CN101376334B - 防止混合动力电动车辆倒溜 - Google Patents

防止混合动力电动车辆倒溜 Download PDF

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CN101376334B
CN101376334B CN2008102158118A CN200810215811A CN101376334B CN 101376334 B CN101376334 B CN 101376334B CN 2008102158118 A CN2008102158118 A CN 2008102158118A CN 200810215811 A CN200810215811 A CN 200810215811A CN 101376334 B CN101376334 B CN 101376334B
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motor
wheel
torque
wheel torque
vehicle
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CN101376334A (zh
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安德鲁·J·西尔韦里
伊哈勃·S·索里曼
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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    • Y10S477/901—Control signal is slope

Abstract

本发明涉及防止混合动力电动车辆倒溜，其中在包括发动机和电机的车辆动力传动系统中，一种防止位于斜坡上的有轮车辆倒溜的方法包括：确定防止车辆倒溜所需的车轮扭矩的量，使用电机在车轮处产生所需的车轮扭矩的量，传递发动机扭矩至车轮，及减少电机产生的扭矩同时增加发动机扭矩，以使发动机和电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。

Description

防止混合动力电动车辆倒溜
技术领域
本发明总体上涉及具有发动机、电机和多速动力换挡变速器的混合动力电动车辆(HEV)的动力传动系统，具体涉及使用动力传动系统防止斜坡上的车辆倒溜(rollback)。
背景技术
动力换挡变速器是机动车辆中不使用变矩器的动力传动装置的示例。动力换挡变速器是产生向前驱动和向后驱动中的多个传动比，并具有将动力源，如发动机或电动马达连接到两个传动轴的两个输入离合器的齿轮机构。动力换挡变速器使用同步的双离合器换挡机构(clutch-to-clutch shifts)交替地传递动力到两个轴。
动力换挡变速器结合有在变速器输入及其输出之间以双中间轴配置排列的齿轮机构。一个输入离合器在输入和关联于偶数挡的第一中间轴之间传递扭矩；另一个输入离合器在变速器输入和关联于奇数挡的第二中间轴之间传递扭矩。通过交替地接合第一输入离合器并在当前挡位运行，分离第二输入离合器，在变速器中准备用于目标挡位操作的动力路径，分离第一输入离合器，接合第二输入离合器并在变速器中准备用于下一个挡位操作的另一条动力路径，变速器改变传动比。
具有自动变速器的现有车辆包括即使车辆在斜坡上停止或开动也允许变速器保持挂挡的变矩器。在具有无变矩器变速器，如动力换挡变速器或手动变速器的车辆中，当车辆在斜坡上停止或开动时离合器必须滑动或分离以避免车辆失速，因此变速器不能将扭矩立即传递到车轮。
当不带有变矩器的车辆从停止在正斜坡上转换为爬上该斜坡时，向车轮提供加速车辆所需的扭矩时的延迟会造成不期望的车辆倒溜。在驾驶员下压加速器踏板，称为“踩加速器踏板(tip in)”并期望爬上斜坡时，需要倒溜控制。如果用发动机向车轮提供扭矩以开动车辆，则由于可燃烧的空燃混合气对进气歧管和发动机汽缸充气时的延迟，及产生变速器输入离合器最大扭矩时的延迟，在扭矩传递到车轮之前会发生延迟。
当HEV停止在正斜坡上时，通常关闭发动机以节约燃料，但特定的工况会要求发动机继续运行，这些工况包括对电池充电，驾驶员对前端附件传动装置(frontaccessory drive)作出的进行空气调节的请求，或对其他皮带传动机电装置的请求。发动机运行时的HEV车辆倒溜会发生在从车辆保持在正斜坡上转换到沿斜坡向上加速车辆时。当驾驶员施加车轮制动，或制动器松开同时电机提供保持扭矩而发动机怠速时，HEV车辆可以在正斜坡上保持静止。在HEV中，可以将变速器置于空挡并用作为马达工作的电机使车辆在斜坡上保持静止。
本领域中需要消除当车辆驾驶员踩加速器踏板以在上坡坡度上从发动机在运行的车辆静止状态加速车辆时，由于向车辆的车轮提供扭矩时的延迟造成的不期望的倒溜的方法。
发明内容
在包括发动机和电机的车辆动力传动系统中，一种防止位于斜坡上的有轮车辆倒溜的方法包括：确定防止车辆倒溜所需的车轮扭矩的量，使用电机在车轮处产生所需的车轮扭矩的量，传递发动机扭矩至车轮，及减少电机产生的扭矩同时增加发动机扭矩，以使发动机和电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
电机(ERAD)在驾驶员踩加速器踏板时防止车辆倒溜。ERAD快速提供传递到车轮的扭矩以避免倒溜。需要ERAD扭矩在发动机歧管充气和变速器接合造成的延迟期间向车轮提供扭矩。如果电池的充电状态低于基准充电状态或ERAD温度高于热限制，则降低ERAD最大扭矩，这要求发动机输出扭矩与ERAD的输出扭矩混合。
最后，在发动机扭矩增加时，同步减少所混合的ERAD扭矩，从而保持恒定的车轮扭矩。这可以在使用发动机推进车辆时提供不易觉察的转换，同时可防止车辆倒溜。
根据发明的另一方面，在包括传动连接到第一车轮、变速器、变速器输入离合器的发动机和传动连接到第二车轮的电机的车辆动力传动系统中，提供一种防止位于斜坡上的有轮车辆倒溜的方法。所述方法包括下述步骤：(a)确定防止所述车辆倒溜所需的车轮扭矩的量；(b)使用所述电机在第二车轮处产生所述所需的车轮扭矩的量同时接合所述变速器的选择的挡位并使所述变速器输入离合器进行行程运动；(c)通过所述变速器输入离合器和所述变速器将所述发动机产生的扭矩传递到第一车轮；及(d)减少所述电机产生的扭矩同时增加发动机扭矩，以使所述发动机产生的第一车轮处的车轮扭矩和所述电机产生的第二车轮处的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
根据发明的另一方面，在包括发动机、变速器、变速器输入离合器及通过所述变速器连接到第一车轮的第一电机和连接到第二车轮的第二电机的车辆动力传动系统中，提供一种防止位于斜坡上的有轮车辆倒溜的方法。所述方法包括下述步骤：(a)确定防止所述车辆倒溜所需的车轮扭矩的量；(b)使用所述第二电机在第二车轮处产生车轮扭矩，使用所述第一电机在第一车轮处产生车轮扭矩，同时接合所述变速器的选择的挡位并使所述变速器输入离合器进行行程运动；(c)通过所述变速器输入离合器和所述变速器将所述发动机产生的扭矩传递到第一车轮；及(d)减少所述第一电机和第二电机产生的扭矩的量同时增加发动机扭矩，以使所述发动机及所述第一电机和第二电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
通过具体实施方式、权利要求和附图，优选实施例的适用范围将变得显而易见。应理解，说明和具体示例虽然表示本发明的优选实施例，但仅作为示例给出。对所述实施例和示例的各种改变和修改对本领域技术人员来说是显而易见的。
通过结合附图参考下面的具体实施方式，可以更加容易地理解本发明。
附图说明
图1是可以应用本发明的倒溜控制方法的车辆动力传动系统的示意图；
图2是示出图1的车辆动力传动系统的附加细节的示意图；
图3示出用于防止车辆倒溜的控制方法的步骤；
图4是示出用于确定所需车轮扭矩的函数的示意图；
图5A-图5C示出动力传动系统参数在响应于踩加速器踏板控制车辆倒溜时随时间推移的变化；
图6A-图6C示出动力传动系统参数在响应于释放车轮制动踏板控制车辆倒溜时随时间推移的变化；及
图7示出包括第一和第二输入离合器的动力换挡变速器的细节。
具体实施方式
如图1和图2所示，车辆动力传动系统12包括发动机14，如柴油发动机或汽油发动机；变速器16，如双湿式离合器动力换挡变速器或另一种不具有变矩器的多速比变速器；电机18，如传动连接到变速器输入20的CISG(crankshaft-integratedstarter-generator，曲轴集成式起动机/发电机)；及附加电机22，如电动马达。电机18提供旋转动力以在起动发动机时转动发动机14并产生直接提供给电机22或电池23或两者的电能。
有时称为电控后桥驱动单元或电控后轴驱动单元(ERAD)的电机22连接到后桥或后轴24的主减速器(final drive)，并以电驱动或混合(串联/并联)驱动模式提供推进能力。电机22的动力输出通过ERAD传动装置28和形式为轮间差速器机构的主减速器单元30驱动车轮26、27。类似地，变速器输出32通过包括轮间差速器机构的主减速器单元36(以机械方式)传动连接到车轮34、35。在前轮驱动(FWD)应用中，电机22可以在变速器16的输出32处传动连接到前桥的主减速器36，其中该电机称为电控前桥驱动(EFAD)单元。
图2示出选择性地将变速器16的输入轴20交替地连接到偶数挡42和奇数挡43的输入离合器40、41；电子变速器控制模块(TCM)44，其通过发送给伺服器或电磁阀的指令信号驱动输入离合器和变速箱换挡拨叉/同步器以控制输入离合器和变速箱状态；控制发动机14的操作的电子发动机控制模块(ECM)46；及控制CISG和ERAD操作的ISC48。未示出的车辆控制系统(VCS)向TCM和ECM发送控制指令。VCS、TCM和ECM中的每个都包括微处理器，微处理器可访问电子存储器并包含以计算机代码表示并以频繁的间隔重复地执行的控制算法。控制模块ECM46、VSC、TCM44和ISC 48之间的数据通信在通信总线47上执行。
动力传动系统12包括到达负荷的两个动力路径：机械路径和电气路径。发动机14产生的动力通过机械动力路径中的变速器16和主减速器36传递到车轮34、35。ERAD22产生的动力通过电气动力路径中的ERAD传动装置28和主减速器30传递到车轮26、27。
图3示出防止车辆倒溜的控制算法的步骤。如图5A-图5C所示，斜坡保持(hillhold)控制策略使用ERAD22提供扭矩以在斜坡上加速车辆以便在发动机产生输出扭矩且变速器将发动机输出扭矩传递到车轮之前所需的时间段期间防止倒溜。在踩加速器踏板时，ERAD可以向车轮快速提供扭矩并加速车辆以避免倒溜，因为ERAD可以快速产生输出扭矩。
在步骤48，当传感器产生的信号指示车辆停止在斜坡上时，该控制算法由控制器调用执行。如图4所示，车辆驾驶员对车轮扭矩的要求由发动机加速器踏板50被下压的程度表示，该下压通常称为加速器踏板位置pps。pps传感器产生的表示加速器踏板位置的电子信号和轴转速传感器产生的表示当前车速(VS)的电子信号52，作为输入由驾驶员要求确定函数(driver demand determination function)54接收，该函数可在电子存储器中访问到，该函数由两个输入变量VS和pps索引并产生当前所需车轮扭矩TW_DES作为其输出。
在步骤56，进行检验以确定加速器踏板位置是否大于零或基准踏板位置。如果检验56的结果逻辑上为真，则控制进行到步骤58。如果检验56的结果为假，则控制返回48。
在步骤58，进行检验以确定电池充电状态(SOC)是否高于基准SOC。如果检验58的结果为真，则控制进行到60，其中进行检验以确定ERAD22的温度是否高于基准温度。如果检验60的结果为假，则控制进行到步骤62，其中ERAD22产生向车轮传递的扭矩以控制车辆在斜坡上的倒溜。
如果踏板被压下，电池的SOC高于基准SOC，ERAD温度低于基准温度，则在步骤62使用ERAD22和电气动力路径驱动车轮负荷并防止车辆倒溜。但如果检验58的结果为假或检验60的结果为真，则ERAD当前不可用于向车轮提供扭矩并防止倒溜。接下来，控制进入步骤64，其中变速器16中关联于当前挡位命令的适当的输入离合器(相关离合器(subject clutch)40、41)在命令控制下达到行程压力(strokedpressure)以准备接合。步骤64至72适用于常规车辆以及混合动力车辆。
在步骤66，进行检验以确定发动机14当前是否产生所要求的车轮扭矩。如果检验66的结果为真，则在步骤68进行检验以确定选择的挡位是否接合且变速器16中的相关离合器40、41是否已准备好接合。如果检验66和68之一的结果为假，则控制返回步骤58。
如果检验66和68的结果为真，则在步骤70相关输入离合器40、41接合，在步骤72发动机扭矩增加以使车轮扭矩达到所要求的车轮扭矩，在步骤74，ERAD扭矩在发动机扭矩增加的同时沿下降坡度减小，如图5B所示。
图5A-图5C表示各种车辆参数和动力传动系统参数在响应于踩加速器踏板对停止在具有正斜率的斜坡上的HEV控制车辆倒溜，同时释放车轮制动器时的时间段期间的变化。
如图5A和图5C所示，加速器踏板位置80在时间段76后增加，在时间段76期间ERAD22产生的扭矩传递给车轮26、27以将HEV保持在斜坡上，加速器踏板50松开(未压下)，且车速78为零。当驾驶员要求车轮扭矩以在斜坡上向前移动车辆时，加速器踏板位置80增加。加速器踏板位置80后来稍稍减小并保持稳定同时车速78稳步增加。
在图5B中，在时间段76后，ERAD扭矩82响应于加速器踏板位置80的增加而快速增加，达到峰值，并与发动机扭矩和变速器输出扭矩的增加同步地减小，从而保持车轮扭矩而不产生瞬间的脉冲。这可以在使用发动机推进车辆时提供不易觉察的转换同时防止车辆倒溜。发动机扭矩84在于88处开始的倒溜防止控制之前时间段76期间处在发动机怠速设定点(setpoint)，在延迟期90期间在作为踩加速器踏板的结果用可燃烧的空燃混合气填充进气歧管和发动机汽缸时保持较低，并在发动机充气后快速增加。变速器输出扭矩92在时间段76期间较低，在延迟期94期间在相关输入离合器40、41的最大扭矩增加时保持恒定，并与发动机扭矩一起快速增加。在倒溜防止控制开始处88下压加速器踏板50时，车轮扭矩从时间段76期间的保持水平增加到驾驶员要求的新水平。
图6A-图6C示出车辆倒溜控制下的HEV的动力传动系统参数响应于车辆驾驶员释放车轮制动踏板的变化。如图6A和6C所示，车轮制动踏板位置或制动压力96在释放后快速减小到零，驾驶员在98踩加速器踏板，车速100随后稳步增加。
在图6B中，在98处倒溜控制开始后，ERAD扭矩102响应于驾驶员要求的扭矩的增加，如加速器踏板位置的增加所示而快速增加，达到峰值，并在发动机扭矩104增加时减小到零。发动机扭矩104在于98处开始的倒溜防止控制之前处于发动机怠速水平，在延迟期106期间在用可燃烧的空燃混合气填充进气歧管和发动机汽缸时保持较低，并在发动机充气后快速增加。变速器输出扭矩108初始较低，在延迟期110期间在相关输入离合器40、41的最大扭矩增加时保持恒定，并随发动机扭矩快速增加。车轮扭矩112在斜坡保持控制开始处98下压加速器踏板50时快速增加。
图7示出包括第一输入离合器40和第二输入离合器41的动力换挡变速器16的细节，第一输入离合器40选择性地将变速器16的输入20交替地连接到关联于第一中间轴244的偶数挡42，第二输入离合器41选择性地将输入20交替地连接到关联于第二中间轴249的奇数挡43。
中间轴244支撑通过轴颈连接到中间轴244上的各个小齿轮260、262、264，及固定到中间轴244上的连接器266、268。小齿轮260、262、264分别与第二、第四和第六挡关联。连接器266包括套管270，该套管可以向左移动以接合小齿轮260并将小齿轮260传动连接到中间轴244。连接器268包括套管272，该套管可以向左移动以接合小齿轮262并将小齿轮262传动连接到中间轴244，还可以向右移动以接合小齿轮264并将小齿轮264传动连接到中间轴244。
中间轴249支撑通过轴颈连接到中间轴249上的各个小齿轮274、276、278，及固定到中间轴249上的连接器280、282。小齿轮274、276、278分别与第一挡、第三挡和第五挡关联。连接器280包括套管284，该套管可以向左移动以接合小齿轮274并将小齿轮274传动连接到中间轴249。连接器282包括套管286，该套管可以向左移动以接合小齿轮276并将小齿轮276传动连接到中间轴249，还可以向右移动以接合小齿轮278并将小齿轮278传动连接到中间轴249。
变速器输出32支撑固定到轴32上的各个齿轮288、290、292。齿轮288啮合小齿轮260和274。齿轮290啮合小齿轮262和276。齿轮292啮合小齿轮264和278。
连接器266、268、280和282可以是同步器，或牙嵌式离合器，或其组合。
虽然是参考动力换挡变速器描述本发明，但本发明适用于任何自动换挡手动变速器，或不具有位于发动机和变速器输入之间的动力路径中的变矩器的自动变速器。
根据专利法的规定，对优选实施例进行了描述。然而，应注意，可以实施不同于具体示出和描述的实施例的替代实施例。

Claims (16)

1.在包括发动机和电机的车辆动力传动系统中，一种防止位于斜坡上的有轮车辆倒溜的方法，所述方法包括下述步骤：
(a)确定防止所述车辆倒溜所需的车轮扭矩的量；
(b)使用所述电机在车轮处产生所需的车轮扭矩的量；
(c)传递发动机扭矩至车轮；及
(d)减少所述电机产生的扭矩同时增加发动机扭矩，以使所述发动机和所述电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
2.如权利要求1所述的方法，其特征在于，步骤(a)还包括使用车速和加速器踏板位置来确定所需车轮扭矩的步骤。
3.如权利要求1所述的方法，其特征在于，还包括确定加速器踏板位置大于基准踏板位置的步骤。
4.如权利要求1所述的方法，其特征在于，所述车辆还包括用于向所述电机提供电力的电池，所述方法还包括下述步骤：
确定所述电池的充电状态是否高于基准充电状态；
如果所述电池的充电状态高于所述基准充电状态，则使用所述电机产生所需车轮扭矩；而
如果所述电池的充电状态低于所述基准充电状态，则使用所述发动机产生所需车轮扭矩。
5.如权利要求1所述的方法，其特征在于，还包括下述步骤：
确定所述电机的温度是否高于基准温度；
如果所述电机的温度低于所述基准温度，则使用所述电机产生所需车轮扭矩；而如果所述电机的温度高于所述基准温度，则使用所述发动机产生所需车轮扭矩。
6.如权利要求1所述的方法，其特征在于，所述动力传动系统包括具有多个挡位和输入离合器的变速器，且步骤(b)还包括：
接合所述变速器的选择的挡位；及
使所述输入离合器进行行程运动以通过该选择的挡位将所述发动机传动连接到车轮同时所述电机在车轮处产生所需的车轮扭矩的量。
7.如权利要求1所述的方法，其特征在于，所述动力传动系统包括具有输入离合器的变速器，所述方法还包括下述步骤：
控制所述输入离合器的最大扭矩和发动机扭矩的量以使所述发动机不失速。
8.如权利要求1所述的方法，其特征在于，步骤(b)还包括用空燃混合气对发动机进气歧管和至少一个发动机汽缸充气同时所述电机在车轮处产生所需的车轮扭矩的量的步骤。
9.在包括传动连接到第一车轮、变速器、变速器输入离合器的发动机和传动连接到第二车轮的电机的车辆动力传动系统中，一种防止位于斜坡上的有轮车辆倒溜的方法，所述方法包括下述步骤：
(a)确定防止所述车辆倒溜所需的车轮扭矩的量；
(b)使用所述电机在第二车轮处产生所述所需的车轮扭矩的量同时接合所述变速器的选择的挡位并使所述变速器输入离合器进行行程运动；
(c)通过所述变速器输入离合器和所述变速器将所述发动机产生的扭矩传递到第一车轮；及
(d)减少所述电机产生的扭矩同时增加发动机扭矩，以使所述发动机产生的第一车轮处的车轮扭矩和所述电机产生的第二车轮处的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
10.如权利要求9所述的方法，其特征在于，所述步骤(a)还包括使用车速和加速器踏板位置来确定所需车轮扭矩的步骤。
11.如权利要求9所述的方法，其特征在于，所述车辆还包括用于向所述电机提供电力的电池，所述方法还包括下述步骤：
确定所述电池的充电状态是否高于基准充电状态；
如果所述电池的充电状态高于所述基准充电状态，则使用所述电机产生所需车轮扭矩；而
如果所述电池的充电状态低于所述基准充电状态，则使用所述发动机产生所需车轮扭矩。
12.如权利要求9所述的方法，其特征在于，还包括下述步骤：
确定所述电机的温度是否高于基准温度；
如果所述电机的温度低于所述基准温度，则使用所述电机产生所需车轮扭矩；而如果所述电机的温度高于所述基准温度，则使用所述发动机产生所需车轮扭矩。
13.如权利要求9所述的方法，其特征在于，还包括下述步骤：
控制所述输入离合器的最大扭矩和发动机扭矩的量以使所述发动机不失速。
14.如权利要求9所述的方法，其特征在于，步骤(b)还包括用空燃混合气对发动机进气歧管和至少一个发动机汽缸充气同时所述电机在车轮处产生所需的车轮扭矩的量的步骤。
15.在包括发动机、变速器、变速器输入离合器及通过所述变速器连接到第一车轮的第一电机和连接到第二车轮的第二电机的车辆动力传动系统中，一种防止位于斜坡上的有轮车辆倒溜的方法，所述方法包括下述步骤：
(a)确定防止所述车辆倒溜所需的车轮扭矩的量；
(b)使用所述第二电机在第二车轮处产生车轮扭矩，使用所述第一电机在第一车轮处产生车轮扭矩，同时接合所述变速器的选择的挡位并使所述变速器输入离合器进行行程运动；
(c)通过所述变速器输入离合器和所述变速器将所述发动机产生的扭矩传递到第一车轮；及
(d)减少所述第一电机和第二电机产生的扭矩的量同时增加发动机扭矩，以使所述发动机及所述第一电机和第二电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
16.如权利要求15所述的方法，其特征在于，所述步骤(b)还包括使用所述第一电机和第二电机，以使所述第一电机和第二电机产生的车轮扭矩的总和基本上等于所述所需的车轮扭矩的量。
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