CN101395552B - 混合动力车辆动力系控制方法和装置 - Google Patents

混合动力车辆动力系控制方法和装置 Download PDF

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CN101395552B
CN101395552B CN2007800079990A CN200780007999A CN101395552B CN 101395552 B CN101395552 B CN 101395552B CN 2007800079990 A CN2007800079990 A CN 2007800079990A CN 200780007999 A CN200780007999 A CN 200780007999A CN 101395552 B CN101395552 B CN 101395552B
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battery
vehicle
powertrain control
engine
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CN101395552A (zh
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J·M·马圭尔
M·拉加万
R·P·罗瑟
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GM Global Technology Operations LLC
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Abstract

提供一种用于控制混合动力车辆动力系的方法，包括：记录希望路线的起点和终点；确定最优燃料效率路线；和基于所述路线执行动力系控制策略。连续评估实时交通数据和地形信息，并基于所述数据更新路线和动力系控制策略。也提供一种混合动力车辆，所述混合动力车辆包括发动机；电动机/发电机；电池；导航系统，所述导航系统用于接收路线起点和终点。动力系控制模块(PCM)检测电池电量，且当选择所述点时，基于所检测的电量水平确定沿最优燃料效率路线的动力系策略，在没有使用者选择的路线点时，保持所述电量水平。传感器接收实时交通数据，且导航系统包括地形数据以确定最优燃料效率路线。

Description

混合动力车辆动力系控制方法和装置
技术领域
本发明总体上涉及具有控制方法以改进车辆的燃料效率的混合动力车辆，且更具体地涉及用于确定最优能量管理策略的方法和装置，用于最大化以电量消耗模式操作的混合动力车辆的燃料经济性。
背景技术
常规混合动力车辆由发动机和一个或更多的电动机/发电机供以动力，电动机/发电机继而由可再充电的电池供以动力或激励。在电量消耗模式中，在行进期间电池被缓慢地允许放电或下降至最小或阀值电量水平；且当车辆到达目的地时可以再充电，例如通过使用可从发动机输出、电动机/发电机得到的能量，和/或通过将电池插入可得到的能量源，如电气出口。
在混合动力车辆操作期间，控制方法通常选择优选的动力源或动力源组合(即，发动机和/或一个或更多的电动机/发电机)，以便以最优燃料效率的方式给混合动力车辆供以动力。控制方法也包括监测电池电量水平且排定电池再充电，以确保电动机/发电机保持可操作以驱动混合动力车辆。电池维持在电量消耗或电量保持模式中。总体而言，当控制方法选择电动机/发电机作为优选动力源时，如当车辆从静止加速时，电池进入电量消耗模式，从电池吸取能量，从而消耗电池电量。在电量保持模式中，电池维持在特定电量水平，保存或保持电池电量水平。
管理可得到的混合动力源的选择和/或组合的给定控制方法或算法的效率受多个外部因素影响。例如，车辆行程或路线距离、路线地形和路线期间制动频繁性，均影响该路线期间的车辆速度曲线。因而，在确定最优动力系策略中“预测”计划路线的能力有助于最大化混合动力车辆在该路线期间的燃料经济性。
发明内容
因而，提供一种用于控制混合动力车辆动力系的方法，所述混合动力车辆动力系具有内燃机和电动机/发电机。所述方法包括：记录包含希望路线的起点和终点在内的至少一组路线输入数据；为车辆确定最优燃料效率路线；基于最优路线曲线选择动力系控制策略；和执行所述策略。
在本发明的一方面，所述方法包括接收实时交通数据作为额外的一组路线输入数据。
在本发明另一方面，所述方法包括接收描述最优燃料效率路线的地形的地形信息作为又一组路线输入数据。
在本发明另一方面，所述方法包括连续评估实时交通数据，并基于所述连续评估的实时交通数据更新路线和动力系控制策略。
在本发明另一方面，所述方法包括：设定阀值电池电量水平；确定当前电量水平；和基于所述阀值和当前电量状态之间的差确定动力系控制策略。
在本发明另一方面，所述动力系控制策略包括使用发动机给车辆供以动力，且包括发动机内的均质充气压缩点火、进气端口燃料喷射、主动燃料管理、直喷策略、和可变压缩比策略中的一种。
在本发明另一方面，所述动力系控制策略包括使用乙醇、汽油、二甲醚和柴油燃料中的至少一种来运行内燃机。
在本发明另一方面，提供一种用于优化车辆燃料经济性的方法，所述车辆具有混合动力系，所述混合动力系包括发动机、电池和至少一个电动机/发电机。所述方法包括：确定车辆优选路线的存在或不存在，包括所述优选路线的起点和终点，和选择电量消耗或电量保持动力系控制策略中的一种。当确定优选路线时，选择电量消耗策略，当未确定优选路线时，选择电量保持策略。
在本发明另一方面，提供一种混合动力车辆，所述混合动力车辆包括：发动机；电动机/发电机；电池，所述电池可操作地连接到所述发动机和所述电动机/发电机，且可由其再充电；导航系统，所述导航系统可操作用于部分基于使用者选择的路线起点和终点确定最优燃料效率路线；和动力系控制模块(PCM)，所述动力系控制模块可操作地连接到所述导航系统。PCM检测电池电量水平，且当选择使用者选择的点时，基于所述电量水平确定沿最优燃料效率路线的最优动力系策略，在没有使用者选择的起点和终点时，保持所检测到的电量水平。
在本发明另一方面，多个车辆传感器从外部源接收实时交通数据，PCM接收所述实时交通数据，并基于所接收的实时交通数据和使用者选择的点确定最优路线。
本发明的上述特征和优势以及其它特征和优势从用于实施本发明的最佳模式的以下详细说明结合附图显而易见。
附图说明
图1是根据本发明的混合动力车辆的示意图；和
图2是示出了本发明的优选方法的流程图。
具体实施方式
参见附图，其中相同的附图标记指的是相同的部件，图1示出了根据本发明的混合动力车辆10的示意图。混合动力车辆10显示用于图示说明的目的，且可替换的混合动力车辆结构可以在本发明的范围内预料到。混合动力车辆10包括可操作地连接到变速器14的发动机12。变速器14包括至少一个电动机/发电机16，当用作电动机时，电动机/发电机16由可再充电电池18供以动力，当用作发电机时，电动机/发电机16可操作用于给电池18再充电。变速器输出或转矩传递给车轮19，从而推进或驱动混合动力车辆10。动力系控制模块(或PCM)22可操作地连接到发动机12和变速器14。
当混合动力车辆10被驱动或操作时，PCM22产生最优动力系控制策略，以便以最优燃料效率的方式给混合动力车辆10供以动力。动力系控制策略包括例如确定何时运行发动机12和电动机/发电机16、和/或何时给电池18充电。如下文详细讨论的，PCM22包括控制方法或算法38(见图2)，如下文所述，控制方法或算法38设置或程序设计为对特定行程“预测”且产生动力系控制策略和最优路线。对于本发明，“预测”指的是预期未来驱动条件或事件的能力。
为了“预测”，PCM22可操作地连接到车辆导航系统24。为了起动本发明的方法，操作者以路线的起点和终点形式手动地将用于优选路线的路线输入数据输入到导航系统24中。导航系统24可以使用全球定位系统(或GPS，未示出)获得车辆10的当前位置，或当前位置可以替换地通过操作者手动输入。因而，表示优选路线或行程的起点和终点的数据提供给PCM22。
PCM22包括存储器设备26。电子地图，如从位于Southfield，Michigan的TeleAtlas商业可得到的电子地图，优选地存储在存储器设备26中。使用电子地图连同特定路线或行程的起点和终点，PCM22可以选择最优路线。确定哪一路线是最优路线优选地主要基于车辆燃料经济性，然而，其它考虑可包括例如，行程的估计时间、行程需要的距离、和/或交通管制。电子地图优选地包括也可以用来选择最优路线的高度或地形信息。作为示例，具有极端的高度变化的较短路线，如丘陵或多山地形，比大体上恒定或平坦高度的较长路线，需要更多的燃料消耗。
PCM22从多个外部源28中的一个或更多接收以实时交通信息形式的“预测”数据。实时交通源28包括例如，
Figure G2007800079990D0004095719QIETU
系统、卫星无线电设备、车辆-车辆通信设备、和/或蜂窝电话连接。在确定最优路线中，该实时交通数据由PCM22使用。作为示例，与具有较少交通的较长路线相比，具有过多的交通堵塞的较短路线需要车辆更频繁地加速和减速，从而增加燃料消耗，从而较长的路线是最优路线。
PCM22从多个车辆传感器30中的一个或更多接收车辆数据。车辆传感器30设置或程序设计为接收和/或监测多个车辆特征，例如燃料水平，剩余电池电量或当前电量水平、温度、和/或速度、或其它类似的车辆特征。该接收或监测的传感器数据用于确定动力系控制策略。作为示例，如果电池电量水平低，即小于或等于预定或阀值电池电量水平，需要操作发动机12以给车辆10供以动力且充电电池18，从而保持足够的车辆性能。
已经在上文描述了本发明的装置，现在将阐述优选方法。图2示出了本发明的方法或算法38。更准确地，图2示出了表示由PCM22(如图1所示)执行的步骤的方块图。
以步骤40开始，算法38确定是否选择或输入优选路线，如通过确定描述优选路线的使用者选择的起点和终点是否已经输入导航系统24(见图1)。如上文所述，起点数据可从GPS系统(未示出)获得，或可以通过车辆操作者手动输入导航系统24(见图1)。表示行程的终点的数据优选地通过车辆操作者手动输入。如果起点和终点数据未在步骤40输入，算法38默认到步骤52，且采用更常规的“电量保持策略”或模式，如下文更详细限定的。否则，算法38前进到步骤42。
在步骤42，路线数据由PCM22(见图1)接收且记录在存储器26中。然后，算法38前进到步骤44。
在步骤44，算法38选择最优路线，且产生动力系控制策略。这两个目标之间可能有关联，从而最优路线的选择可能影响动力系控制策略，反之亦然。因而，最优路线和动力系控制策略一起选择，优选地基于例如从实时交通源28如前所述接收或监测的“预测”数据、来自车辆传感器30的车辆数据、和/或存储或记录在存储器设备26(见图1)中的地图或地形信息。选择或确定的最优路线优选地经由导航系统24(见图1)传送给车辆操作者。
根据优选实施例，步骤44的动力系控制策略以“电量消耗模式”操作混合动力车辆10(如图1所示)。对于本发明，“电量消耗模式”是这样一种模式，其中车辆10主要由电动机/发电机16供以动力，从而当车辆10到达目的地时电池18耗尽或几乎耗尽。换句话说，在电量消耗模式期间，发动机12仅操作至确保在到达目的地之前电池18不耗尽所需要的程度。常规的混合动力车辆以“电量保持模式”操作，其中，如果电池电量水平下降到预定水平(例如，25％)以下，发动机自动运行以给电池再充电。因而，通过以电量消耗模式操作，混合动力车辆10可以保存否则在常规混合动力车辆中为保持25％电池电量水平而被消耗的燃料的一些或全部。应当理解，如果在到达目的地之后，通过将电池18插入能量源(未示出)可以给电池18再充电，车辆10优选地仅以电量消耗模式操作。
根据可替换实施例，步骤44的动力系控制策略使用均质充气压缩点火(或HCCI)操作发动机12(见图1)。如本领域技术人员已知的，HCCI是有效的操作模式，其中内燃机产生压力以自动地点火燃烧气体(即，不用火花)。也可以预料到设置为改进效率和燃料经济性的额外发动机12操作模式。例如，可替换发动机12操作模式包括当前的基准线燃烧技术，如进气端口燃料喷射；以及其它先进的燃烧策略，如可变气门致动(VVA)、主动燃料管理(也称为按需排量或汽缸停用)、直接喷射、或可变压缩比。
根据另一可替换实施例，步骤44的动力系控制策略使用多种燃料操作发动机12，以改进特定应用的效率和燃料经济性。这样的燃料包括例如，汽油或柴油，或包括可替换燃料，如乙醇或二甲醚。一旦在步骤44中选择最优路线且确定动力系控制策略，算法38前进到步骤46。
在步骤46，算法38执行在步骤44中产生的动力系控制策略。更准确地，PCM22(见图1)控制发动机12和变速器14，包括电动机/发电机16和电池18，以便以由动力系控制策略规定的方式给车辆10供以动力。算法38然后前进到步骤48。
在步骤48，算法38连续评估路线输入数据，所述路线输入数据包括来自实时交通源28(见图1)的“预测”数据和来自车辆传感器30的车辆数据。执行该步骤以考虑在最初选择最优路线和产生动力系控制策略时不可得到的新信息。作为示例，如果车辆沿先前选择的最优路线行进，且PCM22接收表示当前选择的路线由于交通事故变堵塞的实时交通信息，则可能需要选择替代路线。算法然后前进到步骤50。
在步骤50，算法38确定步骤48的输入数据是否需要改变路线或控制策略。在步骤50中，如果步骤48的输入数据不需要改变路线或控制策略，算法38继续以步骤48循环且连续评估输入数据。在步骤50中，如果步骤48的输入数据需要改变路线或控制策略，算法38返回到步骤44。
在步骤52(见步骤40)，算法38缺省为“电量保持模式”，如上文所述。在步骤52，PCM22检测或测量电池18的当前或现有电量水平，且将该当前电量水平与存储的阀值或最小电池电量比较。算法38然后前进到步骤54，其中PCM22执行缺省的电量保持模式，从而将电池18的电量水平保持在阀值电池电量水平或以上。
虽然已经详细描述用于实施本发明的最佳模式，本发明所属领域技术人员将认识到在所附权利要求书范围内用于实施本发明的各种可替换设计和实施例。

Claims (17)

1.一种用于控制混合动力车辆动力系的方法，所述混合动力车辆动力系具有内燃机、至少一个电动机/发电机和可再充电电池，所述方法包括：
记录至少一组路线输入数据，所述至少一组路线输入数据包含车辆优选路线的起点和终点；
基于所述至少一组路线输入数据，确定到达所述终点的最优燃料效率路线；
选择动力系控制策略以获得所述最优燃料效率路线，其中所述动力系控制策略包括确定何时运行发动机和所述至少一个电动机/发电机以及何时给电池充电；和
执行所述动力系控制策略。
2.根据权利要求1所述的方法，其特征在于还包括接收实时交通数据，其中，所述至少一组路线输入数据包括所述接收的实时交通数据。
3.根据权利要求1所述的方法，其特征在于还包括接收描述所述路线的地形的地形信息，其中，所述至少一组路线输入数据包括所述接收的地形信息。
4.根据权利要求2所述的方法，其特征在于还包括连续评估所述实时交通数据，并至少部分地基于所述连续评估的实时交通数据更新所述路线和所述动力系控制策略。
5.根据权利要求1所述的方法，其特征在于，所述确定最优燃料效率路线包括：设定阀值电池电量水平；确定当前电池电量水平；和至少部分地基于所述当前电池电量水平和所述阀值电池电量水平之间的差确定所述动力系控制策略。
6.根据权利要求1所述的方法，其特征在于，产生所述动力系控制策略包括使用发动机给车辆供以动力，且还包括使用均质充气压缩点火、进气端口燃料喷射、主动燃料管理、直喷策略、和可变压缩比策略中的一种。
7.根据权利要求1所述的方法，其特征在于，确定所述动力系控制策略包括使用乙醇、汽油、二甲醚和柴油燃料中的至少一种来运行内燃机。 
8.一种用于优化车辆燃料经济性的方法，所述车辆具有混合动力系，所述混合动力系包括发动机、电池和至少一个电动机/发电机，所述方法包括：
确定使用者选择的优选车辆路线终点存在或不存在；和
选择电量消耗模式或电量保持模式中的一种，所述电量消耗模式是指车辆主要由电动机/发电机供以动力从而当车辆到达目的地时电池耗尽或几乎耗尽的模式，并且所述电量保持模式是指如果电池电量水平下降到预定水平以下发动机自动运行以给电池再充电的模式；
其中，当确定所述存在时，选择所述电量消耗模式；当确定所述不存在时，选择所述电量保持模式。
9.根据权利要求8所述的方法，其特征在于，选择所述电量消耗模式，所述方法还包括：检测当前电池电量水平；基于所述检测的当前电池电量水平确定最优燃料效率路线；和确定动力系控制策略以优化车辆在所述路线上的燃料经济性。
10.根据权利要求9所述的方法，其特征在于还包括接收实时交通数据，其中，所述确定最优燃料效率路线包括：连续评估所述接收的实时交通数据，并响应于所述评估的实时交通数据更新所述动力系控制策略。
11.根据权利要求9所述的方法，其特征在于还包括：接收描述所述路线的地形的地形信息；和响应于所述地形信息更新所述动力系控制策略。
12.根据权利要求8所述的方法，其特征在于，选择所述电量保持模式，所述方法还包括：检测电池的电量水平；和连续给电池再充电以保持所述检测的电量水平。
13.一种混合动力车辆，所述混合动力车辆包括：
发动机；
电动机/发电机；
电池，所述电池可操作地连接到所述发动机和所述电动机/发电机，且至少使用所述发动机和所述电动机/发电机再充电；
导航系统，所述导航系统可操作用于接收使用者选择的路线起点和终点；和
动力系控制模块PCM，所述动力系控制模块可操作地连接到所述 导航系统，其中，所述PCM可操作为：检测所述电池的电量水平，和当选择所述路线起点和终点时，部分基于所述检测的电量水平确定沿最优燃料效率路线的动力系策略；在没有所述起点和终点时，可操作来保持所述电池的所述检测的电量水平。
14.根据权利要求13所述的混合动力车辆，其特征在于包括多个车辆传感器，所述多个车辆传感器可操作用于从相对于车辆的外部源接收实时交通数据，其中，所述PCM设置为：接收所述实时交通数据，并部分基于所接收的实时交通数据和所述起点和终点确定所述最优燃料效率路线。
15.根据权利要求13所述的混合动力车辆，其特征在于，所述导航系统包括所述路线的地形数据，且所述PCM部分基于所述地形数据确定所述路线。
16.根据权利要求13所述的混合动力车辆，其特征在于，所述动力系策略包括用所述发动机给车辆供以动力，且包括所述发动机内的均质充气压缩点火、进气端口燃料喷射、主动燃料管理、直喷策略、和可变压缩比策略中的一种。
17.根据权利要求13所述的混合动力车辆，其特征在于，所述动力系策略包括使用乙醇、汽油、二甲醚和柴油燃料中的至少一种来运行所述发动机。 
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US7539562B2 (en) 2009-05-26
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