CN101318505A - 混合动力电动车辆中发动机起动的检测 - Google Patents

混合动力电动车辆中发动机起动的检测 Download PDF

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Publication number
CN101318505A
CN101318505A CNA2008101086930A CN200810108693A CN101318505A CN 101318505 A CN101318505 A CN 101318505A CN A2008101086930 A CNA2008101086930 A CN A2008101086930A CN 200810108693 A CN200810108693 A CN 200810108693A CN 101318505 A CN101318505 A CN 101318505A
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engine
motor
torsion
bent axle
driving device
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CN101318505B (zh
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迪帕克·阿斯瓦尼
布兰顿·R·马斯特逊
伊哈卜·S·苏利曼
安德鲁·J·西尔韦里
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/905—Combustion engine

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Abstract

一种混合动力电动车辆中发动机起动的检测方法，该混合动力电动车辆的动力系统包括可驱动地连接于发动机的起动机/发电机，驱动负荷的传动装置，以及启闭电机和传动装置间驱动连接的输入离合器；该方法包括以下步骤：使用起动机/发电机生成扭矩并转动发动机曲柄，预热发动机使其燃烧，离合器滑移时产生输入离合器的最大扭矩，在预定周期长中持续使用起动机/发电机直至起动机/发电机施加的曲轴扭矩与传动装置施加的曲轴扭矩之和小于某些扭矩阈值。

Description

混合动力电动车辆中发动机起动的检测
技术领域
本发明总体上涉及一种混合动力电动车辆的动力系统，具体说，涉及内燃机(ICE)中起动持续燃烧的检测。
背景技术
在起动机/发电机(starter/generator)与发动机连续驱动连接和通过最大扭矩(torque capacity)可变的输入离合器与传动装置选择性连接的车辆动力系统中，发动机不运行时经常由起动机/发电机单独驱动车辆。发动机经常关停以免耗用发动机燃料，当起动机/发电机需要发动机扭矩来增大功率输出量时经常重新起动发动机。
观察到发动机燃烧室内稳定、持续的燃烧即可确认检测到内燃机已成功起动。这类动力系统需要可靠的用于确定发动机已经起动或重新起动的技术。
在起动机/发电机与发动机不是全时连接的车辆动力系统中，起动发动机是惯常的。这种情况下，起动电动机通过单向扭矩传动装置、单向离合器与发动机连接，这样一来，起动电动机只能将扭矩加到发动机上，使发动机自由转动的速度比起动发电机的速度快。在这种设置下，发动机起动的检测标准包括考虑发动机相对于闲置参考值的转速和/或起动发电机经过一段时间的转速。此时要用到发动机速度阈值条件和持续阈值。
基于速度的发动机起动检测方案对于在发动机和起动发动机的电机之间具有全时连接的动力系统来说并不可靠。因为电机与发动机持续连接且电机调控速度参考值，所以难以在速度域内观察到发动机起动所引起的任何扭矩干扰。发动机的速度不能超过起动机/发电机的速度。
此外，发动机起动过程中传动装置变动交迭时，利用常规的起动检测技术强行结束发动机起动和传动装置变动会使发动机起动的检测机制变形。
发明内容
一种检测混合动力电动动力系统发动机中持续燃烧的方法，该动力系统包括可驱动地连接于发动机的起动机/发电机，驱动负荷的传动装置，以及启闭电机和传动装置间驱动连接的输入离合器；该方法包括以下步骤：使用起动机/发电机生成扭矩并转动发动机曲柄，准备发动机，使其燃烧，离合器滑移时产生输入离合器的最大扭矩，在预定周期长的起动过程中持续使用起动机/发电机直至起动机/发电机加在曲轴上的扭矩与传动装置加在曲轴上的扭矩之和小于某个扭矩阈值。
因为仅有起动机/发电机的估计扭矩并不能指示发动机已经起动，所以本方法使用曲轴上的估计传动负荷并考虑于检测过程中。
当发动机起动过程中可能出现某些机械传动交迭时，本方法提供耐用的用于混合动力电动车辆构造的发动机起动检测方法。此外，由于只有输入离合器滑移时曲轴上的传动负荷估值才能够准确确定，所以在传动装置输入离合器全齿啮合运转之前进行发动机起动检测是一个必要条件。
从如下详细说明、权利要求和附图中容易得知优选实施例的适用范围。应该理解，本说明和具体实施例虽然代表本发明的优选实施例，但其仅用于说明本发明。所属领域的技术人员可容易得知所述实施例的不同变化和变型。
附图说明
结合附图参照以下说明会更容易理解本发明，其中：
图1是表示混合动力电动车辆动力系统的示意图；
图2是表示图1中所示传动装置的细节的示意图；
图3是表示起动图1所示发动机时整合式曲柄起动机/发电机(CISG，crank integrated starter/generator)产生的扭矩与输入离合器的最大扭矩之和的变化图；
图4是检测发动机内起动持续燃烧的流程图；
具体实施方式
如图1和图2所示，一种混合动力电动车辆(HEV，hybrid electricvehicle)动力系统12包括动力源，例如柴油或者汽油发动机14；传动装置16，例如双输入离合器动力换挡传动装置或者手动传动装置；第二动力源18，例如曲柄式一体式起动机/发电机(a crank integrated starter/generator，CISG)或者带式一体式起动机/发电机(belt integrated starter/generator，BISG)，可驱动地连接于发动机曲轴22并连接于传动装置输入端20。该动力系统12可以包括另一种动力源或者负荷24，例如可驱动地连接于传动装置输出端26的电动机或者电子后轴控制系统(ERAD，electric rear axledrive)。电机18提供起动机/发电机的功率。处于起动模式的电机18起动发动机时，电连接于电机18上的蓄电池28能为转动发动机14曲柄提供动力。
当电机18在发电机模式下运行时，电机18由发动机驱动或者通过传动装置16由车轮驱动时，蓄电池28的充电状态可以得到补充。一种IESG控制器30控制电机18与蓄电池28间线路32、34上承载的电功率的大小。
图2表示第一输入离合器40，其使传动装置16的输入端间隔地选择性连接于装在第一轴44上的偶数齿轮42上；以及第二输入离合器46，其使传动装置的输入端20间隔地选择性连接于装在第二轴49上的奇数齿轮47上。
电子传动装置控制模块50(TCM，transmission control module)包括能对电子储存器进行存取且包含以计算机可读代码表达的控制算法的微处理器，其中该控制算法以频繁的间隔重复执行。传动装置控制模块50(TCM)通过发出发送到操纵输入离合器的电磁式伺服52、54的指令信号，来控制离合器40、45的啮合、脱离、滑移。速度传感器56产生表示轴44转速的电子信号，该信号作为输入传输到传动装置控制模块50(TCM)。速度传感器58产生表示轴49转速的电子信号，该信号作为输入传送到传动装置控制模块50(TCM)。发动机转速(NE)也可通过发动机曲轴22上的速度传感器60作为输入供给传动装置控制模块50(TCM)。每个输入离合器40、45的最大扭矩都由传动装置控制模块50(TCM)确定。传动装置控制模块50(TCM)由曲轴22的转速和各传动装置轴44、49的转速确定各输入离合器的滑差。
与电子传动装置控制模块50进行通信的电子发动机控制模块62(ECM)，还包括能对电子储存器进行存取且包含以计算机可读代码表达的控制算法的微处理器，其中该控制算法以频繁的间隔重复执行。电子发动机控制模块62响应不同传感器产生的表示发动机和动力传动系统的参数，例如发动机转速NE、发动机节气门位置TP、发动机进气歧管64的空气流速MFR等的输入信号来控制发动机14的运行。电子发动机控制模块62通过发出控制指令控制发动机的运行，该控制指令改变发动机点火时机(ignition spark timing)、空燃比(air-fuel ratio)和发动机的其他控制参数。
在其发动机14与电机18有持续连接的动力系统、例如曲柄式一体式起动机/发电机(CISG)或者带式一体式起动机/发电机(BISG)中，因为改变输入离合器40、45的最大扭矩，尤其在接近发动机起动时的时间点发生这样的传动变动时，会在曲轴22上施加摩擦力和/或惯性扭矩干扰，所以应该在扭矩域内检测内燃机14中持续燃烧的起动。作为摩擦力和/或惯性扭矩的结果，起动机/发电机扭矩不能提供动机持续燃烧的可靠指示。例如，当发动机以快速传动啮合开始起动时，传动装置的输入离合器会以类似于带动发动机(即无燃料的发动机)泵和摩擦损耗的负荷摩擦或者部分啮合。在这种条件下运行时，不可能通过单独监测起动机/发电机扭矩确定发动机已起动，因为发动机持续燃烧发生前、进行过程中和发生后动机/发电机扭矩都是恒量。
图3所示发动机起动程序中，能取而代之适当表示发动机已起动的是起动机/发电机18施加的扭矩和传动装置16施加在曲轴22上的扭矩之代数和。如传动装置完全啮合，源于其他扭矩源和负荷24的扭转载荷(torsionalload)也由传动装置16通过电机18传输到曲轴22上。由于道路负荷难以准确估测，对传动装置完全啮合的起动检测方法并不可靠。因此，起动检测对于使传动装置啮合来说是必要判据。
起动机/发电机18产生的扭矩量由发动机控制模块62(ECM)从由发动机控制模块传给IESG控制器30的IESG扭矩70的指令，或者从起动机/发电机18和蓄电池28间的线路32和线路34上荷载的电功率大小来确定。电功率的大小可由起动机/发电机18上的电流、机器两端的电压和其功耗准确得知。
当相对的输入离合器40、45滑移时，由输入离合器最大扭矩表示传动装置16加在曲轴22上的扭矩负荷。传动装置控制模块50(TCM)由一些参数确定相对的输入离合器的最大扭矩，这些参数包括离合器的滑差，离合器的温度，启动伺服(actuating servo)56、58加在离合器摩擦面66、68上的压力，自旋转轴20的离合器啮合摩擦面的有效半径，啮合摩擦面的摩擦系数，离合器的增益。这些数据的大小可由电子储存器储存或者由传感器的输入数据确定。相对的输入离合器完全啮合后，就不可能准确估测传动装置14加在曲轴22上的扭矩负荷。所以，只有发动机已起动之后输入离合器40、45才会出现完全啮合。
图3中，输入离合器40、45都在70处打开。垂线72代表相对的输入离合器最大扭矩开始的时间点。垂线74代表相对的输入离合器完全啮合的时间点。线76代表发动机起动程序中的曲柄式一体式起动机/发电机(CISG)扭矩的变化。线78代表参照相对的输入离合器的最大扭矩确定或者估计的传送到曲轴22上的扭矩负载的变化。线80代表起动机/发电机18施加到曲轴22上的扭矩和传动装置16施加到曲轴22上的扭矩的代数和。线82代表发动机起动程序中发动机扭矩的变化。垂线84代表起动机/发电机18开始输出扭矩的时间点。
相对的输入离合器被启动之前和起动机/发电机18产生扭矩之后的时间过程中，代表起动机/发电机18上的惯性和摩擦/泵负荷的发动机扭矩82是负值。之后，因为发动机开始产生扭矩所以发动机扭矩增大，当发动机在区域86中起动之后发动机扭矩迅速增大。
上述输入离合器在72处启动前传动装置曲轴扭矩78一直为零；其后，其在起动机/发电机18上变为较大的负扭矩负荷。随着起动机/发电机76加在曲轴22上的扭矩和从传动装置18传送到曲轴22的扭矩78的代数和80在86区域下降，以及发动机14出现持续燃烧，证明区域86之后发动机扭矩82明显增大。
图4中，车辆控制器生成开始发动机起动程序的请求92，该请求传送到发动机控制模块(ECM)62。
94中，由控制器发动机控制模块62进行测试，以确定发动机14是否准备转动曲柄。如果94的测试结果逻辑上是伪，控制回到92。但如果94的测试结果是真，则控制推进到96，由起动机/发电机18将发动机14的曲柄转动到发动机参考转速。
98中，发动机控制模块62启动点火火花、节气门、燃料和另一发动机参数以起动发动机。
100中，进行测试以确定起动机/发电机施加的曲轴扭矩和传动装置16加到曲轴22上的扭矩的代数和是否小于某些扭矩阈值，这些扭矩阈值是存储于电子储存器中的标准常数。如果100的测试结果逻辑上是伪，控制回到96。但如果100的测试结果是真，控制通过96，其中计数器起动并周期性增大以测量计数器起动后的时间。
104中，进行测试以确定计数102是否已达到参考计数。如果94的测试结果逻辑上是伪，控制回到96。如果104的测试结果是真，在106处确定发动机已起动。
108中，不带发动机起动程序控制的起动机/发电机18正常运行。110中，传动装置控制模块50能使输入离合器40、45按照传动装置控算法运行并使其完全啮合。112中，发动机起动程序终止。
依照专利法的规定，优选实施方式已经阐述。但是，应该注意到的是，不同于已详细阐述和说明的其他可替代实施方式同样能够实施。

Claims (8)

1.一种检测混合动力电动动力系统的发动机中持续燃烧的方法，所述动力系统包括可驱动地连接发动机的电机，驱动负荷的传动装置，启闭电机和传动装置间驱动接合的输入离合器，所述方法包含以下步骤：
(a)用电机转动发动机的曲柄；
(b)激活要起动发动机的发动机运行参数；
(c)产生输入离合器的滑差；
(d)确定电机施加到发动机曲轴上的扭矩和传动装置施加到所述曲轴上的扭矩之和小于参考扭矩值；以及
(e)中断使用电机转动发动机的曲柄。
2.根据权利要求1所述的方法，其特征在于还包含使输入离合器完全啮合的步骤。
3.根据权利要求1所述的方法，其特征在于步骤(a)还包含使用电机使发动机的曲柄以参考发动机转速转动的步骤。
4.根据权利要求1所述的方法，其特征在于步骤(b)还包含以下步骤中至少一个步骤：向发动机供应燃料，向发动机供应空气，在发动机的燃烧室内产生点火火花。
5.根据权利要求1所述的方法，其特征在于步骤(d)还包含以下步骤：
确定电机产生的曲轴扭矩；
确定由传动装置施加的曲轴扭矩；以及
加和电机产生的曲轴扭矩和传动装置施加的曲轴扭矩。
6.根据权利要求5所述的方法，其特征在于所述确定电机产生的扭矩值的步骤还包含以下步骤：
确定加在电机上的电功率值；
确定电机的功耗值；以及
利用所述功率和所述功耗之间的差值确定电机产生的扭矩值。
7.根据权利要求5所述的方法，其特征在于所述确定由传动装置施加的曲轴扭矩的步骤包含以下步骤：
利用离合器的滑差、输入离合器的温度、加在离合器摩擦面上的压力、自旋转轴的离合器啮合摩擦面的有效半径、摩擦面的摩擦系数和离合器的增益中的至少一种。
8.根据权利要求1所述的方法，其特征在于所述步骤(d)还包含以下步骤：
确定电机施加的曲轴扭矩；
确定传动装置施加的曲轴扭矩；以及
加和电机施加的曲轴扭矩和传动装置施加的曲轴扭矩；
确定参考扭矩值；
确定参考周期长；以及
确定所述扭矩值小于参考扭矩所持续的周期长。
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