CN101342901A - 混合电动车中控制怠速停止模式的方法 - Google Patents
混合电动车中控制怠速停止模式的方法 Download PDFInfo
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Abstract
本发明公开了混合电动车中控制怠速停止模式的方法。控制怠速停止模式的方法包括:如果在所述混合电动车的速度达到怠速停止模式进入速度时减速度小于中等减速度,执行引擎RPM提升控制来提升引擎RPM,使得随着引擎RPM的提升,变速油压升高使得根据所述减速度的无级变速器(CVT)变速比达到目标最小变速比;及随着所述CVT变速比达到所述目标最小变速比,则即使所述减速度小于所述中等减速度时,仍进入怠速停止模式,同时变速器控制单元(TCU)不执行防止进入怠速停止模式的控制操作。
Description
技术领域
本发明涉及在混合电动车中控制怠速停止模式的方法,和更具体地,涉及在这样的混合电动车中控制怠速停止模式的方法,其中在混合电动车的减速度在中等减速以上时进入怠速停止模式,从而提高燃料消耗率。
背景技术
如图1所示,常规的混合电动车包括逆变器10,DC/DC转换器20,高压电池30,混合控制单元(HCU)40,马达控制单元(MCU)50,电池管理系统(BMS)60,引擎控制单元(ECU)70,变速器控制单元(TCU)80,离合器与无级变速器(CVT)90,引擎100,马达200。引擎100和马达200彼此串联用作驱动车辆的电源。离合器和CVT 90用来传输动力。逆变器10,DC/DC转换器20和高压电池30用来驱动引擎100和马达200。混合控制单元(HCU)40,马达控制单元(MCU)50,电池管理系统(BMS)60,引擎控制单元(ECU)70,和变速器控制单元80用作控制上述部件的装置并连接从而通过控制器局域网络(CAN)彼此通信。
在下文中对混合电动车部件的功能进行说明。
HCU 40是上层控制器,其控制混合电动车的总体工作。HCU 40与作为一种低层控制器的MCU 50通信,从而控制马达的扭矩,速度和动力发生扭矩(power-generation torque),并与ECU 70通信,ECU70控制引擎以产生功率以便生成作为动力源的电压,从而执行引擎起动相关的中继控制操作和故障诊断操作。
HCU 40也与BMS 60通信,其通过检测温度、电压和电流,作为主电源的电池充电状态(SOC)来管理电池的总体状态,从而根据SOC控制马达的扭矩和速度。HCU 40也与TCU 80通信,该TCU 80按照车辆速度和驾驶者的命令判断和控制传动器传动比(transmission gearratio),从而执行保持驾驶者要求的车辆速度的控制操作。
HCU 40监视驾驶者要求的信息(油门或刹车)以及MCU、BMS、ECU和TCU的当前状态,从而控制DC/DC转换器的输出电压,以便能够有效地按照车辆状态分配能量。这里,DC/DC转换器20用来将功率供应给车辆电气负载和对12V电池有效地充电。
高压电池30是驱动混合电动车马达和DC/DC转换器20的能量源。BMS 60是高压电池30的控制器,其监视高压电池30的电压、电流和温度,从而控制高压电池30的SOC(%)。
逆变器10接收来自高压电池30的能量并供应驱动马达200所需的三相交流电流,在HCU 40的控制下,MCU 50控制马达200。
结合DC/DC转换器20的控制,ECU 70和TCU 80接收油门踏板的作用和驾驶者的刹车信号,并提供相关的信息给HCU 40从而判断车辆充电能量,其中HCU 40是上层控制器。
作为加速踏板,即加速器,混合电动车通常使用电子节气门(ETC),且当驾驶者推动加速踏板时,其被转换为驾驶者请求扭矩(driver requesting torque)的形式,以便判断适合车辆速度的扭矩。
也就是,驾驶者请求扭矩被设定为车辆速度的映射值,以便检测加速踏板值,马达、发电机(generator)和引擎的工作点是按照所判断的驾驶者请求扭矩判断的。
这类混合电动车的一个主要目的是实现高效车辆,其具有高燃料消耗率和高排放性能的生态友好型汽车。
为了实现上述目的,混合电动车采用怠速停止模式。这里,怠速停止模式是在车辆停止时引擎停止怠速的模式。由于怠速停止模式,可防止引擎不必要的怠速,从而改善燃料消耗率和排放性能。
当怠速停止模式被触发从而停止引擎操作时,引擎和马达的功率通过变速器,即,CVT,传递给汽车。因而为了稳定地进入怠速停止模式,离合器、引擎和马达应被有机地控制。
为了进入怠速停止模式,HCU 40传输怠速停止模式触发信号至ECU 70、TCU 80和全自动温度控制(FATC)(未示出),以便TCU80释放离合器从而防止引擎和马达的功率被传递至车辆,且ECU 70关闭引擎从而防止传递引擎的功率。
此时,HCU将信号传送至MCU 50从而在马达内产生抑制扭矩(killtorque),以便除去引擎和马达的剩余扭矩,从而完全进入怠速停止模式。
然而,常规的混合电动车具有这样的问题,因为在减速度大(如小于-2m/sec2)时,不能平滑或稳定地进入怠速停止模式,导致高燃料消耗率。
这样的问题是由下面的原因引起的。
如果混合电动车的减速度大(如,小于-2m/sec2),则CVT的变速比(gear ratio)没有达到目标最小变速比,且具有如图4中曲线所示的大差值,因此TCU执行控制操作防止进入怠速停止模式,并使变速比变为目标变速比,且处于引擎的每分钟转数(RPM)固定的状态。
变速比不能达到目标变速比的原因是因为,如果减速度大,则要求大制动扭矩,且因此难于形成改变档位的压力。例如,形成从第四档到第一档的突然改变变速比的油压将会延迟。如果没有形成改变变速比的油压,则在减速过程中开始反馈制动(regenerative braking),因此变速比没有达到目标变速比。
如果CVT的变速比没有达到目标变速比,则TCU传送防止怠速停止模式信号,以便防止怠速停止模式进入ECU,从而执行获得再起动变速比的控制操作。
这里,如果再起动是在CVT的变速比没有达到目标变速比的情况下执行的,则会发生诸如引擎熄火和引擎反应延迟的问题。例如,这类似于这样的情形,当在小于10kph的速度在第三档或第四档开始手动操作传动车辆开始时出现引擎熄火和引擎反应延迟。
也就是,如果进入车辆速度时间点的怠速停止模式的实际变速比(2.1)没有达到目标最小变速比,则TCU将怠速停止模式防止信号传送至ECU以执行获取再起动的变速比的控制操作。
本发明背景技术中公开的信息仅是为了增强对本发明背景的理解,而不能当作承认,或当作形成现有技术的信息的任何形式的建议,该现有技术为本领域技术人员公知。
发明内容
本发明解决了相关现有技术的前述问题。
本发明一个方面提供了用于控制怠速停止模式的方法,其中即使在车辆减速度大,导致低燃料消耗率时可进入怠速停止模式。如果车辆的减速度大,则执行控制操作的是使怠速停止模式进入时间点的CVT变速比达到目标变速比,因此TCU不发送怠速停止模式防止信号,且还根据减速度执行减小反馈制动扭矩的控制操作。
在优选实施例中,本发明提供在混合电动车中控制怠速停止模式的方法,包括:如果在所述混合电动车的速度达到怠速停止模式进入速度时减速度小于中等减速度,执行引擎RPM提升控制来提升引擎RPM,使得随着引擎RPM的提升,变速油压升高使得根据所述减速度的无级变速器(CVT)变速比达到目标最小变速比;及随着所述CVT变速比达到所述目标最小变速比,则即使所述减速度小于所述中等减速度时,仍进入怠速停止模式,同时变速器控制单元(TCU)不执行防止进入怠速停止模式的控制操作。
执行引擎RPM提升控制从而提升引擎RPM的步骤包括在燃料接通状态中,在TCU,要求引擎控制单元(ECU)提升所述引擎RPM从而增加所述引擎RPM;及在燃料截断状态中,在TCU,要求混合控制单元(HCU)提升所述引擎RPM,且在所述HCU,将命令信号发送至马达控制单元(MCU)以驱动马达从而增加所述引擎RPM。
当混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是中等减速度,则所述HCU根据所述减速度执行再生制动扭矩比例控制,因此再生制动扭矩被顺序地减小。
当混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是高减速度,则所述HCU继续执行再生制动扭矩比例控制,因此再生制动扭矩变为零(0)。
当混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是急减速,则为了安全,所述HCU和所述TCU执行防止进入怠速停止模式的控制。
本发明上述特征和优点可从附图中显然看出,且在附图中更详细说明,这些附图包括在本说明书中并形成本说明书的一部分,且下面本发明具体实施例用来以例子的形式解释本发明的原理。
附图说明
本发明上面及其它的特征将参考某些示例性实施例详细说明,其中示出的附图是仅以示图的形式给出,而不对本发明进行限制,且其中:
图1是示出常规混合电动车系统的框图,;
图2是示出根据本发明示例性实施例的控制怠速停止模式的流程图;
图3是示出根据一定减速度各参数的操作轮廓,这是按照本发明示例性实施例控制混合电动车的结果的示意图;和
图4是示出根据常规技术,进入混合电动车怠速停止模式时,根据一定减速度各参数的工作的示意图。
可以理解,附图不必按比例,从而提供本发明基本原理的多种优选特征一定简化的表示。如这里公开的那样,本发明的特定设计特征,例如包括特定尺寸,方位,位置和形状将部分由特定所需应用和使用环境决定。
在附图中,所有图中同一附图标记表示本发明相同或等价部件。
具体实施方式
在下文中详细参考本发明多个实施例,在附图中示出其中的示例且在下面说明。尽管结合示例性实施例对本发明进行说明,然而可以理解本说明书不将本发明限制于这些示例性实施例中。相反,本发明将不仅涵盖示例性实施例,而且涵盖多种替换,修改,等效物和其它实施例,这些都包括在由权利要求限定的本发明的实质和范畴内。
图2是示出了根据本发明示例性实施例的控制怠速停止模式的方法的流程图。图3是示出了根据一定减速度的各参数(变速比,引擎RPM,引擎和马达扭矩,车辆速度,怠速停止标记,怠速停止防止标记)的工作轮廓的曲线,其中减速度是根据本发明示例性实施例控制混合电动车怠速停止模式的结果。
如上所述,在车辆停止以提高燃料消耗率时,怠速停止模式是在怠速时停止引擎的模式。可在引擎,马达,和CVT被有机控制时很好地执行该功能。
怠速停止模式受到CVT的油温,引擎冷却水温度,再生制动扭矩,和减速度的显著影响。在正常减速情形中,在再生制动完成后保持引擎牵引的同时进入怠速停止模式。此时,ECU和TCU允许在某个怠速停止模式进入条件处于控制范围时进入怠速停止模式。
也就是,ECU根据引擎的扭矩和冷却水温度的检测信号控制是否进入怠速停止模式,而TCU根据油温检测信号和CVT的转差率(slipratio)和变速比变化而控制是否进入怠速停止模式。
控制怠速停止模式的常规方法包括,在HCU,将怠速停止模式进入信号传送至ECU,TCU和FATC,在TCU,释放离合器从而防止引擎和马达的功率传输至车辆,且在ECU,关闭引擎从而防止传输引擎功率。
本发明涉及控制常规怠速停止模式的方法,而且涉及在混合电动车减速度较大(小于-2m/sec2)时控制怠速停止模式的方法。
在常规技术中,当减速度大,即小于-2m/sec2时,CVT的变速比没有达到目标最小变速比,因此TCU执行控制操作以防止进入怠速停止模式,然而,按照本发明,即使加速度较大时,CVT变速比达到目标变速比,且由于减速度使得再生制动扭矩减小,因此,可容易进入怠速停止模式,燃料消耗率显著提高。
在混合电动车的减速度较大时,在下面将控制怠速停止模式的方法作为本发明的一个实施例进行详细说明。
当混合电动车的速度达到可进入怠速停止模式的速度时,且如果减速度小于-2m/sec2,则引擎RPM提升控制是按照燃料供应状态是处于燃料接通状态或者燃料截断状态而执行的,从而提升引擎RPM。
如果燃料供应状态处于燃料接通状态,则执行引擎RPM提升控制,以便TCU直接要求ECU提升引擎RPM,因此引擎RPM从1200RPM提升到1500RPM。
另一方面,如果处于燃料截断状态,则执行引擎RPM提升控制,以便TCU要求HCU提升引擎RPM,且因此HCU控制MCT从而驱动马达提升引擎RPM。
从该实施例,由于引擎的RPM提升,用于改变档位的油压升高,因此即使减速度较大,如小于-2m/sec2CVT,使得变速比也可达到目标变速比。
因为CVT的变速比可达到目标变速比,即使减速度大,TCU也不执行防止进入怠速停止模式的控制操作。结果,即使减速度大,即小于-2m/sec2,也进入混合电动车的怠速停止模式,且防止不必要的引擎怠速,从而改善燃料消耗率。
作为本发明的另一个实施例,下面说明控制再生制动扭矩的方法,该控制是与控制CVT变速比一起执行的。
根据本发明,通过控制马达扭矩和CVT变速比,按照减速度减小再生制动扭矩,因此可容易进入混合电动车的怠速停止模式,即使减速度较大,即小于-2m/sec2。
在正常减速的情况下,在再生制动完成后保持引擎牵引时进入怠速停止模式,然而根据本发明,在较大减速度的情况下,再生制动扭矩减小从而快速触发怠速停止模式。
此外,当混合电动车的速度达到怠速停止模式进入速度,且如果减速度是在-2m/sec2~-4.5m/sec2范围内的中等减速度,则再生制动扭矩比例控制进一步由HCU根据减速度执行,因此再生制动扭矩被继续减小。
由HCU按照减速度执行的再生制动扭矩比例控制是微分控制,以便根据范围在-2m/sec2~-4.5m/sec2的减速度逐步减小再生制动扭矩。例如,在减速度为-2m/sec2的情况下,再生制动扭矩减小约15%,且在减速度为-4.5m/sec2的情况下,再生制动扭矩减小约85%,因此,怠速停止模式被快速触发。
而且,当混合电动车的速度达到怠速停止模式进入速度时,如果减速度是在-4.5m/sec2~-5m/sec2范围内的高减速度时,通过由HCU执行的再生制动扭矩比例控制使再生制动扭矩变为零(0)。
另外,当混合电动车的速度达到怠速停止模式进入速度时,如果减速度小于-5m/sec2,则表示车辆处于急减速状态,这是非常危险的情形,如紧急制动,且因此不进入怠速停止模式。为了实现该目的,HCU和TCU执行控制操作以为了安全而防止进入怠速停止模式。
如上所述,根据本发明,即使混合电动车的减速度很大,通过执行控制操作以便使怠速停止模式进入时间点的CVT变速比达到目标变速比,并执行控制操作以便根据减速度减小再生制动扭矩,也可容易地进入怠速停止模式,从而提高燃料消耗率。
前面对本发明特定示例性实施例的描述是为了图示和说明的目的给出的。这不是为了穷举本发明或限制本发明在所揭示的精确形式内,显然,在接受上面的教导后,显然很多修改和变化是可能的。选择和说明该示例性实施例以便解释本发明的某些原理及其实际应用,从而使得本领域技术人员能够做出和使用本发明的示例性实施例,以及它们的多种替换和修改。本发明的技术精神和范畴由权利要求及其等效物界定。
Claims (5)
1.一种在混合电动车中控制怠速停止模式的方法,其包括:
在所述混合电动车的速度达到怠速停止模式进入速度时如果减速度小于中等减速度,则执行引擎RPM提升控制来提升引擎RPM,使得引擎RPM的提升,变速油压升高使得根据所述减速度的无级变速器(CVT)变速比达到目标最小变速比;及
随着所述CVT变速比达到所述目标最小变速比,则即使所述减速度小于所述中等减速度时,仍进入怠速停止模式,同时变速器控制单元(TCU)不执行防止进入怠速停止模式的控制操作。
2.如权利要求1所述的方法,其中执行所述引擎RPM提升控制从而提升所述引擎RPM的步骤包括:
在燃料接通状态中,在所述TCU,要求引擎控制单元(ECU)提升所述引擎RPM从而提升所述引擎RPM;及
在燃料截断状态中,在所述TCU,要求混合控制单元(HCU)提升所述引擎RPM,且在所述HCU,将命令信号发送至马达控制单元(MCU)以驱动马达从而提升所述引擎RPM。
3.如权利要求1所述的方法,其中当所述混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是中等减速度,则所述HCU根据所述减速度执行再生制动扭矩比例控制,使得再生制动扭矩被顺序地减小。
4.如权利要求1所述的方法,其中当混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是高减速度,则所述HCU继续执行再生制动扭矩比例控制,使得再生制动扭矩变为零(0)。
5.如权利要求1所述的方法,其中当混合电动车的速度达到怠速停止模式进入速度时,且如果减速度是急减速,则为了安全,所述HCU和所述TCU执行防止进入怠速停止模式的控制。
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JP3213293B2 (ja) * | 1999-08-02 | 2001-10-02 | 本田技研工業株式会社 | エンジン制御装置 |
JP3555555B2 (ja) | 2000-06-09 | 2004-08-18 | 日産自動車株式会社 | アイドルストップ車両 |
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KR100461271B1 (ko) * | 2002-07-08 | 2004-12-10 | 현대자동차주식회사 | 하이브리드 전기자동차의 아이들 스톱 모드 결정방법 |
JP3574121B2 (ja) * | 2002-08-07 | 2004-10-06 | 本田技研工業株式会社 | ハイブリッド車両のエンジン停止始動制御装置 |
JP2004132333A (ja) | 2002-10-15 | 2004-04-30 | Nissan Motor Co Ltd | 車両の制御装置 |
JP2004137978A (ja) | 2002-10-18 | 2004-05-13 | Nissan Motor Co Ltd | エンジン再始動制御装置 |
JP3838188B2 (ja) * | 2002-11-14 | 2006-10-25 | 日産自動車株式会社 | 車両のエンジン自動停止装置 |
KR100569056B1 (ko) * | 2002-12-03 | 2006-04-07 | 현대자동차주식회사 | 엔진의 아이들-스탑 제어 방법 및 장치 |
KR100588544B1 (ko) | 2003-12-19 | 2006-06-14 | 현대자동차주식회사 | 아이들 스톱&스타트 시스템 장착 차량의 퍼지 제어방법 |
JP2005201107A (ja) | 2004-01-14 | 2005-07-28 | Nissan Motor Co Ltd | アイドルストップ制御装置 |
JP2006220114A (ja) * | 2005-02-14 | 2006-08-24 | Fujitsu Ten Ltd | エンジン制御装置、車両の制御装置及びその制御方法 |
JP4810942B2 (ja) * | 2005-09-20 | 2011-11-09 | トヨタ自動車株式会社 | 内燃機関の自動停止装置 |
JP4281740B2 (ja) * | 2005-12-27 | 2009-06-17 | トヨタ自動車株式会社 | 車両およびその制御方法 |
KR101213910B1 (ko) | 2005-12-29 | 2012-12-18 | 엘지디스플레이 주식회사 | 액정 표시 장치 및 이의 제조 방법 |
KR100862432B1 (ko) * | 2006-12-15 | 2008-10-08 | 현대자동차주식회사 | Etc가 탑재된 하이브리드 전기자동차의 엔진 토크 제어방법 |
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2007
- 2007-07-13 KR KR1020070070380A patent/KR101013838B1/ko active IP Right Grant
- 2007-10-02 JP JP2007258551A patent/JP5074876B2/ja not_active Expired - Fee Related
- 2007-11-22 DE DE102007056282.0A patent/DE102007056282B4/de active Active
- 2007-11-29 US US11/947,032 patent/US7789796B2/en active Active
- 2007-11-30 CN CN2007101958215A patent/CN101342901B/zh active Active
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
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CN102652089A (zh) * | 2009-12-10 | 2012-08-29 | Zf腓德烈斯哈芬股份公司 | 用于处理驱动力矩和/或制动力矩的方法 |
CN102207194A (zh) * | 2011-03-21 | 2011-10-05 | 重庆长安汽车股份有限公司 | 一种amt离合器刹车控制方法 |
CN104044579A (zh) * | 2013-03-15 | 2014-09-17 | 福特全球技术公司 | 使车辆停止不动的方法和系统 |
CN104044579B (zh) * | 2013-03-15 | 2016-06-08 | 福特全球技术公司 | 使车辆停止不动的方法和系统 |
CN105705839A (zh) * | 2013-11-12 | 2016-06-22 | 丰田自动车株式会社 | 车辆用变速器的控制装置 |
CN105705839B (zh) * | 2013-11-12 | 2017-09-05 | 丰田自动车株式会社 | 车辆用变速器的控制装置 |
CN107339422A (zh) * | 2015-11-12 | 2017-11-10 | 福特全球技术公司 | 无级变速器传动比控制 |
Also Published As
Publication number | Publication date |
---|---|
KR101013838B1 (ko) | 2011-02-14 |
US7789796B2 (en) | 2010-09-07 |
KR20090006927A (ko) | 2009-01-16 |
CN101342901B (zh) | 2013-08-28 |
US20090017985A1 (en) | 2009-01-15 |
DE102007056282B4 (de) | 2024-03-28 |
JP2009018786A (ja) | 2009-01-29 |
JP5074876B2 (ja) | 2012-11-14 |
DE102007056282A1 (de) | 2009-01-15 |
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