CN101259843B - Range maximization of a hybrid vehicle operating in an electric vehicle operating state - Google Patents
Range maximization of a hybrid vehicle operating in an electric vehicle operating state Download PDFInfo
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- CN101259843B CN101259843B CN2007103074914A CN200710307491A CN101259843B CN 101259843 B CN101259843 B CN 101259843B CN 2007103074914 A CN2007103074914 A CN 2007103074914A CN 200710307491 A CN200710307491 A CN 200710307491A CN 101259843 B CN101259843 B CN 101259843B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
- F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
Abstract
A vehicle has a power train including an engine and at least one electric machine. A method for maximizing range capability of the vehicle while operating in an electric vehicle operating state includes determining an incipient electric vehicle operating state of the powertrain, setting a preferred charge/discharge rate of an electric energy storage device to a maximum charging rate, and controlling the powertrain to an operating state including an engine state that is ON to effect charging the electrical energy storage device based on the maximum charging rate.
Description
The cross reference of related application
The sequence number that the application has required on November 28th, 2006 to propose is 60/861638 U.S. Provisional Application No., and this application is incorporated herein by reference.
Technical field
The application relates to hybrid powertrain system.
Background technology
The description of this part only provides the background information that relates to the application, does not constitute prior art.
The vehicle power architecture comprises the torque generating apparatus, and it comprises combustion engine and motor, and they are passed to output by driving device with machine torque.Known driving engine can also generate and can be passed to motor to produce the torque of electric power, and this electric energy is stored in the vehicle-mounted electrical energy storage device as power potential.Working as stationary vehicle, for example during the Parking, electrical energy storage device can be electrically connected to the far end supply that is used for power charge.
Summary of the invention
Vehicle with dynamical system comprises driving engine and at least one motor.The method of maximization vehicle mileage ability comprises the initial elec. vehicle operative condition of determining moving system when turning round under the elec. vehicle operative condition, the preferred charge/discharge rate that electrical energy storage device is set is that maximum charge rate and control power are to comprise that the operative condition that engine condition is out is so that charge to electrical energy storage device effectively based on the maximum charge rate.
Description of drawings
The present invention can adopt with the specific part and the form of arrangement of parts, and embodiment has been done detailed description under the situation in conjunction with the accompanying drawing that constitutes this embodiment part, wherein:
Fig. 1 and 2 is the scheme drawing according to typical dynamical system of the present invention and control system;
Fig. 3 is the scheme drawing according to logical flow chart of the present invention; With
Fig. 4,5 and 6 is the scheme drawings according to typical powertrain system of the present invention.
The specific embodiment
With reference now to accompanying drawing,, wherein these are described only in order to explain certain typical embodiment, rather than it is identical in order to limit, and wherein exemplary embodiments and the identical numbering of the similar elements among the figure, Fig. 1 has described the embodiment of powertrain system 10A and control system 15, and it operationally is sent to torque gearbox output element 64, for example, to transmission output shaft, it is connected to the driving system 90 of vehicle.This powertrain system 10A comprises combustion engine 20 and electro-mechanical transmission 30A, and this change-speed box 30A comprises first motor (' MG-A '), 40, second motor (' MG-B ') 50 and planet or parallel shaft reduction gear group (' PG ') 34.First and second motors 40 and 50 are integrated into change-speed box 30A are described, but the present invention is not limited to this.Electrical energy storage device (following is ' ESD ') 60 is electrically connected on inverter module (' IM ') 45, hereinafter will describe and ESD charging unit 70.When vehicle was in dead position, ESD charging unit 70 optionally was connected in far end supply 80 by electrical connector 72.Driving engine 20 is operatively coupled to first motor 40 by input shaft 24, to produce electric power.Second motor 50 is as directed to be operably connected to gearbox output element 64 by gear cluster 34, perhaps is directly connected in gearbox output element 64 without the center tooth wheels.Second motor 50 can be sent to driving system 90 by change-speed box 30A with pull-up torque, is used for vehicle propulsion and regenerative brake.Driving system 90 can comprise f-w-d system, rear wheel drive system and other drive system structure, the front-wheel drive system turnkey is drawn together drive axle and the semiaxis that is connected to drive wheel, rear wheel drive system comprises diff and the axle that is connected to drive wheel, and they all are not shown specifically.
Change-speed box 30A passes through optionally delivering power between driving engine 20, first motor 40, second motor 50 and driving system 90 of gear cluster 34, comprise selectivity application of torque transfer device, hereinafter referred to as the power-transfer clutch (not shown), but be intended to comprise all torque transmitters, it comprises for example wet type and dry type clutch, band clutch and drg.Change-speed box 30A is by TCM 32 controls.TCM 32 signal grounds and be operably connected to change-speed box 30A, and play from the sensor (not shown) and obtain data and the effect of command signal is provided.TCM 32 determines clutch torque, and monitoring is from the rotation output speed of gearbox output sensing device (not shown), and monitoring is from the output of the hydraulic pressure transducer (not shown) in the change-speed box.TCM32 is control presssure control solenoid (not shown) selectively, and switching screw actuator (not shown) reaches a dynamical system running state with controlling torque transmission power-transfer clutch.
First and second motors 40 and 50 are three-phase AC motors, and it is electrically connected on inverter module 45, and are controlled by inverter module.First motor 40 preferably includes rotor (not shown) and stator (not shown), and rotor is operably connected to input shaft 24, and stator grounding is to the case (not shown) of change-speed box 30A.Second motor 50 preferably includes rotor (not shown) and stator (not shown), and rotor is operably connected to gearbox output element 64 by gear cluster 34 as described, but disclosing herein is not limited.Stator grounding is to the case of change-speed box 30A.
MCP 52 control inverter modules 45 are to obtain the motor torque of expectation.The IGBT of MCP 52 control inverter modules 45, with by transmitting that conductor 41 is controlled to and transmit from the electric power of first motor 40, and by transmitting that conductor 51 is controlled to and transmitting from the electric power of second motor 50.Whether give ESD 60 charge or discharge according to inverter module during vehicle operating 45, electric current is sent to ESD60 and the electric current that sends from ESD60 by transmitting conductor 61.
ESD60 comprises the high voltage electric energy memory storage, and (for example, one or more batteries or ultra-capacitor or its composite) is preferably used in dynamical system run duration storage and the battery of the electric energy of use is provided.The BPCM62 signal ground is connected in one or more sensor (not shown)s that are used to monitor electric current, voltage and the temperature of ESD 60, to determine the parameter state of battery.This parameter state comprises battery charge state, ampere-hour tolerance, voltage, available electrical power and unit temp.ESD 60 is electrically connected on ESD charging unit 70, and when vehicle was in dead position, the ESD charging unit can be connected to far end supply 80 by electrical connector 72.ESD charging unit 70 is converted to the DC electric power with the AC electric power, and it is delivered to ESD60.Electrical connector 72 can be electrically connected electric current (ohmically) or be electrically connected electric current inductively by known inductance connecting device with ohm by conduction contacts.Known far end supply 80 comprises the fixedly electrical network that is used for electric power is supplied with resident and mercantile customer.
Operating personal interface module 14 is operably connected to multiple arrangement, by the definite demand from vehicle operator of described multiple arrangement, to control and to instruct the operation of powertrain system 10A.Described device can comprise Das Gaspedal (' AP ') and brake pedal (' BP '), speed change gear finder (not shown) and speed of a motor vehicle cruising control (not shown), determines the operating personal torque-demand according to Das Gaspedal and brake pedal.Speed change gear finder has the operating personal selectable location of dispersed number, comprises the direction of gearbox output element 64, that is, and forward with one of reverse direction.Operating personal interface device (' OID ') 18 can comprise control panel, and it comprises a plurality of elements, for example touches visual display, operating personal is optional or the adjustable button of operating personal, switch and knob, and they are all not shown.Operating personal interface device 18 preferably places the control desk near vehicle operator, and reception is from the control input of operating personal, and communicating information to operating personal, described control input comprises the input of request dynamical system with the operation of elec. vehicle (' EV ') running state.Operating personal interface device 18 can be the element of onboard navigation system, and it can comprise global positioning system (GPS), and wireless telecommunication system, and they are all not shown.Onboard navigation system and global positioning system can provide the signal input to control system 15, and control system 15 can be used for operational power system 10.
HCP 12 provides the supervision and control of powertrain system, and the compounding practice of ECM 22, TCM 32, MCP 52 and BPCM 62 is provided.These control modules comprise the subsystem of the whole vehicle hierarchy of control, and comprise the control system 15 of the coupled system control that powertrain system 10 is provided.As the following detailed description; control system 15 is comprehensively imported; to determine operating personal demand and condition of service; and execution algorithm is to control a plurality of actuators; thereby obtain to be used for some parameter control target; described parameter comprises fuel economy, discharging, performance and driving performance, thus and protection driving system hardware.Based on from operating personal interface module 14 with comprise a plurality of incoming signals of the dynamical system of ESD 60, control system 15 produces a plurality of instructions, comprising: the operating personal torque requests; Instruction output torque to driving system 90; Engine input torque; The clutch torque that is used for the transmission of torque power-transfer clutch of change-speed box 30; With the motor torque command that is used for first and second motors 40 and 50.
As the described herein, above-mentioned control module can be communicated by letter with other control modules, sensor and actuator by LAN bus 16.LAN bus 16 is convenient to make up communication between a plurality of control modules that comprise sensor output, controlled variable and device instruction.Used communications protocol is special-purpose.LAN bus 16 provides between the above-mentioned control module, and the robustness communication between other control modules and mutual, and described other control modules for example provide, the function of ABS (Anti-lock Braking System), traction control and vehicle stability.Many communication buses can be used to improve communication speed and provide signal redundancy and integraty.
Each above-mentioned control module is preferably general purpose digital computer, it comprises microprocessor or central processing unit, storage medium, high-frequency clock, analogue to digital conversion (' A/D ') and digital to analogy conversion (' D/A ') circuit and the input/output circuitry and the device (' I/O ') of comprise read-only memory (ROM) (' ROM '), random access memory (' RAM ') and EPROM (' EPROM ') and appropriate signals is regulated and the buffering circuit.Each control module has one group of control algorithm, comprises the resident executive instruction and the calibration that are stored among the ROM, carries out it so that the function separately of each computing machine to be provided.Use above-mentioned LAN bus 16 preferably to finish information transmission between a plurality of computing machines.
Carry out the algorithm that is used to control powertrain system 10 and estimated parameter state in default cycle period, so that once each algorithm is carried out in each circulation at least.Algorithm stores in Nonvolatile memory devices, and is carried out by one of central processing unit, the input that comes self-test device with monitoring, and carry out control and diagnostic program, to use the operation of default each device of calibration control.During ongoing driving engine and vehicle operating, regularly carry out circulation, for example per 3.125,6.25,12.5,25 and 100 milliseconds.Replacedly, appearance execution algorithm that can response events.
Selectively operate in one of several dynamical system running statees with reference to the described powertrain system 10A of Fig. 1, it is by the control engine condition and operate second motor 40 to produce pull-up torque, described pull-up torque can be passed to driving system 90, such as table 1 detailed description.
Table 1
In elec. vehicle (' EV ') running state, second motor 50 produces pull-up torque, and engine condition is for closing.The driving engine 20 and first motor 40 preferably disconnect from gearbox output element 64.In electric vehicle charging (' EV-C ') running state, second motor 50 produces pull-up torques, and engine condition is for opening, and produces to be used for by first motor 40 to ESD 60 electrically-charged power.In charging (' C ') running state, engine condition is for opening, and generation is used for giving ESD 60 electrically-charged power by first motor 40, and does not have pull-up torque to produce.Regardless of the dynamical system running state, the electric power of can regenerating in braking or during sliding.
Fig. 2 has described second embodiment of powertrain system 10B and control system 15.Powertrain system 10B comprises driving engine 20 and electro-mechanical transmission 30B, and described change-speed box 30B comprises first and second motors 40 and 50, preferably includes the gear cluster of compound planet gear (' PG ') 34 ' and engageable power-transfer clutch A, B and the C of selectivity.First teeth parts of gear cluster 34 ' are connected on second motor 50.Second teeth parts of gear cluster 34 ' are connected on the gearbox output element 64.The 3rd teeth parts of gear cluster 34 ' can be optionally by using power-transfer clutch A to be connected to change speed gear box (that is ground connection).The 3rd teeth parts of gear cluster 34 ' can be optionally by using power-transfer clutch B optionally to be connected to first motor 40.And driving engine 20 is connected to gear box input element 24, and it can optionally be connected to first motor 40 by using power-transfer clutch C.
With reference to the described powertrain system 10B of Fig. 2, optionally operate in one of several dynamical system running statees, it is by control engine condition and operation first and second motors 40 and 50, to produce pull-up torque, described pull-up torque can be passed to driving system 90 by the power-transfer clutch that selectivity is used, such as table 2 detailed description.
Table 2
In first elec. vehicle (' EV1 ') running state, second motor 50 produces the pull-up torque that is delivered to driving system 90, and engine condition is for closing.In the elec. vehicle running state, driving engine 20 and the 40 preferred and change-speed box disconnections of first motor.In second elec. vehicle (' EV2 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.Engine condition is for opening in electrical shift transmission (' EVT ') running state, and driving engine 20 and first and second motors 40 and 50 produce pull-up torques.In first electric vehicle charging (' EV1-C ') running state (replacedly being called the series hybrid-power running state), second motor 50 produces pull-up torque.The driving engine 20 and first motor 40 disconnect with driving system 90, and engine condition is for opening, and produce that to be used for by first motor 40 be ESD 60 electrically-charged power.In the charge operation state, engine condition can be for opening, and driving engine 20 produces and be used for being ESD 60 electrically-charged power by first motor 40, and driving engine and driving system 90 disconnections, that is, no pull-up torque is delivered to driving system 90 from driving engine 20.And, for example, in the charge operation state, can control first motor 40 with start the engine 20.Regardless of the dynamical system running state, the electric power of can regenerating in braking or during sliding.
Fig. 3 has described the control program of carrying out as program code 200, is included in the one or more algorithms in the one or more control modules in the default circulation, with operational power system 10, for example with reference to the exemplary embodiments shown in Fig. 1,2,4,5 and 6.The whole control program 200 comprises determines operating personal demand, current dynamical system running state and based on the vehicle operating condition of operation demand.Based on operating personal demand, current dynamical system running state and condition of service, select the operation strategy.Based on operation strategy and operating personal demand, dynamical system running state and condition of service, 10 to dynamical system running statees of control powertrain system are with the pull-up torque of driving system and the form transmitted power of electric power generation.Those of ordinary skills should be realized that: wherein said control program 200 is applied to a plurality of electro-mechanical hybrid power architecture, comprises that series connection type hybrid power system, parallel connection type hybrid power system, power decompose hybrid power system and other hybrid power system.This comprises the system of wherein away from change-speed box 30 driving engine 20 and first motor 40 being installed.
During vehicle operating, preferably by operating personal interface module 14, the policer operation personnel demand.Determine current dynamical system running state and current condition of service (205).
After determining whether to force the driving engine operation, determine then whether preferred operation strategy comprises elec. vehicle range maximization strategy (following is " EV range maximization strategy ") (212,230).Move EV range maximization strategy with the mileage ability of maximization in an EV running state, for example continuous handling vehicle in the zone that can allow driving engine 20 operations.Carry out EV range maximization strategy, and trigger an EV running state subsequently, below will further describe.When triggering EV range maximization strategy, control system 15 is provided with preferred charge/discharge rate, to force power operation, thereby with the maximum charge rate is ESD 60 chargings, so that the state-of-charge of ESD is above predetermined minimum state-of-charge and in admissible scope, satisfy all operating personal instructions (228,232) simultaneously to torque and additional function.Therefore, EV range maximization strategy comprises the operation of driving engine and the charging of ESD 60, and can be (promptly in non-pure electric vehicle running state, the running state of engine condition wherein) finish in the transmission system running state for closing, and comprise having the serial or parallel connection hybrid power architecture that suitable dynamic disperses, to guarantee the satisfying driveline torque demand, satisfy the auxiliary power function, and satisfy preferred charge rate.Therefore those of ordinary skills should recognize: in carrying out EV range maximization strategy, can use charge operation state and the electrical shift transmission running state of the embodiment shown in Fig. 1 and 2.Similarly, those of ordinary skills should recognize: in carrying out EV range maximization strategy, also can use the dynamical system structure of replacement, it comprises the fixed gear wheel running state, for example described hereinafter embodiment according to Fig. 4-6.Therefore those of ordinary skills will recognize: in carrying out EV range maximization strategy, and the engine condition that the dynamical system running state will comprise out.When but ESD 60 obtains state-of-charge in allowed band, preferably be equivalent to high relatively state-of-charge, perhaps by the input of vehicle operator to operating personal interface device 18, or by other action about vehicle operating, control system 15 is kept ESD60 and is in charge condition, the operation in making the invalid or EV running state of initialization of EV range maximization strategy.According to preferred charge rate and ongoing vehicle ' timetable, can maybe can not order driving engine 20 to keep continuous running.As used in this, term charge rate and charge/discharge rate refer to the time-based ratio of electric power that flows into or flow out ESD60, are preferably ampere-hour (amp-hours).
Can trigger EV range maximization strategy automatically, for example when determining initial elec. vehicle running state.For example, use when vehicle operating by wireless network priori can with or the information that obtains from gps system and cartographic information, when vehicle near and near limit vehicle only EV move regional the time, can trigger EV range maximization strategy.Replacedly, the zone of one or more expectation EV operation be selected and be specified to vehicle operator can by the input to operating personal interface device 18.Replacedly, if known when comprising needs or expecting the default driving path of part of the operation of EV only, can trigger EV range maximization strategy so.Replacedly, vehicle operator can be by being passed to the input that shows the operator interface therewith 18 that operates in the preferential selection in the EV running state, select EV range maximization strategy, cause triggering EV range maximization strategy before the operation of control system 15 in the EV running state.Then prior to entering the EV operation area or before the expection of elec. vehicle running state, triggering EV range maximization strategy, with ESD 60 state-of-charges that obtain to allow to use electric quantity consumption operation strategy subsequently to move effectively.
When not forcing driving engine 20 operations and not indicating EV range maximization strategy, determine whether to allow electric quantity consumption operation strategy (214).Control system 15 determines whether to exist the running state of the electric quantity consumption that prevents to consume ESD 60.This comprises health and the performance of monitoring ESD 60.For example, when being lower than predetermined threshold value, do not allow electric quantity consumption operation strategy from the available output of ESD 60 and/or energy.Based on the battery information that comprises state-of-charge, battery temperature, battery life, mean temperature history, current depth of discharge, the accumulated discharge degree of depth and accumulation ampere-hour tolerance, available output and energy that BPCM 62 estimates from ESD 60.
When allowing electric quantity consumption operation strategy, determine driving engine out of service whether be preferred (216).Control system 15 monitoring are also checked the condition that prevents that control system 15 from forcing driving engine 20 operations.These conditions comprise default dynamical system running state, and wherein default dynamical system running state comprises: with the operation of EV running state, be lower than threshold value up to the state-of-charge of ESD 60, that is, ESD 60 has exhausted.Vehicle operator can select the EV running state for using the preferred dynamical system running state of vehicle-mounted input media, for example, selects to be used for the EV operation of operating personal interface device 18.When vehicle near the restriction vehicle only during the geographic area of EV operation, control system 15 can trigger an EV running state based on input from gps system to operating personal interface device 18 and driving engine out of service.Replacedly, utilize gps system and the vehicle electronics map that can use or obtain by wireless network priori when vehicle operating, operating personal can be selected and specify and expect the only specific region of EV operation.Selectively, control system 15 can be carried out default driving path based on operating personal and trigger an EV running state, comprises the part with required or desired only EV operation.When control system 15 determines that the EV running statees are preferred, engine condition is made as the pass, and kills engine or when driving engine cuts out, continue to kill engine (220).
When during partial journey, allowing the driving engine operation, improve electric quantity consumption operation strategy, to comprise the preferred charge/discharge rate (218) that is used for ESD 60.When during partial journey, forcing the driving engine operation, comprise the preferred charge/discharge rate (234) that is identified for ESD 60.Based on condition of service, comprise information about the driving style of current stroke and operating personal, determine preferred charge/discharge rate.Operating personal will be referred to the information input operation people operator interface devices 18 of current stroke, comprises for example distance or destination.Control system 15 monitoring and definite operating personal driving styles are to optimize the electric quantity consumption rate of ESD 60.Preferably with graduate mode organizational information, wherein more customizing messages allows to travel the strategy change to improve performance.Have basic charge/discharge calibration, it comprises the minimum rate of discharge that is used for electric power consumption.Preferred charge/discharge rate when control system 15 uses minimum rate of discharge conduct not have other information.Minimum rate of discharge can minimize the use and/or the operating personal cost of the fuel of the desired distribution that is used for stroke distances and driving style.The statistical description of the vehicle travel in can the based target vehicle market designs minimum rate of discharge.
When the repetitive operation vehicle, the driving mode that is used for specific certifiable stroke can and stop the number of times statistics according to speed, acceleration/accel and characterize.Replacedly, operating personal can be by comprising that for example the user of one of city, urban district, peak time and cruise mode imports the selection driving mode, and it has and is used for the corresponding preferred charge/discharge rate that selected driving mode is determined.In addition, as being used for determining by gps data or by the elevation information that sensor is determined whether landform is steep or flat.According to this information, can revise minimum rate of discharge, for example be used for using the fuel that drives type to use with minimizing.
In service, control system 15 can confirm whether to carry out specific certifiable stroke.If known specific stroke can be optimized preferred charge/discharge rate at a plurality of points of stroke, to minimize fuel Occupation coefficient or operating cost.If the ratio of known stroke height range can use this information, during vehicle operating, to optimize obtaining of electromotive force regenerating braking energy.Control system 15 is determined preferred charge/discharge rates, comprises the electric quantity consumption rate that solves following factor, and is known: the ratio of travel speed and distance, total stroke length, recharge the ratio of behavior and stroke height and distance future in the expectation of stroke end.Can use several different methods to confirm the appearance of specific stroke, to allow control system 15 monitoring and acquisition information about stroke.It comprises that operating personal enters stroke distances by operating personal interface device 18; Operating personal is confirmed specific stroke, comprises the selection from the default table of depositing stroke, or road point is confirmed; Control system 15 is used the appearance of GPS information matches stroke; Or use is about the information of speed, acceleration/accel, time and distance.And, depart from vehicle under the situation of expectation stroke behavior, can regulate preferred charge/discharge rate and depart from consideration.This departing from comprises, for example, do not match, expects departing from and real-time traffic information of stroke route between expectation and the actual speed.By this way, baseline or default preferred charge/discharge rate are represented minimum expected performance.After between study and laundering period, expectation improves vehicle performance by basic charge/discharge rate.
When not forcing driving engine 20 operations, and do not trigger EV range maximization strategy, do not allow electric quantity consumption when strategy operation, select electric charge to keep the operation strategy, it comprises preferred charge/discharge rate is made as and causes that average SOC follows the trail of the value (222) of expectation target value.When preferred charge/discharge rate being made as zero, the operation of control system 15 control powertrain systems 10, so that the average state-of-charge of ESD 60 is within the measured error of expectation target SOC, and in the predeterminated level that lags behind, to prevent cycle of engine.Expectation target SOC does not need to be fixed value, and can in the process of vehicle operating, change, the process of described vehicle operating is considered following factor: the expectation demand and the capacity of cell that for example are used for transmitted power and energy, because landform and/or the expectation that recharges the regenerating braking energy of chance are supplied with, and being exposed to charge condition with the minimise battery group leader phase, it causes the degradation ratio or the abrasion factor of increase.Control driving engine 20 and first and second motors 40 and 50, with generation electric power and torque, thereby the state-of-charge (224,226) of ESD 60 is kept in the minimization system loss simultaneously.
When having determined preferred charge/discharge rate, for example, any one of optimal engine state (218,222,228) is confirmed as minimum system loss in efficiency (224).This comprises based on the state of charge/discharge rate, ESD 60 and other factors, judges whether that dynamical system is that running state comprises as the engine condition of closing or as the engine condition of opening.
Fig. 4 has described to comprise another embodiment of driving engine 20 and the powertrain system 10C of electro-mechanical transmission 30C, this change-speed box comprises first and second motors 40 and 50, the first compound planet gear 34A, the second compound planet gear 34B, the engageable power-transfer clutch C1 81 of selectivity, C2 83, and C3 85, and C4 87.First teeth parts of gear cluster 34A, the sun wheel SA in the present embodiment is connected to first motor 40.Second teeth parts of gear cluster 34A, the gear ring RA in the present embodiment is connected to gear box input element 24, and this input element is connected to driving engine 20 again.The 3rd teeth parts of gear cluster 34A, the bidentate that is connected to dual planetary gear PA in the present embodiment is taken turns pinion carrier CA, is connected to first teeth parts of second motor 50 and gear cluster 34B, the sun wheel SB in the present embodiment.Second teeth parts of gear cluster 34B are connected to the pinion carrier CB of planetary wheel PB in the present embodiment, be connected to gearbox output element 64.The 3rd teeth parts of gear cluster 34B, the gear ring in the present embodiment can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C1 81.The 3rd teeth parts of gear cluster 34B can optionally be connected to first teeth parts (the sun wheel SA in the present embodiment) and first motor 40 of gear cluster 34A via power-transfer clutch C283.Second motor 50 can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C3 85 with first teeth parts (the sun wheel SB in the present embodiment) of gear cluster 34B.Second teeth parts of gear cluster 34A (the gear ring RA in the present embodiment) can optionally be connected to the 3rd teeth parts (being connected to the bidentate wheel pinion carrier CA of dual planetary gear PA in the present embodiment) of gear cluster 34A via power-transfer clutch C4 87 with gear box input element 24 (it is connected to driving engine 20 again), and are connected to first teeth parts (the sun wheel SB in the present embodiment) of second motor 50 and gear cluster 34B.
As table 3 auspicious stating, by the control engine condition and operate first and second motors 40 and 50 produce via gearbox output element 64, by optionally using the pull-up torque that power-transfer clutch is passed to driving system 90, with reference to powertrain system 10C optionally operation in one of several dynamical system running statees that Fig. 4 described.
Table 3
In first elec. vehicle (' EV1 ') running state, second motor 50 produces pull-up torque, and engine condition is for closing.In second elec. vehicle (' EV2 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.In the first electrical shift transmission (' EVT1 ') running state, engine condition is for opening, and driving engine 20 and second motor, the 50 main pull-up torques that produce those skilled in the art will recognize that first motor 40 can provide the counter torque that acts on pull-up torque.In the second electrical shift transmission (' EVT2 ') running state, engine condition is for opening, and driving engine 20, the first and second motors 40 and 50 produce pull-up torques.In the first fixed gear wheel running state (' FG1 '), driving engine 20, the first and second motors 40 and 50 produce pull-up torque.In the second fixed gear wheel running state (' FG2 '), driving engine 20 and second motor, the 50 main pull-up torques that produce.In the 3rd fixed gear wheel running state (' FG3 '), the driving engine 20 and first and second motors 40 and 50 produce pull-up torque.In the 4th fixed gear wheel running state (' FG4 '), driving engine 20 and first motor, the 40 main pull-up torques that produce.In each of the first, second, third and the 4th fixed gear wheel running state, the speed of gearbox output element 64 is directly corresponding to engine speed and fixed drive ratio.When engine condition when opening, in any running state process, driving engine 20 all can produce by first motor 40 be used to ESD 60 electrically-charged power.In neutrality/charge operation state, engine condition can be for opening, and driving engine 20 produces by first motor 40 and is used to ESD 60 electrically-charged power, and disconnects from driving system 90, that is, do not have pull-up torque to be passed to driving system 90 from driving engine 20.And, can control first motor 40, with start the engine 20 in engine condition can be for any dynamical system running state of opening.Regardless of the dynamical system running state, equal regenerative electric energy in braking or coasting events process.
Fig. 5 has described to comprise another embodiment of driving engine 20 and the power system 10D of electro-mechanical transmission 30D, this change-speed box comprises first and second motors 40 and 50, the first compound planet gear 34A, the second compound planet gear 34B, the engageable power-transfer clutch C181 of selectivity, C283, C385, C487 and C589.First teeth parts of gear cluster 34A, the sun wheel SA in the present embodiment is connected to first motor 40.Second teeth parts of gear cluster 34A, the gear ring RA in the present embodiment is connected to gear box input element 24, and this gear box input element is connected to driving engine 20 again.The 3rd teeth parts of gear cluster 34A, the bidentate that is connected to dual planetary gear PA in the present embodiment is taken turns pinion carrier CA, is connected to first teeth parts of second motor 50 and gear cluster 34B, the sun wheel SB in the present embodiment.Second teeth parts of gear cluster 34B are connected to the pinion carrier CB of planetary wheel PB in the present embodiment, be connected to gearbox output element 64.The 3rd teeth parts of gear cluster 34B, the gear ring in the present embodiment can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C1 81.The 3rd teeth parts of gear cluster 34B can optionally be connected to first teeth parts (the sun wheel SA in the present embodiment) and first motor 40 of gear cluster 34A via power-transfer clutch C2 83.Second motor 50 can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C3 85 with first teeth parts (the sun wheel SB in the present embodiment) of gear cluster 34B.Second teeth parts of gear cluster 34A (the gear ring RA in the present embodiment) can optionally be connected to the 3rd teeth parts (being connected to the bidentate wheel pinion carrier CA of dual planetary gear PA in the present embodiment) of gear cluster 34A via power-transfer clutch C487 with gear box input element 24 (it is connected to driving engine 20 again), and are connected to first teeth parts (the sun wheel SB in the present embodiment) of second motor 50 and gear cluster 34B.Second teeth parts of gear cluster 34A (the gear ring RA in the present embodiment) can optionally be connected to change-speed box case (that is ground connection) via power-transfer clutch C5 89 with gear box input element 24 (it is connected to driving engine 20 again).
As table 4 auspicious stating, by the control engine condition and operate first and second motors 40 and 50 produce via gearbox output element 64, by optionally using the pull-up torque that power-transfer clutch is passed to driving system 90, with reference to powertrain system 10D optionally operation in one of several dynamical system running statees that Fig. 5 described.
Table 4
In first elec. vehicle (' EV1 ') running state, second motor 50 produces pull-up torque, and engine condition is for closing.In second elec. vehicle (' EV2 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.In the first electrical shift transmission (' EVT1 ') running state, engine condition is for opening, and driving engine 20 and second motor, the 50 main pull-up torques that produce still those skilled in the art will recognize that first motor 40 can provide the counter torque that acts on pull-up torque.In the second electrical shift transmission (' EVT2 ') running state, engine condition is for opening, and driving engine 20, the first and second motors 40 and 50 produce pull-up torques.In the first fixed gear wheel running state (' FG1 '), driving engine 20, produce pull-up torques with first and second motors 40 and 50.In the second fixed gear wheel running state (' FG2 '), driving engine 20 and second motor, the 50 main pull-up torques that produce.In the 3rd fixed gear wheel running state (' FG3 '), driving engine 20, produce pull-up torques with first and second motors 40 and 50.In the 4th fixed gear wheel running state (' FG4 '), driving engine 20 and first motor, the 40 main pull-up torques that produce.In each of the first, second, third and the 4th fixed gear wheel running state, the speed of gearbox output element 64 is directly corresponding to engine speed and fixed drive ratio.When engine condition when opening, in any running state process, driving engine 20 all can produce by first motor 40 be used to ESD 60 electrically-charged power.In neutrality/charge operation state, engine condition can be for opening, and driving engine 20 produces by first motor 40 and is used to ESD 60 electrically-charged power, and disconnects from driving system 90, that is, do not have pull-up torque to be passed to driving system 90 from driving engine 20.And, can control first motor 40, with start the engine 20 in engine condition can be for any dynamical system running state of opening.Regardless of the dynamical system running state, equal regenerative electric energy in braking or coasting events process.
Fig. 6 has described to comprise another embodiment of driving engine 20 and the powertrain system 10E of electro-mechanical transmission 30E, this change-speed box comprises first and second motors 40 and 50, the first compound planet gear 34A, the second compound planet gear 34B, the engageable power-transfer clutch C1 81 of selectivity, C2 83, and C3 85, C4 87, and C6 91.First teeth parts of gear cluster 34A, the sun wheel SA in the present embodiment is connected to first motor 40.Second teeth parts of gear cluster 34A, the gear ring RA in the present embodiment can optionally be connected to gear box input element 24 and following the 3rd teeth parts with the gear cluster 34A that further describes.The 3rd teeth parts of gear cluster 34A, the bidentate that is connected to dual planetary gear PA in the present embodiment is taken turns pinion carrier CA, is connected to first teeth parts of second motor 50 and gear cluster 34B, the sun wheel SB in the present embodiment.Second teeth parts of gear cluster 34B are connected to the pinion carrier CB of planetary wheel PB in the present embodiment, be connected to gearbox output element 64.The 3rd teeth parts of gear cluster 34B, the gear ring in the present embodiment can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C1 81.The 3rd teeth parts of gear cluster 34B can optionally be connected to first teeth parts (the sun wheel SA in the present embodiment) and first motor 40 of gear cluster 34A via power-transfer clutch C2 83.Second motor 50 can optionally be connected to change speed gear box (that is ground connection) via power-transfer clutch C385 with first teeth parts (the sun wheel SB in the present embodiment) of gear cluster 34B.Second teeth parts of gear cluster 34A (the gear ring RA in the present embodiment) can optionally be connected to and driving engine 20 bonded assembly gear box input elements 24 via power-transfer clutch C691.Second teeth parts of gear cluster 34A (the gear ring RA in the present embodiment) can optionally be connected to the 3rd teeth parts (being connected to the bidentate wheel pinion carrier CA of dual planetary gear PA in the present embodiment) of gear cluster 34A via power-transfer clutch C487, and are connected to first teeth parts (the sun wheel SB in the present embodiment) of second motor 50 and gear cluster 34B.
As table 5 auspicious stating, by the control engine condition and operate first and second motors 40 and 50 produce via gearbox output element 64, by optionally using the pull-up torque that power-transfer clutch is passed to driving system 90, with reference to powertrain system 10E optionally operation in one of several dynamical system running statees that Fig. 6 described.
Table 5
In first elec. vehicle (' EV1 ') running state, second motor 50 produces pull-up torque, and engine condition is for closing.In second elec. vehicle (' EV2 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.In the 3rd elec. vehicle (' EV3 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.In the 4th elec. vehicle (' EV4 ') running state, first and second motors 40 and 50 produce pull-up torque, and engine condition is for closing.In the first electrical shift transmission (' EVT1 ') running state, engine condition is for opening, and driving engine 20 and second motor, the 50 main pull-up torques that produce still those skilled in the art will recognize that first motor 40 can provide the counter torque that acts on pull-up torque.In the second electrical shift transmission (' EVT2 ') running state, engine condition is for opening, and driving engine 20, produces pull-up torques with first and second motors 40 and 50.In the first fixed gear wheel running state (' FG1 '), driving engine 20, produce pull-up torques with first and second motors 40 and 50.In the second fixed gear wheel running state (' FG2 '), driving engine 20 and second motor, the 50 main pull-up torques that produce.In the 3rd fixed gear wheel running state (' FG3 '), driving engine 20, produce pull-up torques with first and second motors 40 and 50.In the 4th fixed gear wheel running state (' FG4 '), driving engine 20 and first motor, the 40 main pull-up torques that produce.In each of the first, second, third and the 4th fixed gear wheel running state, the speed of gearbox output element 64 is directly corresponding to engine speed and fixed drive ratio.When engine condition when opening, in any running state process, driving engine 20 all can produce by first motor 40 be used to ESD 60 electrically-charged power.In neutrality/charge operation state, engine condition can be for opening, and driving engine 20 produces by first motor 40 and is used to ESD 60 electrically-charged power, and disconnects from power drive system 90, that is, do not have pull-up torque to be passed to driving system 90 from driving engine 20.And, can control first motor 40, with start the engine 20 in engine condition can be for any dynamical system running state of opening.Regardless of the dynamical system running state, equal regenerative electric energy in braking or coasting events process.
With specific preferred embodiment and the distortion the invention has been described.Can produce other further modifications and changes by reading and understanding specification sheets.Therefore, the present invention is not limited to realize optimal mode of the present invention and disclosed specific embodiment as expection that the present invention will comprise all embodiment that fall in the claims scope.
Claims (23)
1. maximized method of mileage ability that makes vehicle under the elec. vehicle running state, described vehicle comprise the dynamical system with driving engine and at least one motor, and described method comprises:
Determine the initial elec. vehicle running state of described dynamical system;
The preferred charge/discharge rate of setting electrical energy storage device is the maximum charge rate; With
Control power is tied to and comprises that the running state that engine condition is out is so that be implemented as the electrical energy storage device charging based on the maximum charge rate.
2. the method for claim 1 is wherein controlled power and is tied to and comprises that the running state that engine condition is out comprises that control power is tied to electrically variable and transmits running state, a kind of state in electric vehicle charging running state and the fixed gear wheel running state.
3. the method for claim 1 is wherein controlled power and is tied to and comprises that the running state that engine condition is out comprises that disposing power alternatively is series hybrid-power system.
4. the method for claim 1 is wherein controlled power and is tied to and comprises that the running state that engine condition is out comprises that disposing power alternatively is hybrid power system in parallel.
5. the method for claim 1 determines that wherein the initial elec. vehicle running state of dynamical system is based on vehicle near predetermined geographic.
6. method as claimed in claim 5, wherein approaching described predetermined geographic is based on the input from vehicle-bone global positioning system.
7. method as claimed in claim 5, wherein said predetermined geographic comprise that the dynamical system running state is limited to the zone of elec. vehicle running state.
8. method as claimed in claim 5, wherein said predetermined geographic comprise the discernible zone of operator.
9. powertrain system that is used for vehicle comprises:
Driving engine;
The electric energy storage system that comprises the electrical energy storage device that is electrically connected to far end supply alternatively;
Change-speed box, comprise the gear box input element that is operably connected to driving engine, be operably connected to first motor of gearbox output element, be operably connected to second motor of gear box input element, described first and second motors operationally are electrically connected to electric energy storage system; With
Carry out the control system of elec. vehicle range maximization strategy, comprise
A) set preferred charge/discharge rate to the maximum charge rate and
B) control power is tied to the charge operation state of elec. vehicle so that charge to electrical energy storage device based on the maximum charge rate.
10. powertrain system as claimed in claim 9, wherein powertrain system for good and all is configured to series hybrid-power system.
11. powertrain system as claimed in claim 9, wherein powertrain system is configured to series hybrid-power system alternatively.
12. powertrain system as claimed in claim 9, wherein change-speed box further comprises:
Change speed gear box;
First compound planet gear that comprises other the first, the second and the 3rd teeth parts of branch;
At described first teeth parts of described first compound planet gear and the engageable torque transmitter of first selectivity between the described change speed gear box,
At described first teeth parts of described first compound planet gear and the engageable torque transmitter of second selectivity between described first motor,
The torque transmitter that the 3rd selectivity is engageable, when being engaged, be operably connected described first motor and described gear box input element,
Be connected to described first compound planet gear described second teeth parts the gearbox output element and
Be connected to described second motor of described the 3rd teeth parts of described first compound planet gear.
13. powertrain system as claimed in claim 12, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engagement of the engageable torque transmitter of described first selectivity, the engagement of removing engagement and the engageable torque transmitter of described the 3rd selectivity of the torque transmitter that described second selectivity is engageable.
14. powertrain system as claimed in claim 12, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engagement of removing engagement and the engageable torque transmitter of the described second and the 3rd selectivity of the engageable torque transmitter of described first selectivity.
15. powertrain system as claimed in claim 12, wherein change-speed box further comprises:
Second compound planet gear that comprises other the first, the second and the 3rd teeth parts of branch;
Described gear box input element is connected to described first teeth parts of described second compound planet gear;
Described second teeth parts of described second compound planet gear are connected to described first motor; With
At described the 3rd teeth parts of described second compound planet gear and the engageable torque transmitter of described the 3rd selectivity between the described gear box input element.
16. powertrain system as claimed in claim 15, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engagement of going of the engageable torque transmitter of the engagement of the engageable torque transmitter of described first selectivity and the described second and the 3rd selectivity.
17. powertrain system as claimed in claim 15, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engageable torque transmitter of described first selectivity go the engagement, the torque transmitter that the engagement of the torque transmitter that described second selectivity is engageable and described the 3rd selectivity are engageable go the engagement.
18. powertrain system as claimed in claim 15, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engagement of going of the engageable torque transmitter of the engagement of the engageable torque transmitter of described first and second selectivity and described the 3rd selectivity.
19. powertrain system as claimed in claim 15, wherein control system is carried out and to be comprised that the elec. vehicle range maximization strategy that control power is tied to the charge operation state of elec. vehicle comprises:
Control the engageable torque transmitter of described first selectivity go the engagement, the engagement of the torque transmitter that the described second and the 3rd selectivity is engageable.
20. powertrain system as claimed in claim 9 is wherein carried out elec. vehicle range maximization strategy based on vehicle near predetermined geographic.
21. powertrain system as claimed in claim 9, wherein:
After the charge condition of electrical energy storage device reached preset range, control system was further carried out electric charge and is kept the operation strategy.
22. powertrain system as claimed in claim 9, wherein:
After execution comprised being tied to the elec. vehicle range maximization strategy of elec. vehicle running state based on operator request and vehicle near one of predetermined geographic control power, it is tactful that control system is further carried out the charge loss operation.
23. powertrain system as claimed in claim 21, wherein:
After execution comprised being tied to the charging continuous running strategy of elec. vehicle running state based on operator request and vehicle near one of predetermined geographic control power, control system is further carried out electric charge, and to keep operation tactful.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US86163806P | 2006-11-28 | 2006-11-28 | |
| US60/861638 | 2006-11-28 | ||
| US11/940517 | 2007-11-15 | ||
| US11/940,517 US8068947B2 (en) | 2006-11-28 | 2007-11-15 | Range maximization of a hybrid vehicle operating in an electric vehicle operating state |
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| Publication Number | Publication Date |
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| CN101259843A CN101259843A (en) | 2008-09-10 |
| CN101259843B true CN101259843B (en) | 2011-08-17 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN2007103077876A Expired - Fee Related CN101249829B (en) | 2006-11-28 | 2007-11-28 | Control system for mixed power system |
| CN2007103074914A Active CN101259843B (en) | 2006-11-28 | 2007-11-28 | Range maximization of a hybrid vehicle operating in an electric vehicle operating state |
| CN2007103074929A Expired - Fee Related CN101254743B (en) | 2006-11-28 | 2007-11-28 | Highly configurable hybrid powertrain and control system therefor |
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| CN2007103077876A Expired - Fee Related CN101249829B (en) | 2006-11-28 | 2007-11-28 | Control system for mixed power system |
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| CN2007103074929A Expired - Fee Related CN101254743B (en) | 2006-11-28 | 2007-11-28 | Highly configurable hybrid powertrain and control system therefor |
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| CN101249829A (en) | 2008-08-27 |
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| CN101254743B (en) | 2011-07-06 |
| CN101249829B (en) | 2011-09-28 |
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