CN101445106A - 控制混合动力系排气后处理系统温度的方法和装置 - Google Patents
控制混合动力系排气后处理系统温度的方法和装置 Download PDFInfo
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Abstract
本公开涉及控制混合动力系排气后处理系统温度的方法和装,一种内燃机,其以流体连接方式连接到排气后处理系统并可操作地连接变速器,以将牵引动力传送到传动系统。在发动机运行周期中通过确定排气后处理系统温度以及基于排气后处理系统温度和优选的排气后处理系统的温度范围来调节发动机功率输出,以控制发动机。控制电力机械变速器来基于调节后发动机功率输出将牵引动力传送至传动系统,以满足操作者对扭矩的要求。
Description
相关申请的交叉引用
本申请要求于2007年11月7日提交的美国临时申请No.60/985,981的权益,因此该临时申请通过引用而结合于本申请中。
技术领域
本公开大体上涉及用于混合动力系统的控制系统。
背景技术
本部分的陈述仅提供与本公开相关的背景信息,并且可不构成现有技术。
包括混合动力系架构的动力控制系统用来满足操作者对性能(例如扭矩和加速度)的要求。操作者对性能的要求与其它操作者需求和调整,例如燃料经济性及排放相平衡。操作者对性能的要求与其它操作者需求和调整的平衡,可以通过在前进运行过程中对与特定运行条件相关联的发动机动力损失进行定量来完成。
在运行过程中,用以确定瞬时发动机功率损失的已知系统利用存储在车载计算机中的预修正表,根据测得的运行条件来确定损失。此类系统消耗大量的计算机存储器。存储器空间由发动机运行模式例如停缸进一步占用。这种系统不能适应运行条件的变化,包括发动机预热和排气后处理系统的预热。
发明内容
内燃机以流体连接的方式连接到排气后处理系统,并且可操作地连接到电力机械变速器,以将牵引动力传送到传动系统。在发动机运行周期期间,通过确定排气后处理系统的温度,并根据排气后处理系统的温度和排气后处理系统的优选温度范围对发动机的功率输出进行调节,来控制发动机。根据经调节的发动机功率输出对电力机械变速器进行控制,以将牵引动力传送到传动系统,从而满足操作者对扭矩的请求。
附图说明
参看附图,现在将以示例的方式描述一个或多个实施例,在附图中:
图1是根据本公开的用于动力系和控制系统的示范性架构的示意图;
图2是根据本公开的示意图;以及
图3A和3B是根据本公开的图解数据。
具体实施方式
现在参照附图,其中,显示仅仅是为了示出某些示范性实施例的目的,而不是为了限制这些实施例,图1描述了用来执行控制程序的示范性动力系和控制系统。该动力系包括内燃机14以及第一电机(‘MG-A’)56和第二电机(‘MG-B’)72。内燃机14以及第一电机56和第二电机72均产生动力,该动力通过变速器10传送至输出部件64,例如用于车辆的传动系统(未示出)。由内燃机14以及第一电机56和第二电机72产生并传送至变速器10的动力,以输入扭矩和速度来表征和描述,输入扭矩在本文中分别称为Ti、TA和TB,速度在本文中分别称为Ni、NA和NB。
发动机14包括多缸内燃机,该多缸内燃机可选择地运行于若干种状态下,以经由输入部件12例如旋转轴将动力传送到变速器10。发动机14可以是火花点火式发动机、压缩点火式发动机、可选择地运行于受控的自动点火模式下的火花点火式发动机以及其它发动机构造。发动机14包括可操作地联接到变速器10的输入部件12的机轴。转速传感器监测输入部件12的转速。发动机14由发动机控制模块(下文称为‘ECM’)23监测并控制。发动机运行点,包括发动机转速NE和输出扭矩TE,表示发动机14的功率输出。由于在介于发动机14和变速器10之间的输入部件12上放置了扭矩消耗构件,例如液压泵和/或扭矩管理器件,发动机运行点可与传送到变速器10的输入速度Ni和输入扭矩Ti不同。
发动机14以流体连接的方式连接到排气后处理系统16,该排气后处理系统16包括适用于将发动机排气供给流组分氧化和/或减少(即转换)为惰性气体和/或对颗粒物质进行捕捉的一个或多个设备。关键的示范性排气供给流组分可包括碳氢化合物(下文称为‘HC’)、一氧化碳(下文称为‘CO’)、氮氧化物(下文称为‘NOx’)和颗粒物质(下文称为‘PM’)。排气后处理系统16的设备构造成用以在某条件下运行,该条件特征在于优选的温度范围和优选的流率,在该条件下可优化HC、CO、NOx和PM中的一个或多个的转换效率。当排气后处理系统16暴露于优选温度范围以下的温度并运行于该温度时,一个结果可包括排气组分的转换效率降低,该转换包括HC和CO的氧化、NOx的减少和PM的燃烧。当排气后处理系统16暴露于并达到高于优选温度范围的温度时,一个结果可包括热损伤。当发动机14是主要以化学计量空气/燃料比运行的火花点火式发动机时,排气后处理系统16可包括元件,该部件包括三元催化转换器,其具有大约300℃的点燃温度以及在大约300℃和大约600℃之间的优选温度范围。当发动机14是在化学计量空气/燃料比和稀空气/燃料比中可选择地运行的火花点火式发动机时,排气后处理系统16可包括元件,该元件包括三元催化转换器和稀NOx吸附器设备,其具有在大约250℃和大约500℃之间的优选温度范围以及高于大约600℃的用于再生的优选短期运行温度。当发动机14是压缩式点火发动机时,排气后处理系统16可包括元件,该元件包括稀NOx吸附器设备,氧化催化转换器,以及颗粒收集器;该氧化催化转换器具有大约300℃的点燃温度以及在大约300℃和大约600℃之间的优选温度范围,该颗粒收集器可具有在大约250℃和大约500℃之间的优选运行温度范围和高于大约600℃的用于再生的优选短期运行温度。当发动机14是在稀空气/燃料比和受控的自动点火燃烧模式中可选择地运行的火花点火式发动机时,排气后处理系统16可包括三元催化转换器,稀NOx吸附器设备和颗粒收集器。以上描述意图举例说明用于排气后处理系统16的元件和这些元件的构造,并不是有效构造的穷举描述。
通过发动机运行点、发动机运行模式以及发动机14可选择性地运行于其中的发动机状态来描述发动机运行。发动机运行模式包括化学计量运行模式和富运行模式其中一种模式下的空气/燃料比运行。当发动机14作为压缩式点火发动机来运行,或者发动机14是在受控自动点火燃烧模式中运行的火花点火式发动机时,空气/燃料比运行可额外地包括稀运行模式。发动机运行模式还包括发动机温度管理,该发动机温度管理包括催化器预热模式和预热后催化器模式,如参照图3A和3B进一步详细讨论的那样,这些模式可基于排气后处理系统16的温度。
在开始增加由发动机14产生的燃烧热之后的发动机运行过程中,发动机预热模式包括发动机运行控制程序,当发动机14包括火花点火式发动机时,该程序包括延迟火花点火定时,当发动机14包括压缩式点火发动机时,该程序包括延迟燃料注入定时。在燃烧过程中产生的增加的热可传递到后处理系统16。发动机状态包括正常发动机状态和停缸状态。在正常发动机状态下,所有发动机汽缸被供给燃料并点燃。在停缸状态下,通常是汽缸的一半(例如V型构造发动机的一排(bank))停止。汽缸的一排可通过停止向其注入燃料并停止阀门来停缸。
第一电机56和第二电机72均包括三相交流电机,该电机具有可以在定子内旋转的转子。电能存储设备(下文称为‘ESD’)74是经由直流传送导体27而联接到变速器动力变换器模块(下文称为‘TPIM’)19的高压直流存储设备。该TPIM 19是控制系统的元件。
变速器10优选包括如下设备:可操作地联接到发动机14的机轴的输入部件12,一个或多个行星齿轮组,一个或多个扭矩传递设备(例如离合器、制动器)和输出部件64。第一电机56和第二电机72中各电机的定子接地到变速器10的壳体上,且该定子可操作地联接到行星齿轮组的旋转元件上,以将扭矩传递到该元件。其中一个行星齿轮组的元件可操作地联接到输入部件12上,且其中一个行星齿轮组的元件可操作地联接输出部件64上。变速器10接收来自扭矩生成设备的输入动力,该扭矩生成设备包括发动机14以及第一电机56和第二电机72,其输入动力分别产生于从燃料到能量的转换或存储在ESD74中的电势能。通过变速器10传送的牵引动力经过输出部件64而输出到传动系统。
本文描述的控制系统包括总体车辆控制架构的子集,并提供动力系的协调系统控制。控制系统合成相关信息和输入,并执行算法来控制各种促动器,以达到对燃料经济性、排放、性能、驾驶性能和硬件(包括ESD 74电池和第一电机56和第二电机72)保护的控制目的。分布式控制模块系统包括ECM 32、变速器控制模块(下文称为‘TCM’)17、电池组控制模块(下文称为‘BPCM’)21和TPIM 19。混合控制模块(下文称为‘HCP’)5提供管理控制以及对ECM 23、TCM 17、BPCM 21和TPIM 19的协调。用户接口(‘UI’)13可操作地连接到多个设备上,通过该用户接口,车辆操作者控制或指挥动力系的运行。该设备包括:加速器踏板113(‘AP’),操作者的扭矩请求通过该加速器踏板113来确定;操作者制动器踏板112(‘BP’);变速器齿轮选择器114(‘PRNDL’);以及车辆速度巡航控制(未示出)。变速器齿轮选择器114可具有离散数量的操作者可选位置,以使得能够产生输出部件64的前进方向和倒退方向其中之一。
ECM 23可操作地连接到发动机14上,并用于经过多个离散的线路分别从发动机14的多种传感器获得数据,并分别控制的发动机14的多种促动器,这些离散的线路共同显示为集成线35。ECM 23监测发动机运行条件,包括:监测来自各种发动机传感设备的输入以及发动机运行,以确定发动机速度(RPM)、发动机负载(制动扭矩,N-m)、气压和发动机冷却剂温度。运行以监测发动机运行条件的发动机传感设备包括机轴传感器,以及质量空气流传感器;ECM 23通过该机轴传感器来确定发动机速度NE(RPM);ECM 23利用该质量空气流传感器来确定发动机扭矩TE或负载(例如以N-m表示的NMEP)。发动机负载还可以通过监测操作者对加速器踏板113的输入来确定。发动机传感设备还包括冷却剂温度传感器以及排气传感器,ECM 23通过该冷却剂温度传感器来监测发动机温度,ECM 23通过该排气传感器来监测排气供给流,例如,空气/燃料比、温度或排气组分。ECM 23监测发动机运行条件和排气,发动机运行条件包括发动机速度(RPM)、负载(制动器扭矩或以N-m表示的NMEP)、气压、冷却剂温度以及排气,例如空气/燃料比。发动机空气/燃料比可以由传感器直接测量或根据发动机运行条件进行评估。ECM23可执行算法编码,以根据发动机运行条件来评估排气后处理系统16的元件温度。或者,一个或多个温度传感设备可适用于对排气后处理系统16其中一个元件的温度进行监测。ECM23产生并传送命令信号,以控制发动机促动器,包括例如燃料注射器、点火模块和节流器控制模块。
TCM 17可操作地连接到变速器10,并用于从多种传感器获得数据并将命令信号提供到变速器10,包括监测来自压力开关的输入,选择性地促动压力控制螺线管以及切换螺线管来促动离合器以实现各种变速器运行模式。BPCM 21以信号连接的方式连接到一个或多个传感器上,其运行以监测ESD 74电流或电压参数,以将关于电池状态的信息提供到HCP 5。该信息包括电池充电状态(‘SOC’)、电池电压、安培-小时吞吐量和可用的电池功率。
TPIM 19通过传送导体29与第一电机56来回传递功率,并且TPIM19响应于第一电机56和第二电机72的电动机扭矩命令而类似地通过传送导体31与第二电机72来回传递功率。根据ESD 74是充电还是放电,将电流传递到ESD 74以及从ESD 74传出。TPIM 19包括成对的变速器变换器,且相应的电动机控制模块(未示出)构造成用于接受发动机控制命令并根据该命令来控制变换器状态,从而提供电动机驱动或再生功能。
各上述控制模块优选包括通用数字计算机,其通常包括:微处理器或中央处理器,存储介质,高速时钟,模拟-数字转换电路和数字-模拟转换电路,以及输入/输出电路和设备及适当的信号处理与缓冲电路,其中,存储介质包括随机访问存储器、非易失性存储器,例如只读存储器和电可编程只读存储器。各控制模块均具有一套控制算法,该算法包括机器执行码和存贮在只读存储器中的修正值,并可执行以提供各个控制模块的相应功能。各上述控制模块与其它控制模块、传感器和促动器通过局域网(‘LAN’)总线6而连通。局域网总线6允许在各种控制模块之间的控制参数和命令的结构性连通。所使用的特定通信协议是专用的。局域网总线6和适当的协议在上述控制模块之间提供了稳定的消息传送和多控制模块接口,并且其它控制模块提供了例如防锁死刹车、牵引控制和车辆稳定性的功能。
在各控制模块中的用于控制和状态评估的算法可在预设循环周期中执行,以使得各算法在每个循环周期至少被执行一次。存储在非易失性存储器设备中的算法通过相应的若干中央处理器来执行,以监测来自传感设备的输入并使用预设修正来执行控制和诊断程序,以控制各自设备的运行。以固定间隔来执行循环周期,例如在发动机和车辆运行期间,以每3.125、6.25、12.5、25、50及100毫秒来执行。或者可响应于事件的发生来执行算法。
在发动机运行周期中,即,从发动机启动到后来的发动机停止的发动机运行期间,控制模块执行控制程序来监测并控制发动机14,包括控制发动机14和电力机械变速器10,以通过在管理发动机14温度及排气后处理系统16温度的同时优化总体功率损失来减少总体能量损失。这包括执行控制程序来监测环境运行条件、发动机运行条件和动力系运行条件。环境运行条件包括环境温度和气压,优选用车辆上的传感设备(未示出)来监测。车辆运行被监测。控制程序包括优选存储于控制模块其中之一(例如HCP 5)的非易失性存储器设备中的机器可执行形式的算法。HCP 5执行控制程序,其估算发动机运行周期的未来功率损失,并确定当前功率损失以及所评估的发动机运行周期的未来功率损失在发动机运行范围内的变化率。
当前总体功率损失(‘PLOSS_TOT’)包括经过电力机械变速器10与第一电机56及第二电机72的功率损失(本文中也称为PLOSS_OTHER),以及发动机功率损失(本文中也称为PLOSS_ENG)。发动机功率损失包括:在当前的发动机运行中,在当前的发动机运行条件下,在该段时间内发动机14的功率损失的评估。这包括监测并确定发动机运行条件和发动机运行,以确定瞬时功率损失-包括发动机运行点的标称发动机功率损失(‘PLOSS_ENG_NOM’)和功率损失修正,本文中也称为ΔPLOSS ENG。
标称发动机功率损失PLOSS_ENG_NOM由以下所述的等式1来确定。
其中,包括生成的排放率,例如当前发动机运行条件下碳氢化合物的克数。项是常数项,源自特定的发动机设计,表示对应于排放生成率的最大发动机功率,例如KW-s每克碳氢化合物(kW/(g/s))。发动机功率项PENG包括由发动机产生的实际功率。这两项的差决定了标称发动机功率损失PLOSS_ENG_NOM。
排放性能的系统优化与对发动机14和排气后处理系统16进行预热的运行相平衡,以在发动机运行周期中实现最小总体能量损失。为了降低发动机运行周期中的燃料消耗和排气排放,优化程序确定了在该周期中的未来功率损失。
未来功率损失,在本文也称作ELOSS_FUTURE,包括基于当前运行条件来完成发动机运行周期所需的能量,如以下等式2所示。
积分的限值范围从当前时间t到发动机运行周期期间的最大时间tMAX。在运行过程中,随着时间t的增加,积分值减小,即,需要更少的能量来将排气后处理系统16预热到优选温度,例如600℃。下文中参照图3进行了图解描述。
降低总体能量损失包括在发动机运行周期剩余期间内操作发动机来降低能量损失,例如,直到排气后处理系统温度16达到优选的温度,例如600℃,或基于排气后处理系统16的设计和运行特征而确定的其它温度。本文描述的优化基于总体系统功率损失。该总体系统功率损失包括预定的修正,其防止对ESD 74过充电并确定使用第一电机56和第二电机72的成本。这就允许系统根据操作者对扭矩请求来改变发动机负载。
[0001]等式2可如下重写来表述未来功率损失,如下面的等式3所示。
ELOSS FUTURE(t,TCAT)=PLOSS TOT(t,TCAT)×Δt+ELOSS FUTURE(t+Δt,TCAT+ΔTCAT)[3]
其中TCAT包括排气后处理系统16的温度,这可简化为如下所示的等式4。
可通过降低功率损失以及未来功率损失的变化率来实现降低总体能量损失。上面等式4的导出可以以连续形式表示成偏微分,如下面的等式5所示。
其中,基于冷却剂温度且基于排气后处理系统16温度的能量而变化导出该偏微分。
项包括作为阵列储存在存储器中的预先修正因子,并且是基于发动机运行时间和催化器温度而确定的,催化器温度的范围从冷例如0℃到加热后例如600℃。项包括作为阵列储存在存储器中的预先修正因子,并且作为发动机运行时间和冷却剂温度的函数而确定,其使用离散的冷却剂温度,范围从冷例如-30℃到加热后例如90℃。发动机的修正值优选使用标准化发动机和车辆测试程序来开发。项包括基于特定车辆和系统应用的时间的用于排气后处理系统16温度变化的预先修正的多项式等式。对于项,存在多个多项式,这些多项式根据发动机状态在运行过程中选定,该发动机状态包括正常发动机运行和带有停缸汽缸的发动机运行。而且,存在开发以用于离散催化器温度的多项式等式,该温度范围从冷例如0℃到加热后的例如600℃及更高。这些多项式等式优选使用热损耗数据和发动机14的热模型而开发,以预知排气后处理系统16的预热率。通过根据上述等式5来计算未来功率损失中的变化率、并根据瞬时功率损失和未来功率损失变化率的结合来确定包括最小系统功率损失PLOSS_FINAL或的发动机运行点,可确定所评估的催化器预热模式期间未来功率损失的变化率。
标称发动机功率损失PLOSS_ENG_NOM基于发动机运行点来确定。在每50毫秒发动机循环周期中从预定修正表优选地确定标称发动机功率损失,其确定用于在温度、气压和化学计量空气/燃料比的标称发动机运行条件下的发动机速度和负载条件范围内的发动机14运行。如本文所述,使用带有基于排气后处理系统16温度修正的九项多项式等式来估算排气排放功率损失。为了正确地估算标称发动机功率损失,发动机运行条件容许范围中的所有速度和负载都用来估算排气排放产生。冷却剂温度或气压的变化可显著影响估算出的燃料消耗。为了说明由于发动机在非标准发动机运行条件下运行而引起的标称功率损失的变化,将发动机功率损失修正ΔPLOSS ENG添加到标称发动机功率损失PLOSS ENG中,如下文等式15所示及描述。
基于环境运行条件和发动机运行条件计算发动机功率损失修正ΔPLOSS ENG。如本文所述,基于发动机运行条件、发动机运行和环境运行条件,多个多项式等式简化为程序代码且持续执行,以计算功率损失修正和未来功率损失修正。基于输入速度Ni和输入扭矩Ti来确定功率损失修正。各功率损失修正和未来功率损失修正参照下面所示的等式6来确定。
ΔPLOSS ENG=C0+C1×Ti+C2×Ti2+C3×Ni+C4×Ni×Ti
+C5×Ni×Ti2+C6×Ni2+C7×Ni2×Ti+C8×Ni2×Ti2 [6]
发动机功率损失修正ΔPLOSS ENG包括下列参照等式7-14所述的多个多项式等式的和。
在现有运行条件下发动机的运行稳定所需的、与补充燃料相关的功率损失优选使用等式7来计算,如下所示。
与进行燃烧以优化HC排放相关的功率损失优选使用如下所示的等式8计算。
与进行燃烧以优化NOX排放相关的功率损失优选使用如下所示的等式9计算。
与进行燃烧以实现冷却剂和发动机油预热相关的未来功率损失使用如下等式10来计算:
与进行燃烧来实现废气后处理系统的预热以满足HC排放相关的未来功率损失优选使用如下所示的等式11来计算。
与进行燃烧来实现废气后处理系统的预热以满足NOX排放相关的未来功率损失优选使用如下所示的等式12来计算。
与进行燃烧以管理排气后处理系统16温度相关的未来功率损失优选使用如下所示的等式13计算。
与进行燃烧以防止发动机超温运行相关的未来功率损失优选使用如下所示的等式14计算。
基于发动机及环境运行条件和发动机来运行,等式7-14中的项经预先修正并作为阵列而存储在HCP5存储设备其中之一中。项TCOOL包括冷却剂温度。项EFUEL、EHC和ENOX包括与为了满足HC和NOX排放而补充燃烧有关的能量损失。和项包括预先修正的温度基于时间的变化,该温度随输入速度、扭矩和相应温度而变化。项和为基于排气后处理系统16温度的预先修正的能量变化,其随逝去时间t和排气后处理系统16温度而变化,且优选基于脱机能量损失来计算。项包括基于速度、负载和冷却剂温度的、冷却剂温度对时间的变化率。
系数β1□β8包括功率损失等式即等式7-14的权重因子,并被确定以用于发动机运行周期的逝去的发动机运行时间t的范围,以及排气后处理系统16温度TCAT和冷却剂温度TCOOL。通过使用发动机数据的最小二乘方拟合曲线优选地修正并估算系数β1□β8。系数β1□β8存储在各种运行条件下的ROM中的修正表中,且可在发动机运行过程中获取。优选地,修正系数使得β1+β2+β3=1、β4+β5+β6=1、β1=β4、β2=β5且β3=β6。如下文参照图3A和3B所述,系数β7包括预定的修正来控制发动机运行而管理排气后处理系统16温度。使用此方法管理排气后处理系统16温度,减少或消除了对于在燃料充足的条件下运行发动机14以对催化器温度进行管理的需要。β8项是用于管理发动机运行(速度和负载)以管理冷却剂温度的主观修正。线性插值用于当运行条件介于表中的值之间时来确定系数。
各等式7-14以等式6(特别是以已修正的系数C0-C8)和输入速度Ni及输入扭矩Ti的形式执行。各等式7-14的系数C0-C8使用最小二乘方曲线拟合优选地进行修正并估算,该最小二乘方曲线拟合使用在运行状态和运行模式下发动机运行过程中输入速度Ni和负载Ti的范围内产生的发动机数据而导出。因此,产生空气/燃料比运行模式的一组系数C0-C8,该模式包括各个化学计量和富运行模式,例如空气/燃料比等于0.1和0.7,且对于每个发动机温度管理模式包括预热和预热后模式。在各正常发动机状态和停缸状态下还产生了一组系数C0-C8。由各个标准和低气压,例如100kPa和70kPa,进一步导出一组系数C0-C8。上述一组系数C0-C8可存储在各种运行模式和发动机状态的一个存储设备内的阵列中,以用于在运行过程中获取。上述,具有产生并存储的八个系数C0-C8。在等式7-14中反应的发动机功率损失的多项式等式的加和导致对标准功率损失计算的功率损失修正。
在运行过程中估算每个等式7-14的多项式系数C0-C8并且然后添加用于与等式6一起使用的单组系数C0-C8,并且以每秒一次的相对慢的速率来更新。β1-β8权重因子确定不同类型发动机功率损失之间的权重,如下文所述。最终多项式等式每秒计算上百次来作为扭矩部件优化程序。在特殊发动机运行条件下确定功率损失可包括使用本文所述等式来确定功率损失,并在其中插值,以确定在实时运行条件下的功率损失。
通过加和标称功率损失及功率损失修正,控制程序可确定总体发动机功率损失,如下面所示的等式15。
PLOSS_ENG_TOT=PLOSS ENG+ΔPLOSS ENG [15]
标称发动机功率损失如等式1所述来确定,且功率损失修正如等式6所述利用从等式7-14获得的综合结果所确定的系数C0-C8来确定,并且基于上述的现有发动机运行和发动机及环境运行条件来确定。此运行允许包括复杂发动机功率损失特征来计算单一发动机功率损失。多项式等式6的最终系数C0-C8基于预修正因子和β1-β8权重因子而确定。可在相对低的更新率下确定系数C0-C8,例如每秒一次。最终多项式等式在下次更新之前使用于优化程序的大量时间中。
因此,总体功率损失PLOSS_TOT可由如下所示的等式16来确定。
PLOSS_TOT=PLOSS ENG+ΔPLOSS ENG+PLOSS_OTHER [16]
现在参照图2,其显示了示范性的降低程序来确定最小总体功率损失PLOSS_TOT,以降低总体能量损失。执行降低程序来确定优选的发动机运行,以降低总体发动机功率损失。降低程序优选包括二维搜索引擎260的执行,其在HCP 5中编码。二维搜索引擎260反复地产生发动机运行点,其范围覆盖允许的发动机运行点。发动机运行点包括输入速度和输入扭矩[Ni,Ti]j并且范围在最小和最大输入速度和输入扭矩(‘NiMin’,‘NiMax’,‘TiMin’,‘TiMax’)内。最小和最大输入速度和输入扭矩可包括可得到输入速度和输入扭矩,例如从发动机空运行到发动机满负荷运行,或者可包括其子集,其中由于相对于例如噪音、振动和粗糙度的运行特征的原因而限制该范围。
在反复循环266中执行产生的发动机运行点[Ni,Ti]j。标号“j”指的是特殊反复,且值的范围从1到n。反复的量n可由多种方法中的任意一种产生,可在搜索引擎内部,也可作为总体方法的一部分。反复循环226包括输入每个产生的发动机运行点[Ni,Ti]j到系统等式262,从中确定用于特殊反复的总体功率损失(PLOSS_TOT)j值。系统等式262包括算法,其执行上面的等式16。在发动机运行周期中,当确定排气后处理系统16温度低于优选的温度时,例如在冷启动过程中,如在等式8中所使用β2=1,且β1=0且β3=0,β5=1,且β4=0且β6=0,并且一组系数C0-C8由本文上述而导出。
在取决于其特征的二维搜索引擎260中,为特殊循环而确定的总体功率损失(PLOSS_TOT)j被返回、收集或分析。二维搜索引擎260反复地估算总体功率损失的值(PLOSS_TOT)j并基于反馈选取[Ni,Ti]新值来搜索最小总体功率损失。二维搜索引擎260在优选功率损失,即,从所有反复计算的值导出的最小总体功率损失(PLOSS_TOT)j中识别优选的[Ni,Ti]值。输入速度和输入扭矩的优选的总体功率损失和相应值[Ni,Ti,PLOSS_TOT]pref从HCP 5输出到ECM 23。ECM 23将优选的输入速度和输入扭矩[Ni,Ti]pref转换为相应发动机运行点,其包括发动机速度和扭矩[NE,TE]pref,ECM 23用于控制发动机14的运行。
上述,具有多个可执行功率损失修正多项式等式。在示范性实施例中,具有八套多项式等式,导出发动机运行的组合,发动机运行包括:丰富和化学计量的空气/燃料比控制模式,即空气/燃料相等率大约0.7(丰富)和1.0(化学计量);正常发动机状态和停缸状态,以及,发动机运行温度包括预热模式和预热后模式,即,冷却剂温度在或大约90℃。在运行中,发动机系统监测进行中的运行,包括发动机速度(RPM)、负载(制动器扭矩或N-m中的NMEP)、气压、冷却剂温度和空气/燃料比。
参照图3A和3B,显示了基于排气后处理系统16的温度,修正为β7项指定的值。β7项在上面的等式13中使用并包括控制发动机运行(速度和负载)来管理排气后处理系统16温度的修正。图3A显示了当发动机14为视图在化学计量下运行的火花点火式发动机时β7项的修正值。β7项基于排气后处理系统16的温度TCAT变化。这包括排气后处理系统16温度的β7项的值,该排气后处理系统16温度的范围包括冷启动运行(‘Cold Start’)、排气后处理系统16部件的一个的点燃(‘Light-Off’)、正常进行中的运行(‘Normal Operation’)以及可导致排气后处理系统16部件的一个热损坏的温度(‘CatalystDamage’)。
在每个发动机运行周期中,控制模块执行控制程序来监测并控制发动机14和电力机械变速器10,以此来通过在引起发动机14的预热并管理排气后处理系统16的温度的同时优化整体功率损失来降低总体能量损失。这包括确定排气后处理系统16部件的一个的温度。当控制程序确定排气后处理系统16低于优选的温度,例如在冷启动运行周期中,控制程序识别优选的发动机运行来在降低整体能量损失的同时达到优选的温度。控制发动机14的运行来达到排气后处理系统16的优选的温度。在其它因素中,基于优选的发动机运行和操作者对扭矩的要求,控制电力机械变速器10来达到牵引动力,该牵引动力包括扭矩和经过输出部件64输出的速度。达到优选温度并降低总体能量损失的优选的发动机运行包括估算未来功率损失并确定功率损失和估算的未来功率损失的变化率,以及确定优选的发动机运行来降低功率损失和估算的未来功率损失中的变化率。
整体策略包括调节发动机14运行,以此方式当排气后处理系统16相对冷时提高排气后处理系统16温度,并且调节发动机14的运行,以此方式在排气后处理系统16相对高时降低排气后处理系统16温度。因此,在冷启动和预热运行过程中,β7项是负的。发动机14的运行,通过输入速度Ni和扭矩Ti,可调节用来提高排气温度并热学加热排气后处理系统16。混合动力系统的总体牵引功率输出在发动机14的运行过程中保持不变来加热排气后处理系统16。然而,控制系统可引导一部分发动机输出动力到第一电机56和第二电机72中来充电并提高ESD74的充电状态。当控制系统确定发生排气后处理系统16部件的一个点燃时,β7项增加。当排气后处理系统16达到优选的温度范围,β7项保持在或接近0并且为了降低功率损失且优化燃料节约而控制发动机运行。当确定排气后处理系统16超出优选的温度范围,例如接近或已经达到可导致热损坏的温度,主动调节β7项来调节输入速度Ni和扭矩Ti来降低排气供给流温度并降低排气后处理系统16的热传递。控制系统在第一电机56和第二电机72中运行来产生足够的牵引扭矩来在运行过程中满足操作者对扭矩的要求。
图3B显示了当发动机14包括压缩式点火发动机时,或在稀空气/燃料比中占用其一部分运行的火花点燃发动机时β7项的修正值。图3B类似于图3A,并且也显示了用于操作发动机14以产生排气供给流的β7项的修正值,其可用于再生稀NOx吸附器或清除微粒物质过滤设备(‘Regen’)。这可包括在一段时间内达到高于600℃的排气供给流温度和富空气/燃料比。因此,β7项在一段时间内可减小为负数,以引起发动机14的运行。以这种方式来控制排气后处理系统16温度,可消除在燃料丰富的条件下操作发动机14来对排气后处理系统16温度进行管理的需要。
上述降低程序可应用于动力传送系统,该系统包括发动机和传送系统,其中发动机14可选择地停止并在车辆运行周期中重启,且发动机14的运行点可由经过变速器10的输出部件64输出的牵引动力单独管理。传动系统的另一个实施例称为带-交流发电机-启动系统。参照图2和3A和3B使用上述的控制系统,降低程序可执行来确定优选的发动机运行,以降低总体功率损失PLOSS_TOT并降低总体能量损失。二维搜索引擎260以反复方式生成发动机运行点,其范围覆盖了容许的发动机运行点。发动机运行点包括输入速度和输入扭矩(‘[Ni/Ti]j’),且范围落在最小和最大输入速度和输入扭矩(‘NiMin’,‘NiMax’,‘TiMin’,‘TiMax’)内。最小和最大输入速度和输入扭矩可包括可获得的输入速度和输入扭矩,例如,从发动机空运行到发动机满负荷运行。可对到输入部件12的输入速度和输入扭矩进行调整和优化,从变速器10输出的牵引速度和动力可通过可选择地控制变速器10的档位来管理。
本公开描述了某些优选实施例及其修改。在阅读并理解说明书之后可进一步联想到其它修改和变型。因此,本公开不意图限制于作为所预期的实施本公开的最佳模式而公开的具体实施例,而是本公开将包括落入附加权利要求中的所有实施例。
Claims (21)
1.一种用于在发动机运行周期内控制内燃机的方法,所述发动机以流体连接的方式连接到排气后处理系统,并可操作地连接到电力机械变速器,以将牵引动力传送到传动系统,所述包括:
确定所述排气后处理系统的温度;
基于所述排气后处理系统温度和所述排气后处理系统的优选温度范围来调节所述发动机的功率输出;以及
基于调节后的所述发动机的功率输出来控制所述电力机械变速器,以将牵引动力传送到所述传动系统,以便满足操作者对扭矩的要求。
2.根据权利要求1所述的方法,其特征在于,进一步包括,当所述排气后处理系统的部件的温度低于所述排气后处理系统的所述优选的温度范围时,增加所述发动机的功率输出。
3.根据权利要求1所述的方法,其特征在于,进一步包括,增加所述发动机的功率输出来,以便提高所述排气后处理系统温度达一段时间而到达预定温度,以用于所述排气后处理系统部件的再生。
4.根据权利要求1所述的方法,其特征在于,进一步包括,当所述排气后处理系统温度超过所述排气后处理系统的所述优选的温度范围时,降低所述发动机的功率输出。
5.根据权利要求1所述的方法,其特征在于,进一步包括,确定优选的发动机运行,以实现所述排气后处理系统的所述优选的温度范围,并降低总体能量损失。
6.根据权利要求1所述的方法,其特征在于,进一步包括:
估算未来功率损失;
确定总体功率损失和估算出的未来功率损失的变化率;以及
确定优选的发动机运行来降低所述总体功率损失和所述估算的未来功率损失的变化率,用于有效地实现所述排气后处理系统的所述优选的温度范围,并在所述发动机运行周期中降低所述总体能量损失。
7.根据权利要求6所述的方法,其特征在于,进一步包括:
反复地产生多个发动机速度状态和发动机扭矩状态,并计算相应的多个总体功率损失和估算的未来功率损失的变化率;
确定所述多个总体功率损失和估算的未来功率损失的变化率中的最小者;以及
确定所述优选的发动机运行,其包括对应于所述多个总体功率损失和估算的未来功率损失的变化率中的最小者所述发动机速度状态和发动机扭矩状态。
8.根据权利要求7所述的方法,其特征在于,所述优选的发动机运行进一步包括发动机状态,其包括全汽缸运行和停缸运行中的一个。
9.根据权利要求8所述的方法,其特征在于,所述优选的发动机运行进一步包括发动机运行模式,其包括化学计量空气/燃料比运行和富空气/燃料比运行中的一个。
10.根据权利要求7所述的方法,其特征在于,进一步包括执行二维搜索引擎来反复地产生多个发动机速度状态和发动机扭矩状态。
11.根据权利要求7所述的方法,其特征在于,总体功率损失包括发动机功率损失和其它传动系统损失。
12.根据权利要求11所述的方法,其特征在于,所述发动机功率损失包括标称发动机功率损失和功率损失修正。
13.根据权利要求12所述的方法,其特征在于,所述功率损失修正基于发动机空气/燃料比模式,发动机汽缸停缸状态,以及发动机运行温度模式。
14.一种用于在发动机运行周期内控制内燃机的方法,所述发动机可操作地连接到电力机械变速器,所述方法包括:
监测环境运行条件和发动机运行条件;
确定以流体连接的方式连接到所述发动机的排气后处理系统的温度;
基于所述排气后处理系统温度和所述排气后处理系统优选的温度,来调节所述发动机的功率输出;以及
基于调节后的所述发动机的功率输出来控制所述电力机械变速器。
15.根据权利要求14所述的方法,其特征在于,进一步包括基于所述发动机调节后的功率输出控制所述电力机械变速器,以将牵引动力传送到传动系统。
16.根据权利要求15所述的方法,其特征在于,进一步包括基于调节后的所述发动机的功率输出,来控制所述电力机械变速器以产生电动力。
17.根据权利要求14所述的方法,其特征在于,进一步包括,
在所述发动机运行周期中估算未来功率损失;
在所述发动机运行周期中确定功率损失和估算的未来功率损失的变化率;以及
确定优选的发动机运行,以便降低所述功率损失和估算的未来功率损失的变化率,其用于在所述发动机运行周期中有效地实现所述排气后处理系统的优选的温度并降低所述总体能量损失。
18.根据权利要求17所述的方法,其特征在于,进一步包括:
反复地产生发动机速度状态和发动机扭矩状态;
计算每个反复产生的发动机速度状态和发动机扭矩状态,来计算功率损失和估算的未来功率损失的变化率;
确定计算出的功率损失和估算出的未来功率损失的变化率的最小值;以及
确定优选的发动机运行,其包括对应于计算出的功率损失和估算出的未来功率损失的变化率的最小值的发动机速度状态和发动机扭矩状态。
19.一种用于控制以流体连接方式连接到排气后处理系统并可操作地连接到变速器的内燃机的方法,包括:
确定所述排气后处理系统的温度;
基于所述排气后处理系统温度和所述排气后处理系统的优选温度范围来调节发动机速度状态和发动机扭矩状态,以在发动机运行周期中降低总体能量损失;
控制所述发动机到调节后的发动机速度状态和发动机扭矩状态来实现所述排气后处理系统的优选的温度;以及
基于优选的发动机运行来控制所述变速器,以将牵引动力传送到所述传动系统而满足操作者对扭矩的要求。
20.根据权利要求19所述的方法,其特征在于,进一步包括:
对于所述发动机运行周期来估算未来功率损失;
确定功率损失和估算出的未来功率损失的变化率;以及
调节所述发动机速度状态和发动机扭矩状态来降低所述功率损失和估算出的未来功率损失的变化率,其有效地用于实现所述排气后处理系统的优选的温度并降低所述总体能量损失。
21.根据权利要求20所述的方法,其特征在于,确定调节后的发动机速度状态和发动机扭矩状态包括:
反复地产生发动机速度状态和发动机扭矩状态;
对于计算每个反复产生的发动机速度状态和发动机扭矩状态,来计算功率损失和估算出的未来功率损失的变化率;
确定计算的功率损失和估算出的未来功率损失的变化率的最小值;以及
确定优选的发动机运行,包括对应于计算出的功率损失和估算出的未来功率损失的变化率的最小值的发动机速度状态和发动机扭矩状态。
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