vehicle batteries for HEV/PHEV. Thus, a typical BMS may provide information to a higher level controller (such as controller 202) and rely on the controller to further control secondary factors such as efficient use of electrical energy and maintaining proper battery usage. Such an additional control system, a battery monitoring and maintenance system (BMMS), can be implemented by the controller 202 shown in FIG. 1 .
在根据本申请的原理实现的一个BMMS实施例中，当使电池组放电以生成车辆和驾驶员要求的动力时，为了促进电池的健康使用以延长电池寿命，可能期望在以AEM或PMM(例如PMM1和/或PMM2)模式驱动车辆时提供动力从而最大化电能的使用。如果电池系统对可用的功率和/或电流有限制(正如考虑电池SOC的BMMS可以确定的那样)，那么可以通过BMMS(和/或控制器202)来考虑温度和温度分布、电池年限以及其他参数。BMMS和/或控制器202可以限制功率和/或电流性能以使电池免受突发的不利冲击。这样的不利冲击例如可以在车辆启动时出现。在此情况下，控制器202可以主动控制电池的电流输出并由此控制电机输出。在本实施例中，这样就可以实现与如果没有施加这样的限制而达到的性能相比降低的性能。但是，这种性能限制可以在以AEM或PMM模式驱动的车辆中转化为更长的电池寿命和更大的电力范围。In one BMMS embodiment implemented in accordance with the principles of the present application, when discharging the battery pack to generate the power demanded by the vehicle and the driver, it may be desirable to promote healthy use of the battery to prolong battery life, in the form of an AEM or PMM (e.g. The PMM1 and/or PMM2) modes provide power to maximize the use of electrical energy when driving the vehicle. If the battery system has limitations on available power and/or current (as can be determined by a BMMS considering battery SOC), then temperature and temperature distribution, battery age, and other parameters can be considered by the BMMS (and/or controller 202) . The BMMS and/or controller 202 may limit power and/or current performance to protect the battery from sudden adverse shocks. Such adverse shocks can occur, for example, when the vehicle is started. In this case, the controller 202 may actively control the current output of the battery and thereby the motor output. In this embodiment, this enables a reduced performance compared to that which would be achieved if no such constraints were imposed. However, this performance limitation can translate into longer battery life and greater electric range in vehicles driven in AEM or PMM modes.
已知所有的电池都有内阻，电池组内的内阻损失会导致电池组发热。但是 这种损失正比于I2×R，其中I是电池的电流并且R是电池的瞬间内阻。这种电池内阻倾向于根据电池类型、SOC、温度、使用年限等变化。因此，在一个实施例中，BMMS可以根据电池的健康状态(SOH)、充电状态(SOC)、温度和其他因素来调节电池组的放电，正如可能为了影响电池组的寿命所需要做到的那样。It is known that all batteries have internal resistance, and the loss of internal resistance in the battery pack will cause the battery pack to heat up. But this loss is proportional to I2 *R, where I is the current of the battery and R is the instantaneous internal resistance of the battery. This battery internal resistance tends to vary depending on battery type, SOC, temperature, age, etc. Thus, in one embodiment, the BMMS can regulate the discharge of the battery pack based on the battery's state-of-health (SOH), state-of-charge (SOC), temperature, and other factors, as may be necessary to affect the life of the battery pack .
另外，在通过车辆的主PM(例如发动机102、燃料电池)或其他发电设备或再生制动期间车辆的动能给车内的电池再充电时，BMMS和/或控制器202可以确定要满足维持传动系统能量需求所需功率的最大电流并且用足以补充由指定驾驶事件消耗的电量的最小的电流给电池组充电。这样的驾驶事件可以在指定的时间段例如在过去的“X”秒内发生，其中X可以是驾驶事件例如拥挤的城市道路或山路行驶的函数。这种再充电的电流限制也可以通过驾驶员的驾驶特性以及车辆的环境条件例如交通状况、环境温度等来确定。In addition, the BMMS and/or the controller 202 may determine that the maintenance of the transmission is satisfied when the kinetic energy of the vehicle is recharging the battery in the vehicle by the vehicle's primary PM (eg, engine 102, fuel cell) or other power generation device, or during regenerative braking. The system energy demands the maximum current for the required power and charges the battery pack with the minimum current sufficient to replenish the power consumed by the given driving event. Such a driving event may have occurred within a specified period of time, eg, in the past "X" seconds, where X may be a function of the driving event, eg, driving on a congested city road or a mountain road. Such a current limit for recharging can also be determined by the driving characteristics of the driver and the ambient conditions of the vehicle, such as traffic conditions, ambient temperature, and the like.
在一个实施例中，控制程序可以集成到BMMS控制器内。图10是高级电池管理控制策略的一个实施例。图10示出了SOC与车速的坐标网格并且其中示出了导致瞬时放电的示范性行驶周期和速度曲线1006。平均放电和速度曲线1008由曲线1006得出并且绘制在其旁边。In one embodiment, the control program can be integrated into the BMMS controller. Figure 10 is an embodiment of an advanced battery management control strategy. FIG. 10 shows a grid of SOC versus vehicle speed and shows therein an exemplary drive cycle and speed profile 1006 that results in a transient discharge. Average discharge and velocity curve 1008 is derived from curve 1006 and plotted next to it.
其该行驶周期被管理和/或控制在两个SOC值也就是最大SOC截止包络曲线1002和最小SOC截止包络曲线1004之间。仅仅是为了说明，曲线1002和1004被图示为直线，但是应该理解其他的包络曲线也是可行的。图10示出了在给电池放电时(也就是在从充电上限状态转向充电下限状态线时)平均车速较低并且在给电池充电时车速较高。并非总是这样的情况，但是可以用于区分从电池获取能量以及将能量充回到电池内。这些状态例如可以约为同样的速度。速度的划分是为了阐明概念。轨迹线示出了随着电池的充电和放电以及车速的变化。绿线是放电或充电的平均轨迹。应该注意到放电轨迹在时间上可以比充电短，原因是可能需要尽可能慢地充电以显著提高充电效率以及减少电池发热和增强电池的健康。充电时间可以通过BMMS最大化。图10进一步示出了阈值可以是车速的函数，原因在于驱动车辆所需的能量就是车速的函数。The driving cycle is managed and/or controlled between two SOC values, namely a maximum SOC cut-off envelope curve 1002 and a minimum SOC cut-off envelope curve 1004 . For illustration only, curves 1002 and 1004 are illustrated as straight lines, but it should be understood that other envelope curves are possible. FIG. 10 shows that the average vehicle speed is lower when discharging the battery (that is, when shifting from the upper-charge limit state to the lower-charge limit state line) and is higher when charging the battery. This is not always the case, but can be used to differentiate between taking power from the battery and charging it back into the battery. These states can, for example, be about the same speed. The division of speed is to clarify the concept. The trace lines show changes with charging and discharging of the battery and vehicle speed. The green line is the average trajectory of discharge or charge. It should be noted that the discharge trajectory may be shorter in time than the charge since it may be desirable to charge as slowly as possible to significantly increase charge efficiency as well as reduce battery heating and enhance battery health. Charging time can be maximized by BMMS. Figure 10 further shows that the threshold can be a function of vehicle speed, since the energy required to propel the vehicle is a function of vehicle speed.
SOC上限阈值1002和SOC下限阈值1004可以是直线或曲线，它们可以是车速和其他参数的函数。目前，混合动力车倾向于独立于速度地保持电池的高 SOC和低SOC。在一个实施例中，BMMS实现这些阈值之间的曲线或其他的依赖关系。在另一个实施例中，BMMS可以实现(1)高SOC阈值和车速之间以及(2)低SOC阈值和车速间的不同关系之间的曲线或其他的依赖关系。这些关系可以通过车辆和电池组的需求确定。曲线针对车辆的行程和电池规格的组合可以有所不同并且还可以取决于应用以及可能的驾驶员指令。The upper SOC threshold 1002 and the lower SOC threshold 1004 can be straight lines or curves, which can be functions of vehicle speed and other parameters. Currently, hybrids tend to maintain high and low SOC of the battery independently of speed. In one embodiment, the BMMS implements a curve or other dependency between these thresholds. In another embodiment, the BMMS may implement a curve or other dependency between different relationships between (1) a high SOC threshold and vehicle speed and (2) a low SOC threshold and vehicle speed. These relationships can be determined by the needs of the vehicle and battery pack. The curves may vary for a combination of range and battery size of the vehicle and may also depend on the application and possibly driver commands.
基于驾驶员特征的实施例Embodiment based on driver characteristics
驾驶员需求可以通过驾驶员对加速踏板和制动踏板的动作来估量。期望的是采集这些信息以反馈到BMMS内。在一个实施例中，这可以通过测量平均的加速和制动踏板动作以及这些踏板位置的第二力矩以判断动作的偏移和频率来完成。该数据可以被用于确定驾驶员的进取性。由于驱动特定车速曲线所需的能量倾向于跟驾驶员的动作成正比，因此该统计信息可以被用于判断每一段指定车辆行驶距离的能量消耗或车辆的能效。Driver demand can be gauged by the driver's actions on the accelerator and brake pedals. It is desirable to collect this information for feedback into the BMMS. In one embodiment, this can be done by measuring the average accelerator and brake pedal actuation and the second torque of these pedal positions to determine the excursion and frequency of actuation. This data can be used to determine driver aggressiveness. Since the energy required to drive a particular vehicle speed profile tends to be directly proportional to the driver's actions, this statistical information can be used to judge energy consumption or the vehicle's energy efficiency for a given distance traveled by the vehicle.
这些信息可以跟“标准”或可控的测试条件相比较，并且在一个实施例中可以向驾驶员显示具有时间历史记录的指示内容以提供关于更加合适的驾驶方式的驾驶员反馈。可行的改进指示可以提供给驾驶员以鼓励他最小化加速和制动踏板的变化，由此减少电力消耗并提高电力行程和车辆效率。This information can be compared to "standard" or controlled test conditions and, in one embodiment, can be displayed to the driver with indications over time to provide driver feedback on more appropriate driving styles. Possible improvement indications can be provided to the driver to encourage him to minimize acceleration and brake pedal changes, thereby reducing electric consumption and improving electric range and vehicle efficiency.
另外，这些信息可以被用于设定变化范围以及电池组平均的充电状态(SOC)。在一个实施例中，加速踏板和制动踏板使用得越激烈和越频繁，最小SOC阈值就可以设定得越高，目的是为了避免电池SOC在行驶期间变得过低。这样做是因为需要满足道路或其他超载状态的要求以允许电池SOC暂时减小到下限边界以外。在一个这样的示例中，如果加速踏板被踩到极限超过第一时间段(例如5秒等)，例如意味着驾驶员在该时间段持续要求高功率并且因此可能需要认真操作以要求车辆的全功率，那就可以允许跨越下限边界。超过该第一时间段，功率可以通过并不危及安全但是保护电池的降级策略减小，正如将要参照本文中的图11所讨论的那样。In addition, this information can be used to set the range and average state of charge (SOC) of the battery pack. In one embodiment, the more aggressive and frequent the accelerator and brake pedals are used, the higher the minimum SOC threshold can be set, in order to avoid battery SOC becoming too low during driving. This is done because road or other overload conditions need to be met to allow the battery SOC to temporarily decrease beyond the lower boundary. In one such example, if the accelerator pedal is pushed to the limit for more than a first period of time (eg, 5 seconds, etc.), it means, for example, that the driver continues to demand high power for that period of time and thus may need to operate carefully to demand the full power of the vehicle. power, then it is allowed to cross the lower limit boundary. Beyond this first time period, power may be reduced by a degradation strategy that does not compromise safety but protects the battery, as will be discussed with reference to FIG. 11 herein.
在另一个实施例中，BMMS还可以被用于在从AEM模式(例如电量消耗)改变为串联或并联PMM(例如电量保持)或相反时通知系统。由于平均车速可以是随着时间流逝所用能量的决定性因素，因此该信息结合加速踏板要求就可以确 定所用的功率。在一个实施例中，可以使用速度以及加速踏板和制动踏板要求作为输入，能够将其用于确定在特定时间段内所需的功率和所需的能量，前提是假设未来的动作在道路负荷和驾驶员行为方面具有相同的统计特征。In another embodiment, the BMMS can also be used to notify the system when changing from an AEM mode (eg power drain) to a series or parallel PMM (eg power conservation) or vice versa. Since average vehicle speed can be a determining factor in the energy used over time, this information, combined with accelerator pedal demand, can determine the power used. In one embodiment, speed and accelerator and brake pedal requirements can be used as inputs, which can be used to determine the power required and the energy required for a specific time period, assuming that future actions are have the same statistical characteristics as driver behavior.
通过这些信息就可以预测或估计未来的时间段(例如下一个十(10)秒等)可能是什么情况。一种策略可以是使用跟前十(10)秒或任意合适的时间段相同的最大功率和能量。应该意识到也可以使用其他的策略。例如，预测时间和数据收集时间无需相同。一旦确定了充电电流的预测值，随即就可以确定发动机和发电机的功率水平。如果该电流水平对于(通过电池的温度、充电状态、健康状态等确定的)电池当前状态来说过高，那么就可以通过车辆控制器来限制车辆的性能。在纯EV的情况下，仅通过电池组驱动的所有车辆都可以在某种情况下具有受限的性能。BMMS可以提前限制性能以保护电池并且为仅用电池提供最长的预期行程。From this information, it is possible to predict or estimate what the future time period (such as the next ten (10) seconds, etc.) may be like. One strategy could be to use the same maximum power and energy as for the first ten (10) seconds or any suitable period of time. It should be appreciated that other strategies may also be used. For example, prediction time and data collection time need not be the same. Once the predicted charge current is determined, the engine and generator power levels can then be determined. If this current level is too high for the current state of the battery (as determined by the battery's temperature, state of charge, state of health, etc.), then the performance of the vehicle can be limited by the vehicle controller. In the case of pure EVs, all vehicles powered solely by battery packs can have limited performance at some point. The BMMS can throttle performance early to preserve the battery and provide the longest expected range for battery-only use.
一个实施例an embodiment
图11示出了根据本申请的原理得到的动态BMMS控制策略的一个实施例。Fig. 11 shows an embodiment of a dynamic BMMS control strategy obtained according to the principles of the present application.
图11是车速和SOC的映射关系。正如可以看到的那样，BMMS模块可以在用于高SOC或低SOC阈值的若干条曲线中进行动态选择。在一个实施例中，BMMS可以根据电池需求而不是车速需求来设定这样的充电和放电限制。驾驶员可能无法辨别这些差异，但是电池能够得到更好的保护。Figure 11 is the mapping relationship between vehicle speed and SOC. As can be seen, the BMMS module can dynamically select among several curves for high or low SOC thresholds. In one embodiment, the BMMS may set such charge and discharge limits based on battery requirements rather than vehicle speed requirements. Drivers may not be able to tell the difference, but the battery is better protected.
在图11的这一图的底部可以有可选的适当的充足最小允许SOC，低于该值则BMMS不允许电池耗尽。如果在BMMS内包括有该值，那么可以通过多种因素例如电池规格、质保因素等来加以确定。其他可以实现的曲线有：用于电量保持的高SOC阈值(1108)、用于加速和/或制动动作大幅变化的低SOC(1106)、用于平均加速和/或制动动作的低SOC(1104)以及用于加速和/或制动动作小幅变化的低SOC(1102)。如上所述，这些曲线可以根据驾驶员的加速和/或制动动作以及任何可识别的相关统计信息(例如1110)来进行选择。At the bottom of this graph in Fig. 11 there may be an optional suitable sufficient minimum allowable SOC below which the BMMS does not allow the battery to drain. This value, if included in the BMMS, may be determined by various factors such as battery specifications, warranty factors, and the like. Other possible profiles are: High SOC Threshold (1108) for charge retention, Low SOC (1106) for large variations in acceleration and/or braking maneuvers, Low SOC for average acceleration and/or braking maneuvers (1104) and low SOC for small changes in acceleration and/or braking maneuvers (1102). As noted above, these profiles may be selected based on the driver's acceleration and/or braking actions and any identifiable relevant statistical information (eg, 1110).
BMMS可以确定AEM模式中的低速行进可以消耗电池到最小SOC边界，并且随后动力系统系统应该切换至PMM或者串联或并联模式。为了确定用于指定车速、驾驶员动作的适当SOC，可以测量和/或计算速度的平均和标准分布。 在一个实施例中，可以根据这些数据将低SOC设定的尽量小。例如，如果平均车速低于某一速度(例如30公里/小时)并且速度变化也较小，那么SOC可以设定为由电池耐用性以及计划的车辆瞬时功率和能量考量所允许的这一最小值。但是如果速度变化过快表明紧急停车和开始通行的情况，那么低SOC边界应该设定为较高的值以允许在较长的时间段内使用更高的功率。这种情况例如可能在交通流量大的道路行驶中出现。The BMMS can determine that low speed travel in AEM mode can drain the battery to the minimum SOC boundary, and then the powertrain system should switch to PMM or series or parallel mode. In order to determine an appropriate SOC for a given vehicle speed, driver action, average and normal distributions of speeds may be measured and/or calculated. In one embodiment, the low SOC can be set as small as possible based on these data. For example, if the average vehicle speed is below a certain speed (e.g. 30 km/h) and the speed variation is small, then the SOC can be set to this minimum value allowed by battery durability and planned vehicle instantaneous power and energy considerations . But if the speed change is too fast indicating an emergency stop and go situation, then the low SOC boundary should be set to a higher value to allow higher power to be used for a longer period of time. This situation can arise, for example, when driving on a road with a heavy traffic flow.
当车辆处于电量保持或者串联或并联模式中的PMM状态时，充电速率可以设定为通过上述的车辆状态和电池特性确定的最小值。如上所述，该充电速率可以取决于车辆动作和驾驶员动作。统计信息可以被用于确定用于电池组的充电速率以及平均SOC和ΔSOC。可能需要根据车速设定最大SOC线和最小SOC线以及额定SOC或中间SOC。然后根据行驶统计信息，高SOC线和低SOC线即可通过统计信息被修改得更窄。这种缩窄可以导致更好地维护电池和在较短的行程内激励电池以由此延长寿命。When the vehicle is in charge hold or PMM in series or parallel mode, the charge rate can be set to a minimum value determined by the vehicle state and battery characteristics described above. As noted above, this charge rate may depend on vehicle behavior and driver behavior. The statistical information can be used to determine the charge rate and average SOC and ΔSOC for the battery pack. It may be necessary to set the maximum and minimum SOC lines and the rated SOC or intermediate SOC according to the vehicle speed. Then based on the driving statistics, the high SOC line and the low SOC line can be modified to be narrower by statistics. This narrowing can lead to better maintenance of the battery and energization of the battery for shorter trips thereby extending life.
一个示例an example
图12将一个示范性行驶周期以及电池的SOC控制作为车速和时间的函数示出。图12有助于介绍BMMS控制和模式切换。在此示出的车辆模式是AEM(或电量消耗)，其中电池可以通过制动车辆而重新发电。图12还示出了串联或并联的PMM电量保持模式。FIG. 12 shows an exemplary drive cycle and SOC control of the battery as a function of vehicle speed and time. Figure 12 helps explain BMMS control and mode switching. The vehicle mode shown here is AEM (or charge drain), where the battery can be regenerated by braking the vehicle. FIG. 12 also shows the PMMs connected in series or in parallel for battery retention mode.
正如可以看到的那样，BMMS可以可选地设定被示出用于避免电池损坏或保护保修义务的最小SOC底面(1202)。As can be seen, the BMMS can optionally set a minimum SOC floor (1202) shown to avoid battery damage or protect warranty obligations.
图12示出了电池充电状态SOC、车速和时间的图。曲线1208示出了这一示范性行驶周期。曲线1208从停止点(车速＝0)并且以高SOC开始。由于车辆以AEM模式行驶，因此电池被示出为正在消耗。车辆沿AEM模式中的黑线行驶，直至电池SOC达到A点的高SOC平面(1206)为止。此时，车辆可以保持在AEM模式或者变为PMM模式，但是电池可以继续消耗至B点的低SOC平面(1204)。FIG. 12 shows a graph of battery state of charge SOC, vehicle speed and time. Curve 1208 illustrates this exemplary drive cycle. Curve 1208 starts at a stop (vehicle speed = 0) and with a high SOC. The battery is shown draining as the vehicle is driven in AEM mode. The vehicle travels along the black line in AEM mode until the battery SOC reaches the high SOC plane of point A (1206). At this point, the vehicle may remain in AEM mode or change to PMM mode, but the battery may continue to deplete to the low SOC plane at point B (1204).
在B点，车辆可以切换至PMM并且电池可以进行充电，直至SOC在C点再次达到高SOC平面为止。电池可以再次消耗同时以PMM模式或AEM模式进行驱动。在车辆处于山路或连续高负载状态(例如拉动拖车)的情况下，SOC就可能 会降至低SOC平面以下。这可能是为了保持性能或出于安全原因所需要的。但是对于这种高性能要求，电池可以继续放电直至达到最小SOC平面(1202)为止，电池不允许降至该平面以下。At point B, the vehicle can switch to PMM and the battery can be charged until the SOC reaches the high SOC plane again at point C. The battery can be drained again while driving in PMM mode or AEM mode. When the vehicle is on a mountain road or under continuous high load conditions (such as pulling a trailer), the SOC may drop below the low SOC level. This may be required to maintain performance or for security reasons. But for this high performance requirement, the battery can continue to discharge until it reaches the minimum SOC plane (1202), below which the battery is not allowed to drop.
在一个实施例中，车辆控制器可以随后警告驾驶员他不能再继续以这种性能等级驾驶并且开始限制性能以保护电池。随着功率可能减小车辆可以减速以保护电池。功率的减小可以在达到SOC底面之前开始，以通过将可用功率逐渐减小某一数值例如每10秒减小约5％来警告驾驶员正在接近底面。In one embodiment, the vehicle controller may then warn the driver that he can no longer continue driving at this level of performance and begin limiting performance to preserve the battery. The vehicle may slow down to protect the battery as power may be reduced. The reduction in power may begin before reaching the SOC floor to warn the driver that the floor is approaching by gradually reducing the available power by some amount, for example about 5% every 10 seconds.
图12还有助于示出高SOC、低SOC和底面这三个平面之间的关系。在一种应用中，BMMS策略可以用于实现最小的燃料消耗，并且在一个实施例中，发动机可以减至最小尺寸以保持恒速在平路上行进。电池可以不必考虑道路或道路负荷的微小变化，直至达到底面为止，并且可以减小车辆的输出功率和车辆的动力性能。如果有变速箱的话，车辆的扭矩性能就可以通过变速箱切换至更高的减速档位或更低的齿轮而被保持。Figure 12 also helps to show the relationship between the three planes of high SOC, low SOC and floor. In one application, a BMMS strategy can be used to achieve minimum fuel consumption, and in one embodiment, the engine can be downsized to a minimum to maintain constant speed on level roads. The battery does not have to account for small changes in the road or road load until it hits the bottom and can reduce the output power of the vehicle and the dynamic performance of the vehicle. If there is a gearbox, the torque performance of the vehicle can be maintained by shifting the gearbox to a higher reduction gear or a lower gear.
在另一个实施例中，“混合动力度”或发动机与电机/电池组的相对尺寸可以确定潜在的最小SOC和ΔSOC。例如，如果发动机被最小化而车辆的平均功率要求高且变化幅度大，那么最小SOC就应该设定得比较高，原因是电池和电机可能需要频繁地从发动机补充动力不足。如果发动机或原动机较大，那么SOC可以设定得比较低以用于更长的全电动行程(AER)，但是车辆在电量保持模式下的高速公路燃料经济性可能会由于发动机较大而变得较低并且因此发动机的运行效率也较低。In another embodiment, "hybrid degree" or the relative size of the engine and electric motor/battery pack may determine the potential minimum SOC and ΔSOC. For example, if the engine is minimized and the vehicle's average power requirements are high and vary widely, then the minimum SOC should be set higher because the battery and electric motor may need to frequently replenish underpower from the engine. If the engine or prime mover is larger, then the SOC can be set lower for longer all-electric range (AER), but the vehicle's highway fuel economy in charge-hold mode may vary due to the larger engine is lower and thus the engine runs less efficiently.
在一个实施例中，车辆可以被设计为使得在发动机运行时，发动机应该足够大以在平路或接近平整的道路上带动设定的满负荷。在出现连续高负载的可能性例如山路行驶或带动拖车时，平均SOC和ΔSOC也应该比较大或者动态地增加。原动机功率必须足够大以满足所需速度下的负载以及用于长时间或稳定状态的特定负载和坡度工况。发动机可以进一步减小，但是相应地针对特定的负载可能就无法长时间保持速度。因此必须在混合动力度和在平路或最小坡度的路上保持速度的能力之间进行折衷。In one embodiment, the vehicle may be designed such that when the engine is running, the engine should be powerful enough to carry a set full load on a flat or near flat road. When there is a possibility of continuous high load, such as driving on a mountain road or driving a trailer, the average SOC and ΔSOC should also be relatively large or increase dynamically. The prime mover must be powerful enough to handle the load at the required speed and for the specific load and grade conditions for extended periods of time or steady state. The engine can be further reduced, but correspondingly it may not be possible to maintain speed for a long time for a given load. A trade-off must therefore be made between hybrid power and the ability to maintain speed on flat roads or roads with minimal gradients.
例如，车辆的最高速度可以通过原动机和电机的功率以及电池功率之和来确定。但是这一速度能够保持多长时间可以通过电池组的规格来确定。在电池 组消耗至由车辆控制器的电池程序确定的最小SOC之后，速度就要逐渐减小至能够由发动机单独维持的速度。因此混合动力度就会受限于所保持的车辆速度。For example, the top speed of a vehicle can be determined by the sum of the power of the prime mover and electric motor and the power of the battery. But how long this speed can be maintained can be determined by the specifications of the battery pack. After the battery pack is depleted to a minimum SOC determined by the vehicle controller's battery program, the speed is tapered down to a speed that can be maintained by the engine alone. Hybrid dynamics are therefore limited by the maintained vehicle speed.
混合动力度也可以被用于确定电池规格和电机尺寸。但是最小成本可以通过最小的电池尺寸和功率来确定。最优的电池容量(千瓦时)和功率(千瓦)可以被确定用于满足性能要求和成本目标。作为行驶预期、燃料经济性预期和加速性能规格函数的优化算法可以被确定用于最小化车辆成本和石油能耗。跟混合动力度无关地在标准车辆上节约40％燃料的退税额可以是能够确定所需发动机尺寸的总体规则。Hybrid metrics can also be used to determine battery specification and motor size. But the minimum cost can be determined by the minimum battery size and power. Optimal battery capacity (kWh) and power (kW) can be determined to meet performance requirements and cost targets. An optimization algorithm can be determined for minimizing vehicle cost and petroleum consumption as a function of driving expectations, fuel economy expectations, and acceleration performance specifications. A rebate of 40% fuel savings on a standard vehicle regardless of degree of hybridization can be an overarching rule to be able to determine the required engine size.
上述车辆控制策略可以实现以最大化车辆的混合动力度DOH，而且还能保护电池避免进入其寿命和性能可能受影响而低于电池生产商预期的区域。The vehicle control strategy described above can be implemented to maximize the vehicle's degree of hybridization DOH, but also to protect the battery from entering regions where its life and performance may be affected below the battery manufacturer's expectations.
一般而言，PHEV可以用于取代化石燃料并且用于实现可再生能量的利用。以后还可能需要使用更大的能够有更长AEM行程的电池组。因此，利用来自本地太阳和风的可再生能源的利用可以集成到高DOH车内。In general, PHEVs can be used to replace fossil fuels and to enable the utilization of renewable energy. There may also be a need to use a larger battery pack capable of longer AEM range in the future. Therefore, utilization of renewable energy from local sun and wind can be integrated into high DOH vehicles.
这种概念可以允许高DOH车取代大部分化石燃料同时仍能通过电池组保持性能。该性能可能无法保持太长时间，但是时长仍足以满足用户超过90％的驾驶需求。性能下降至低SOC平面以下并且达到性能可能削减的最底层的少数情况应该基于车辆的规格尽量少。如果达到底层的频率频繁并且驾驶员和拥有者需要更多性能，那么PHEV可以为此而装备更大的发动机。对于PHEV生产商来说，可以提供多种车辆的变型，例如具有3种或更多种发动机尺寸。还可能需要对同一辆车提供3种或更多种的DOH配置。应该注意到电池管理可以将DOH跟架构一起考虑，原因是它们都能影响到BMMS的稳健性。This concept could allow high DOH vehicles to replace most of the fossil fuels while still maintaining performance through the battery pack. This performance may not be maintained for too long, but the duration is still enough to meet more than 90% of the user's driving needs. The few cases where performance drops below the low SOC plane and to the bottom where performance may be curtailed should be minimal based on the vehicle's specification. If the bottom line is reached frequently and the driver and owner demand more performance, then the PHEV can be equipped with a larger engine for this purpose. For PHEV producers, it is possible to offer multiple vehicle variants, for example with 3 or more engine sizes. It may also be desirable to provide 3 or more DOH configurations for the same vehicle. It should be noted that battery management can consider DOH together with the architecture, since they both affect the robustness of the BMMS.
以上介绍的内容包括本主题实用新型的多个示例。为了介绍要求保护的主题内容而介绍部件的每一种可能组合当然是不可能的，但是本领域技术人员应该意识到本主题实用新型中很多进一步的排列组合都是可行的。因此，应该认定要求保护的主题内容包含所有这些落入所附权利要求实质和保护范围内的可选方案、修改和变形。What has been presented above includes several examples of the subject utility model. It is of course not possible to describe every possible combination of components for purposes of describing the claimed subject matter, but those skilled in the art will recognize that many further permutations and combinations of the subject invention are possible. Accordingly, the claimed subject matter should be deemed to embrace all such alternatives, modifications and variations as fall within the spirit and scope of the appended claims.
具体地并且关于通过上述部件、设备、电路、系统等实现的各种功能，除非另有说明，否则用于介绍这些部件的术语(包括对“手段”的引用)应该理解 为对应于执行所述部件具体功能(例如功能等价)的任何部件，即使结构上跟公开的结构并不等同，只要执行了要求保护的主题内容的示范性应用在本文中所示的功能即可。在这方面，还应该意识到本实用新型包括一种系统以及具有计算机可执行指令的计算机可读取介质，用于执行要求保护的主题内容中各种动作和/或事件。In particular and with respect to the various functions realized by the above-described components, devices, circuits, systems, etc., unless otherwise stated, the terms (including references to "means") used to introduce these components should be understood as corresponding to the implementation of the described Any component that performs a specific function (eg, functional equivalent) of the component, even if it is not structurally equivalent to the disclosed structure, as long as it performs the function shown herein in an exemplary application of the claimed subject matter. In this regard, it should also be appreciated that the invention includes a system and computer-readable medium having computer-executable instructions for performing the various acts and/or events of the claimed subject matter.
另外，尽管可能已经参照若干种实施方式中的仅仅一种公开了本主题实用新型的某一特定特征，但是这样的特征也可以针对任何指定或特定的应用根据需要和有利地跟另一些实施方式中的一种或多种其他的特征相结合。而且，就具体实施方式或权利要求中使用的术语“包含”和“内含”及其变形来说，这些术语应理解为以类似于术语“包括”的方式而包含在内。Additionally, although a particular feature of the subject invention may have been disclosed with reference to only one of several embodiments, such feature may also be combined with other embodiments as desired and advantageous for any given or particular application. A combination of one or more of the other features. Also, to the extent that the terms "comprises" and "includes" and variations thereof are used in the detailed description or the claims, these terms should be understood to be encompassed in a manner similar to the term "comprising".
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