CN101445109A - 监控混合动力传动系统中的再生制动操作的方法和设备 - Google Patents
监控混合动力传动系统中的再生制动操作的方法和设备 Download PDFInfo
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Abstract
本发明涉及监控混合动力传动系统中的再生制动操作的方法和设备。该混合动力传动系统,包括发动机和扭矩致动器,所述扭矩致动器连接到传动系,用来传递牵引动力到包括摩擦制动器的车轮。一种方法,包括监控驾驶员制动请求并确定再生制动扭矩请求。当所监控到的再生制动扭矩请求和获得的再生制动扭矩之一被检测到有故障时,禁止扭矩致动器反作用于牵引动力的运行。
Description
相关申请的交叉参考
[0001]本申请要求2007年10月29日申请的美国临时专利申请No.60/983,246的权益,该申请在此作为参考被引入。
技术领域
[0002]本发明涉及用于混合动力传动系统的控制系统。
背景技术
[0003]这部分的描述仅仅提供了与本发明相关的背景信息,并且这些描述可能不构成现有技术。
[0004]公知的混合动力传动系结构可包括多个扭矩发生装置,包括内燃机和非内燃机,例如电机,所述扭矩发生装置通过传动装置将扭矩传递给输出元件。一个示例性混合动力传动系包括双模式混合-分离机电变速箱,该变速箱采用输入元件和输出元件,输入元件接收来自于优选为内燃机的原动机动力源的牵引扭矩。输出元件以可操作的方式连接到机动车辆的传动系,将牵引扭矩传递给传动系。可作为马达或者发电机运转的机器能够产生与内燃机的输入扭矩无关的扭矩输入,并将该扭矩输入传递给变速箱。所述机器可将通过车辆传动系传递的车辆动能转变成存储处于能量存储装置中的能量。控制系统监控来自于车辆和驾驶员的各种输入,并且提供对混合动力传动系的运行控制,所述运行控制包括控制变速箱的运行状态和档位切换,控制扭矩发生装置,以及调节能量存储装置和所述机器之间的能量交换,从而来管理包括扭矩和转速在内的变速箱输出。
发明内容
[0005]动力传动系统包括发动机和连接到输出元件的扭矩致动器,所述输出元件连接到传动系以将牵引动力传递到包括摩擦制动器的车轮,扭矩致动器可操作以反作用于来自车轮的牵引动力。一种控制动力传动系统的方法,包括监控操作者制动请求和确定再生制动扭矩请求。监控再生制动扭矩请求,并且指令扭矩致动器基于所监控的再生制动扭矩请求来反作用于牵引动力。监控已获得的再生制动扭矩,当被监控的再生制动扭矩请求和被监控的已获得的再生制动扭矩之一被检测出故障时,扭矩致动器的操作被禁止。
附图说明
[0006]接下来将参考附图,通过举例的方式来描述一个或多个实施例,其中:
[0007]图1是根据本发明的示例性混合动力传动系统的示意图;
[0008]图2是根据本发明的用于控制系统和混合动力传动系统的示例性结构的示意图;以及
[0009]图3,4,5和6是根据本发明的控制策略的示意性信号流程图。
具体实施方式
[0010]现在参见附图,其中所示内容只是为了阐述某些示例性实施例,而并不是为了限制这些实施例,图1和2描述了示例性机电混合动力传动系。图1描述了根据本发明的示例性机电混合动力传动系,其包含双模式混合-分离机电混合变速箱10,该变速箱10可操作地连接到发动机14和扭矩机构,所述扭矩机构包含第一和第二电机(‘MG-A’)56和(‘MG-B’)72。发动机14和第一和第二电机56和72都能产生传递给变速箱10的机械动力。发动机14,变速箱10和包括第一和第二电机的扭矩机构在本实施例中包括扭矩致动器。由发动机14和第一和第二电机56和72产生且传递给变速箱10的动力用输入扭矩和马达扭矩及输入速度和马达速度来表示,在这里分别用TI、TA和TB来表示扭矩,分别用NI、NA和NB来表示速度。
[0011]示例性发动机14包括多缸内燃机,该多缸内燃机可选择性地在多个状态下运转,从而通过输入元件12将扭矩传递给变速箱10,发动机14也可以是火花点火式或者压燃式发动机。发动机14包括可运转地连接到变速箱10的输入元件12的曲轴(未示出)。转速传感器11监控输入元件12的转速。从发动机14输出的包括转速和发动机扭矩的动力,可以与传递给变速箱10的输入速度N1和输入扭矩TI不同,这是由于在发动机14和变速箱10之间的输入元件12上放置了扭矩消耗部件,例如,液压泵(未示出)和/或扭矩管理装置(未示出)。
[0012]该示例性的变速箱10包含三个行星齿轮组24、26、28以及四个选择性接合的扭矩传递装置,即离合器C1 70、C2 62、C3 73和C4 75。如这里所使用的,离合器指的是任意一种类型的摩擦扭矩传递装置,包括例如单盘或多盘式离合器或组件、带式离合器以及制动器。优选由变速箱控制模块(下文中用‘TCM’表示)17控制的液压控制回路(‘HYD’)42能够操作以控制离合器的状态。离合器C2 62和C4 75优选包括液压致动旋转摩擦离合器。离合器C1 70和C3 73优选包括可选择性挡接到(grounded to)变速箱壳体68的液压控制的固定装置。每个离合器C1 70、C2 62、C3 73和C4 75都优选由液压致动,通过液压控制回路42选择性地接收加压液压流体。
[0013]第一和第二电机56和72优选包括三相交流电机,每个都包括定子(未示出)、转子(未示出)以及相应的旋转变压器80和82。每个电机的马达定子都挡接到变速箱壳体68的外部,并且包括外面包绕有电绕组的定子铁心,所述电绕组从定子铁心延伸出去。第一电机56的转子支撑在毂衬齿轮上,该齿轮由第二行星齿轮组26可运转地连接到轴60。第二电机72的转子固定地连接到套轴毂66。
[0014]每一个旋转变压器80,82优选包括可变磁组装置,该可变磁阻装置包含旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80和82被适当地定位且安装在各自对应的第一和第二电机56和72上。各旋转变压器80和82的定子可运转地连接到第一和第二电机56和72的定子之一。旋转变压器转子可运转地连接到对应的第一和第二电机56和72的转子。每一个旋转变压器80和82以信号传送的方式可运转地连接到变速箱功率逆变器控制模块(下文中用‘TPIM’表示)19,并且每个旋转变压器都检测且监控旋转变压器转子相对于旋转变压器定子的旋转位置,从而监控相应的第一和第二电机56和72的旋转位置。此外,从旋转变压器80和82输出的信号被解译,从而分别提供第一和第二电机56和72的转速,即NA和NB。
[0015]变速箱10包括输出元件64,例如轴,其可运转地连接到车辆的传动系90(未示出),从而向传动系90提供输出动力,该输出动力被传递到车轮93,在图1中示出了一个车轮。输出元件64处的输出动力用输出转速NO和输出扭矩TO来表示。变速箱输出速度传感器84监控输出元件64的转速和旋转方向。优选每个车轮93都配有用于监测车轮速度的传感器(未示出),所述传感器的输出由关于图2所示的分布控制模块系统中的控制模块来监控,用于为制动控制,牵引控制和车辆加速管理确定车辆速度,以及绝对和相对车轮速度。
[0016]来自发动机14的输入扭矩和来自第一和第二电机56和72的马达扭矩(分别为TI,TA和TB)是由于燃料或存储于电能存储装置(下文中用’ESD’来表示)74中的电能的转化而产生的。ESD 74由直流电传递导体27以高压直流的方式连接到TPIM 19。传递导体27包括接触器开关38。在正常运转期间,当接触器开关38被关闭时,电流能够在ESD 74和TPIM 19之间流动。当接触器开关38被打开时,ESD 74和TPIM 19之间的电流被中断。TPIM 19利用传递导体29通过第一马达控制模块(’MCP-A’)33将电能传递给第一电机56以及传递来自于第一电机56的电能,并且类似地,利用传递导体31通过第二马达控制模块(’MCP-B’)34将电能传递给第二电机72以及传递来自于第二电机72的电能,由此响应于马达扭矩TA和TB来满足第一和第二电机56和72的扭矩命令。根据ESD 74是否被充电或者放电而将电流传递到ESD 74及从ESD 74输出电流。
[0017]TPIM 19优选地包括混合控制模块(下文中用’HCP’来表示)5和一对功率逆变器及对应的马达控制模块33和34,这两个模块设置成接受扭矩命令并基于此来控制逆变器状态,从而提供马达驱动或者再生功能以达到所指令的马达扭矩TA和TB。功率逆变器包括公知的互补型三相功率电子装置,且每个都包括多个绝缘栅双极晶体管(未示出),用于通过高频率地开关将来自ESD 74的直流电转变为交流电,从而为各自相应的第一和第二电机56和72提供动力。绝缘栅双极晶体管形成开关式电源,该开关式电源设置成用于接收控制命令。通常,每个三相电机的每相都有一对绝缘栅双极晶体管。通过控制绝缘栅双极晶体管的状态来提供马达驱动机械动力产生或者电能再生的功能。三相逆变器通过直流电传递导体27接收或者提供直流电,并且把直流电转化为三相交流电或者由三相交流电转化为直流电,该交流电分别通过传递导体29和31传递到第一和第二电机56和72或者由第一和第二电机56和72传出,以便所述电机按照马达或者发电机的方式运转。
[0018]图2和3是控制系统的分布式控制模块系统的示意性框图。如这里所用的,术语“控制系统”被定义为控制模块、接线束(未示出)、通信线路、传感器和致动器,它们用来监控和控制动力传动系统的运行。控制系统监控传感器的输入并控制指令输出从而控制致动器。分布式控制模块系统包括整个车辆控制结构的子集,并且提供了对图1所描述的示例性混合动力传动系的协调系统控制。控制系统包括分布式控制模块系统,用来合成有关信息和输入并且执行算法来控制致动器以实现与下面各项有关的控制目标:燃油经济性、排放、性能、驱动性能以及对包括ESD 74的电池及第一和第二电机56和72在内的硬件进行保护。分布式控制模块系统包括发动机控制模块(下文中用’ECM’来表示)23、TCM 17、电池组控制模块(下文中用’BPCM’来表示)21、制动控制模块(下文中用‘BrCM’来表示)22以及TPIM 19。HCP 5提供对ECM 23、TCM 17、BPCM 21、BrCM 22和TPIM 19的管理控制和协调。用户界面(‘UI’)13优选以信号传送的方式连接到多个装置,通过这些装置,车辆驾驶员就能控制、指挥和命令机电混合动力传动系的运行。这些装置包括加速踏板113(‘AP’),驾驶员制动踏板112(‘BP’),变速箱档位选择器114(‘PRNDL’)和车辆速度巡航控制器(未示出)。变速箱档位选择器114可能具有多个离散的驾驶员可选位置,这些可选位置包括能实现前进和倒退方向之一的输出元件64的旋转方向。用户界面13可包括单个装置,如图所示,或者可包括多个直接连接到各个控制模块的用户界面装置(未示出)。
[0019]在本实施例中,前面提到的控制模块经由包括局域网(下文中用‘LAN’来表示)总线6的通信线路与其它控制模块、传感器和致动器通信。LAN总线6允许在各种控制模块之间实现结构化通信。所采用的特定通信协议是专用的。LAN总线6和合适的协议给前面提到的控制模块和其他控制模块之间提供了鲁棒通讯和多控制模块接口,这些控制模块提供包括如防抱死制动、牵引控制和车辆稳定性的功能。多个通信总线可以用来提高通信速度,并提供一定级别的信号冗余性和完整性。在MCP-A 33和HCP 5、MCP-B 34和HCP 5之间的通信优选地通过使用直接线路实现,所述直接线路优选地包括串行外围接口(下文中用’SPI’表示)总线37。各个控制模块之间的通信也可以通过使用无线线路实现,例如短程无线电通信总线(未示出)。
[0020]HCP 5能提供对混合动力传动系的管理控制,用来对ECM 23、TCM 17、MCP-A 33、MCP-B 34、BrCM 22和BPCM 21的运行进行协调。基于来自用户界面13和包括ESD 74在内的混合动力传动系的各种命令信号,HCP 5确定出驾驶员扭矩请求、输出扭矩命令、发动机输入扭矩命令、变速箱10中所应用的扭矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器扭矩、以及第一和第二电机56和72的马达扭矩TA和TB。HCP 5发出命令到特定控制模块来实现对发动机14、变速箱10以及第一和第二电机56和72的控制。
[0021]ECM 23可操作地连接到发动机14,起到从各种传感器中获取数据,并通过多条独立线路来分别控制发动机14的致动器的作用,为了简便起见,所述多条独立线路用如图所示的总的双向接口电缆35来表示。ECM 23接收来自于HCP 5的发动机输入扭矩命令。ECM 23根据监控到的传输给HCP 5的发动机速度和负载,及时地确定出在该点提供给变速箱10的实际发动机输入扭矩TI。ECM 23监控来自转速传感器11的输入,从而确定传递给输入元件12的发动机输入速度,该速度转化为变速箱的输入速度NI。ECM 23监控来自传感器(未示出)的输入,以确定包括如歧管压力、发动机冷却液温度、环境空气温度以及环境压力在内的其他发动机运行参数的状态。例如,从歧管压力,或者可替代地通过监控加速踏板113的驾驶员输入可以确定发动机负载。ECM 23产生控制信号,并且传输这些控制信号来控制发动机致动器,这些致动器包括例如燃料喷射器、点火模块和节气门控制模块,这些控制器都没有示出。
[0022]TCM 17可运转地连接到变速箱10并且监控来自传感器(未示出)的输入,以确定变速箱运行参数的状态。TCM 17产生控制信号,并且传输这些信号以控制变速箱10,包括控制液压回路42。由TCM 17输入给HCP 5的输入包括:各离合器(即C1 70、C2 62、C3 73和C4 75)的估计离合器扭矩,以及输出元件64的旋转输出速度NO。出于控制目的,其他致动器和传感器可用来由TCM17向HCP 5提供附加信息。TCM 17监控来自于压力开关(未示出)的输入,并且选择性地致动液压回路42的压力控制螺线管(未示出)和换档螺线管(未示出),从而选择地致动各离合器C1 70、C2 62、C3 73和C4 75,以实现如下面所描述的各种变速箱运行范围状态。
[0023]BPCM 21以信号传送的方式连接到传感器(未示出)以监控ESD 74,包括监控电流和电压参数的状态,从而向HCP 5提供表示ESD 74的电池的参数状态的信息。电池的这些参数状态优选包括电池荷电状态、电池电压、电池温度及用PBAT_MIN到PBAT_MAX的范围来表示的可用电池电能。
[0024]BrCM22可运转地连接到每个车轮93上的摩擦制动器94。制动方式优选地包括摩擦制动方式和再生制动方式的组合。BrCM 22监控输入给制动踏板112的驾驶员输入,确定输入给制动踏板112和加速踏板113的净驾驶员输入。BrCM22通过应用摩擦制动器94来指令摩擦制动方式,通过HCP 5来指令动力传动系统的运行,从而产生负的输出扭矩以反作用于传动系90。机电变速箱10和发动机14能够产生负的输出扭矩以反作用于传动系90。通过机电变速箱10形成的负的反作用输出扭矩能被传输到第一和第二电机56和72,从而产生储存在ESD 74中的电能。再生制动通过传动系90来实现,即:有选择地使用多个离合器之一并且控制第一和第二电机56和72以反作用于从传动系90通过功率逆变器和相应的马达控制模块传递的扭矩,从而匹配基于负的输出扭矩确定的指令的马达扭矩TA和TB。应用的制动力和负的输出扭矩只要是足以够克服车轮93处的车辆动能就能够减速和停止车辆。
[0025]每个控制模块ECM 23、TCM 17、HCP 5、MCP-A 33、MCP-B 34、BPCM21和BrCM 22都优选采用通用数字计算机,该数字计算机包括微处理器或中央处理单元,存储介质,高速时钟,模数(‘A/D’)和数模(‘D/A’)电路,以及输入/输出电路和装置(‘I/O’)和适宜的信号调节和缓冲电路,其中存储介质包括只读存储器(‘ROM’),随机存取存储器(‘RAM’)和电可编程只读存储器(‘EPROM’)。每个控制模块都包括一组控制算法,所述算法包含常驻程序指令和标准,这些程序指令和标准存储于存储介质之一,并且被执行来提供各计算机的相应功能。在各控制模块之间的信息传递优选由LAN总线6和SPI总线37来完成。控制算法在预置循环中被执行,使得每个算法在每个循环中至少被执行一次。存储于非易失性存储器装置中的算法由中央处理单元之一采用预置标准来执行,以监控来自于传感装置的输入,及执行控制和诊断程序,从而来控制致动器的运行。定期执行循环,例如在混合动力传动系运行期间每3.125、6.25、12.5、25和100毫秒执行一次。或者,响应于事件的发生而执行算法。
[0026]示例性混合动力传动系可选择地在多个状态中的一个下运行,该状态可以用包含发动机启动状态(’ON’)和发动机关闭状态(’OFF’)之一的发动机状态以及包含多个固定档位和无级变速运行模式的变速箱运行档位状态来表示,下面参考表1进行描述。
表1
[0027]表中描述了各个变速箱运行档位状态,它们指示了在每个运行档位状态中哪些特定离合器C1 70、C2 62、C3 73和C4 75被接合。通过只接合离合器C1 70来选择第一无级变速模式,即EVT模式1或M1,以便“挡接(ground)”第三行星齿轮组28的外齿轮元件。发动机状态可以是ON(‘M1_Eng_On’)或者OFF(‘M1_Eng_Off’)之一。通过只接合离合器C2 62来选择第二无级变速模式,即模式2或M2,以便轴60连接到第三行星齿轮组28的行星架。发动机状态可以是ON(‘M2_Eng_On’)或者OFF(‘M2_Eng_Off’)之一。为了便于说明,当发动机状态是OFF时,发动机输入速度等于0转每分钟(‘RPM’),即,发动机曲轴不旋转。固定档位运行模式提供变速箱10的输入速度比输出速度(即NI/NO)的固定齿轮比操作。通过接合离合器C1 70和C4 75而选择第一固定档位运行模式(‘G1’)。通过接合离合器C1 70和C2 62而选择第二固定档位运行模式(‘G2’)。通过接合离合器C2 62和C4 75而选择第三固定档位运行模式(‘G3’)。通过接合离合器C2 62和C3 73而选择第四固定档位运行模式(‘G4’)。由于行星齿轮24,26和28的齿轮比逐渐减小,因此输入速度比输出速度的固定比率运行随着固定档位运行模式的增加而增加。第一和第二电机56和72的转速NA和NB分别取决于由离合操作而限定的机构的内部转动,并且与输入轴12处所测得的输入速度成比例。
[0028]响应于由用户界面13所捕获的,通过加速踏板113、制动踏板112和变速箱档位选择器114而输入的驾驶员输入,HCP5和一个或多个其他控制模块确定扭矩命令,从而控制扭矩致动器以满足输出元件64处的用于传递给传动系90的驾驶员扭矩请求。扭矩致动器优选地包括多个扭矩发生装置,例如本实施例中的发动机14、第一和第二电机56和72、包括变速箱10的扭矩传递装置。基于来自用户界面13的驾驶员命令,HCP 5确定出驾驶员扭矩请求和由变速箱10传递给传动系90的输出扭矩命令以及致动器的控制,包括来自发动机14的输入扭矩、用于变速箱10的扭矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器扭矩,以及用于第一和第二电机56和72的马达扭矩命令,此命令基于来自用户界面13的驾驶员命令。
[0029]混合动力系统的扭矩安全性可以通过执行控制系统的完整性试验来获得,所述试验包括监控硬件的完整性,监控算法和存储装置的完整性,在控制模块之一内部通信和在控制模块之间通信期间保护和监控关键信号的完整性,监控处理器的完整性和执行补救措施。在出现观测到的故障的情况下,扭矩安全性可包括限制扭矩致动器命令信号。这可包括对扭矩致动器命令信号最大和最小限制,和扭矩致动器命令信号的最大变化率。特别的,马达扭矩命令TA和TB可被限制为最大和最小马达扭矩,马达扭矩命令TA和TB的变化可被限制来实现输出扭矩的最大变化率,例如0.2g。
[0030]通过分别地保护和监控控制模块、保护和监控控制模块之间的串行通信线路,从而保护和监控关键信号来实现信号完整性。关键信号包括:来自传感器的影响扭矩输出的输入信号。通过在初始控制模块内的两个存储单元中重复存储关键信号(称为‘双重储存’),从而保护和监控关键信号的信号完整性。通过重复计算包括控制参数(例如马达扭矩命令TA和TB)的关键信号,并且用冗余值使初始值合理化,从而保护和监控信号完整性。通过倒退计算关键控制命令值并验证该值与原始请求的匹配,从而保护和监控信号完整性。通过使已完成的输入扭矩和马达扭矩值相对于命令的输入扭矩和马达扭矩值合理化,从而保护和监控信号完整性。
[0031]监控串行总线上传输的信号的完整性包括检测缺失数据,例如检测信息帧的缺失,采取短期的缓和动作,通知接收控制模块没有可用的新数据。检测缺失数据也包括检测控制模块之一的长期通信缺失,并采取补救措施。
[0032]示例性实施例的分布式控制模块系统优选地包括被分离的控制模块所控制的每一个扭矩致动器。该实施例包括监控传感器和控制发动机14的致动器的ECM 23,监控传感器和控制变速箱10的致动器的TCM 17,监控传感器和控制第一电机56的致动器的MCP-A 33,监控传感器和控制第二电机72的致动器的MCP-B 34。HCP 5监控来自ECM23、TCM 17、MCP-A 33、MCP-B 34的输入,并指令它们的运行。ECM 23、MCP-A 33、MCP-B 34和TCM 17的每一个基于从HCP 5接收到的安全命令来负责闭环监控和自身安全。
[0033]图4示出了控制系统结构,用于在分布式控制系统中来管理信号流,从而通过一个或多个车轮93来实现牵引制动,参照在上文中描述的混合动力传动系来描述这样一个实施例。输入到制动踏板112的驾驶员制动请求(‘驾驶员制动请求’)优选地直接被BrCM 22监控,从这里可以确定总的制动扭矩请求(‘总制动扭矩请求’)。BrCM 22基于总制动扭矩请求和来自HCP 5的输入产生再生制动轴扭矩请求(‘再生制动轴扭矩请求’),来自HCP 5的输入包括再生制动轴扭矩容量(‘再生制动轴扭矩容量’)和任何目前应用的再生制动扭矩(‘推算的再生制动完成扭矩’)。BrCM 22产生控制信号(‘摩擦制动器控制’),所述控制信号包括对摩擦制动扭矩的命令,用于基于驾驶员制动请求和再生制动扭矩之间的差别来控制每一个车轮93中的摩擦制动器94,所述再生制动扭矩能够按照HCP5推算出的第一和第二电机56和72的运行通过变速箱14抵消。BrCM 22用作主仲裁器控制摩擦制动器94和变速箱10以满足驾驶员制动请求。
[0034]HCP 5确定再生制动轴扭矩容量,该再生制动轴扭矩容量是基于扭矩的量度并被最大制动输出扭矩所限制,该量度对变速箱10反作用于扭矩的能力的量度,所述扭矩从传动系90通过选择性应用的离合器C1 70、C2 62、C3 73、C4 75传递给第一和第二电机56和72。即时输出扭矩请求根据输入到加速踏板113和制动踏板112的驾驶员输入所确定。当前的输出扭矩可基于以下扭矩确定:已获得的马达扭矩、实际发动机扭矩、输出速度和从变速箱10导出的输出速度、发动机输入速度和变速箱运行档位状态。对于这个实施例,已获得的马达扭矩优选地基于第一和第二电机56和72和ESD 74之间的充电电流。
[0035]HCP 5基于当前输出扭矩和即时输出扭矩请求之间的差别推算当前应用的从传动系90和变速箱10的输出元件64反作用的再生制动扭矩。优选地,HCP5重复计算当前应用的再生制动扭矩。在合理性检测中将重复计算的当前应用的再生制动扭矩与原始的当前应用的再生制动扭矩作比较,当信号的绝对值匹配在可校准的限度内时,系统被推断为工作正确。原始的当前应用的再生制动扭矩信号被双重储存以便通信。下面参照图5描述一种优选的执行合理性检测的方法。
[0036]原始的当前应用的再生制动扭矩和再生制动轴扭矩容量通过LAN 6传送给BrCM 22。通过LAN 6传递关键信号的优选方法参照图6在下面进行描述。HCP 5确定优选的来自动力传动系的输出扭矩,并基于再生制动轴扭矩请求产生用于控制第一和第二电机56和72的马达扭矩命令(‘TA’、‘TB’)。从制动踏板112到BrCM 22,然后到HCP 5的传输信号的时间序列是有意图的,因为大部分当前可用的施加到制动踏板112的驾驶员输入能够在制动过程中被用来控制车辆制动。HCP 5利用通过再生制动回收的动能来产生可储存的电能,并提高操作效率。再生制动轴扭矩请求、再生制动轴扭矩容量和当前应用的再生制动扭矩包括关键信号,这些信号优选地利用LAN 6在HCP 5和BrCM 22之间传递。
[0037]当检测到从BrCM 22输送到HCP 5的再生制动轴扭矩请求信号存在故障时,HCP 5起作用,通过重写已传送的再生制动轴扭矩请求并将其修整为(ramping to)零扭矩输出来禁止再生制动。HCP 5将再生制动轴扭矩容量修整为零扭矩输出,并继续记录当前应用的再生制动扭矩,两者都被传送到BrCM 22。BrCM 22因而得知当前动力传动系没有容量用来再生制动,从而BrCM 22控制摩擦制动器94。进一步,响应于再生制动轴扭矩容量修整为零扭矩输出,BrCM22将再生制动轴扭矩请求修整为零。HCP 5继续将当前应用的再生制动扭矩传送到BrCM 22。BrCM 22优选地基于当前应用的再生制动扭矩以校准的修整率将再生制动轴扭矩请求修整为零,以便使传动系扭矩扰动最小。
[0038]在检测到故障的情况下,控制系统继续操作动力系并禁止再生制动功能。BrCM22响应驾驶员制动请求来控制摩擦制动器94以获得制动扭矩。系统操作继续被监控。检测到的故障可以例如通过确定故障来源不再出现而被清除。当检测到的故障被清除时,再生制动功能可以恢复。这包括BrCM 22优选地基于驾驶员制动请求以预定速率修整再生制动轴扭矩请求。同时,再生制动轴扭矩容量立即回到再生制动轴扭矩容量的确定值。像以前描述的和传送的,当前应用的再生制动扭矩能够被重新计算。
[0039]图5示出了在控制模块中保护和校验输入信号完整性的信号流。在这个实施例中,信号输入可包括驾驶员制动请求、再生制动轴扭矩请求、再生制动轴扭矩容量和当前应用的再生制动扭矩之一,其中每一个参照图4被描述。输入信号被产生(502)和捕获作为主信号504和冗余信号504’。这可包括来自传感器的输入信号,该输入信号使用模数转换器(未示出)转换为来自传感器输入的数字表示,所述模数转换器可置于传感器和初始控制模块之间。对主信号和冗余信号执行诊断(506和506’)。诊断可包括:指示信号何时超出信号的预定操作范围的极限检查、信号的合理性检测和其他能够表明信号损坏的诊断检测。如果在主信号和冗余信号两者或者其中之一中检测到损坏的信号(‘信号故障’),那么默认信号被生成(508,508’)(‘默认设定’)并被传送到合理性检测510。默认信号优选地包括:在表明主信号或冗余信号已被损坏时在控制模块里可识别的预定信号。当没有故障被检测到时(‘无故障’),主信号和/或冗余信号被传送到合理性检测510。在主信号和冗余信号之间检测到区别时,合理性检测510比较主信号和冗余信号,并确定故障(‘故障’)。当合理性检测510表明主信号有效(‘有效信号’)时,则主信号被传递到双重储存函数(‘双重储存’)511。优选地在每6.25毫秒的循环周期过程中,双重储存函数511监控和比较第一和第二存储单元512,512’的现存内容,从而校验存储单元的完整性。当双重储存函数511判定第一和第二存储单元完整时,即,第一和第二存储单元的现存内容是相同的,则主信号作为主信号被储存在第一存储单元中(‘储存主信号’)(512)并作为次信号储存在第二存储单元中(‘储存次信号’)(512’)。储存在第一存储单元中的主信号随后传送到控制通路(‘主信号到控制通路’)。储存在第二存储单元中的次信号随后传送到安全通路(‘次信号到安全通路’)。如果存储单元的现存内容之间有差别,则故障(‘故障’)被记录,表明第一和第二存储单元之一被损坏。
[0040]当合理性检测510表明主信号和冗余信号两者或两者之一故障时,或双重储存函数511表明第一和第二存储单元512,512’之一的现存内容损坏时,控制系统确认故障的发生(‘故障’)。控制系统确定损坏的信号是否成熟(matured)(‘成熟故障’)(514),并且执行补救措施(516)来减轻与故障存在有关的风险。故障成熟算法可被执行,包括,例如X关于Y的程序,其中,当在先前的Y信号观测中观测到X不匹配信号时,故障已经成熟。一个例子包括:当多于一半的先前观测表明存在损坏的信号时,确定故障已经成熟。
[0041]监控串行总线传输的信号的完整性包括检测缺失数据,例如,检测信息帧的缺失,并且采取短期的缓和措施,通知接收控制模块没有可用的新数据。检测缺失数据也包括检测控制模块之一的长期通信缺失,并采取补救措施。
[0042]图6示出使用通信总线,例如,LAN总线6或SPI总线37,从起始控制模块向接收控制模块传输重复储存的信号,例如,图5的双重储存信号。起始控制模块产生用于传输的信息(‘Tx信息’)610。在所示的这个实施例中,被传输的信息610包括含有其他信号(‘TSig_1’,‘TSig_2’,‘TSig_4’,‘TSig_5’,‘TSig_6’)的字码。被保护的主信号优选地作为第三字码(‘TSig_3’)插入。随后的字码(‘TSig_3_ARC’)包括有效滚动计数(‘建立ARC’),该计数包括两位数字字码(00,01,10,11之一),其中所述两位数字字码连续地从00增加到01到10到11,并且针对连续产生和传输的信息而反复地循环回到开始的00。控制模块产生第五字码(‘TSig_3_PV’),优选地包括增加有效滚动计数到主信号,并产生保护值(‘建立PV’)。产生保护值优选地包括产生带有增加的有效滚动计数的主信号的逻辑补码(logic complement),例如2的补码。
[0043]信息610通过串行通信线路6,37传输,在接收控制模块被收到,作为收到的信息(‘Rx Message’)610’。收到的信息610’被解码,包括确定收到的字码(‘RSig_1’,‘RSig_2’,‘RSig_3’,‘RSig_3_ARC’,‘RSig_3_PV’,‘RSig_4’,‘RSig_5’和‘RSig_6’)。第三字码(‘RSig_3’)被捕获,并且将在成功的合理性检测515和存储单元519和519’的成功的双重储存函数517之后作为收到的主信号(‘R/Primary Signal’)储存在预定存储单元中。第四字码(‘RSig_3_ARC’)被捕获,并被翻译为收到的有效滚动计数。收到的有效滚动计数与预期的有效滚动计数比较(‘ARC故障’)(518),预期的有效滚动计数也就是从00到01到10到11的顺序中的下一个两位字码。如果收到的有效滚动计数与预期的有效滚动计数不相等(518),则故障被记录。第五字码(‘RSig_3_PV’)被捕获,通过产生第五字码的相应的反逻辑补码并分析出有效滚动计数(‘分析PV/检测PV’)来确定收到的次信号(‘R/Secondary Signal’)。优选地,从该有效滚动计数减去来自第四字码的有效滚动计数。
[0044]优选地,在储存收到的主信号之前,合理性检测515比较收到的主信号和收到的次信号,并且当检测到差别时确定故障(‘Fault’)。当合理性检测515表明信号是有效的,则主信号被传送到所述双重存储函数(‘Dual Store’)517。优选地,在每6.25毫秒的循环周期内,双重储存函数517监测和比较第一存储单元519和第二存储单元519′中的现存内容,从而校验存储单元的完整性。当双重存储函数517比较和确定第一和第二存储单元519和519′的内容相同时,收到的主信号被双重储存,即,收到的主信号(‘R/Primary Signal’)同时被储存在第一和第二存储单元519和519’中。如果第一和第二存储单元519和519’的现存内容之间存在差别,则故障(‘Fault’)被记录,表明第一和第二存储单元519和519’之一损坏,并且按照特定的信号采取补救措施。
[0045]当基于收到的有效滚动计数与预期的有效滚动计数不相等(518)来记录故障,或合理性检测515表明主信号和冗余信号两者或两者之一损坏,或双重储存函数517表明第一和第二存储单元之一的现存内容损坏时,控制系统确认故障的发生(‘Fault’)。控制系统使用故障成熟算法(‘Mature Fault’)(521)确定损坏的信号是否成熟为故障,并且执行补救措施(523)来减轻与故障存在有关的风险。可以执行故障成熟算法以确定损坏的信号是否已经成熟,包括,例如,X关于Y的程序,其中,当在先前的Y信号观测中观测到X不匹配信号时,故障成熟。一个例子包括当多于一半的先前观测表明存在损坏的信号时,确定故障已经成熟。如图所示,有一种用于有效滚动计数比较518、合理性检测515和双重储存函数517的常用故障成熟算法521。可以选择地,能够分别执行故障成熟算法。
[0046]信息的传输速率取决于特定总线(例如LAN总线6或SPI总线37)的通信速率,该通信速率可以是1兆比特/秒(Mbps)。在一个实施例中,信息通过LAN总线6以每6.25毫秒的循环周期传送。信息可以被串行传送和评定。上述的信号监控软件可以在其中一个循环周期内执行检测算法,从而检测主信号和次信号之间的信号不一致性。当不一致被检测到时,就在故障成熟算法里将该不一致记录为不匹配计数,例如,X关于Y的程序,其中,当在先前的Y信号观测中观测到X不匹配信号时,故障被检测到。控制系统可执行补救措施来减轻与被故障成熟算法确认故障存在有关的风险。X关于Y的程序能够检测和使故障在100毫秒内成熟,其中Y=16,信息通过LAN总线6以每6.25毫秒的循环周期被传送。
[0047]在通信中对故障的检测可包括:检测数据的临时缺失和缺失的数据,检测损坏数据和无数据。检测缺失数据包括检测信息帧的缺失,并且采取短期的缓和措施,通知接收控制模块没有可用的新数据。检测无数据包括检测控制模块之一的长期通信缺失,并采取补救措施。在通信过程中检测到缺失数据时,控制模块可输入失效-弱化模式,其中扭矩命令最初保持无变化,即,在稳态扭矩水平保持预定的时间周期,然后向下调整到零扭矩命令。控制模块继续通信,当有效通信被重新建立时,扭矩命令向上调整到达到驾驶员扭矩请求,同时控制输出扭矩的变化率以实现在先描述的输出扭矩的最大变化率,例如,0.2g。当通信缺失是永久的时,动力传动系操作可以转变到降级状态,该降级状态限制输出扭矩为预定的最大水平,优选地,允许一定级别的操作用于关键循环的剩余部分。
[0048]当双重储存函数511,517中有故障被检测到时,补救措施和故障减轻可包括停用其中发生故障的相应控制模块控制的致动器。补救措施可以是致动器专用的或包括整个系统范围,并且使动力传动系处于扭矩安全状态。补救措施进一步地包括为了随后的恢复而储存OBD适应码。诊断可以预先地确定一种待处理故障,意思就是:已经检测到数据损坏或者不一致,但是故障成熟算法尚未达到其阈值。硬件完整性可以使用诊断软件进一步地确定,所述诊断软件监测控制系统的传感器和致动器。
[0049]应该意识到,在本发明范围之内的变型是允许的。已经参考优选实施例及其变型对本发明进行了描述。在阅读和理解了本说明书后,可以做出更多的变型和改变。应该包括落入本发明范围内的所有这样的变型和改变。
Claims (20)
1、一种用于控制动力传动系统的方法,该动力传动系统包括发动机和连接到输出元件的扭矩致动器,所述输出元件连接到传动系以传递牵引动力到包括摩擦制动器的车轮,扭矩致动器可操作以反作用于来自车轮的牵引动力,该方法包括:
监控驾驶员制动请求并确定再生制动扭矩请求;
监控再生制动扭矩请求;
基于所监控到的再生制动扭矩请求命令扭矩致动器反作用于牵引动力;
监控获得的再生制动扭矩请求;以及
当所监控到的再生制动扭矩请求和所监控到的获得的再生制动扭矩之一被检测到有故障时,禁止扭矩致动器的运行。
2、如权利要求1所述的方法,包括监控通信,并且当通信故障被检测到时,禁止扭矩致动器的运行。
3、如权利要求2所述的方法,还包括向下调整再生制动扭矩请求到零值,以禁止扭矩致动器的运行。
4、如权利要求3所述的方法,还包括设置再生制动扭矩容量到零值,以禁止扭矩致动器的运行。
5、如权利要求4所述的方法,还包括:
随后确定所监控到的再生制动扭矩请求和所监控到的获得的再生制动扭矩之一中的故障是无效的,并在此后设置再生制动容量为所确定的再生制动容量;并且,
调整再生制动扭矩请求。
6、如权利要求1所述的方法,还包括对所监控到的获得的再生制动扭矩执行合理性检测,并且当监控到的获得的再生制动扭矩被检测到故障时,向下调整获得的再生制动扭矩。
7、如权利要求1所述的方法,还包括:
建立一种分布式控制模块系统,该系统包括可运转地连接到摩擦制动器的第一控制模块;可运转地连接到扭矩致动器的第二控制模块;以及,可运转地指令第二和第三控制模块的运行的混合控制模块;
建立串行通信线路以在第一控制模块和混合控制模块之间传输信号;
确定驾驶员制动请求并产生信号,所述信号包括第一控制模块中的再生制动扭矩请求和摩擦制动扭矩命令;
监控包括第一控制模块中的再生制动扭矩请求的信号;
产生和校验包括混合控制模块中获得的再生制动扭矩的信号;
传输包括从第一控制模块到混合控制模块的再生制动扭矩请求的信号,并校验混合控制模块中传输的信号;以及
传输包括从混合控制模块到第一控制模块的获得的再生制动扭矩的信号,并且校验第一控制模块中传输的信号。
8、如权利要求7所述的方法,其特征在于,校验信号包括在控制模块的存储装置的第一和第二存储单元中重复地储存信号,并且在重复存储信号前,比较第一和第二存储单元中的信号。
9、一种用于控制动力传动系统的方法,该动力传动系统包括发动机、变速箱和多个连接到能量储存装置的扭矩致动器,变速箱可操作以在发动机、扭矩致动器和输出元件之间传输动力,输出元件连接到传动系以传递牵引动力到包括摩擦制动器的车轮,扭矩致动器之一可操作以反作用于从车轮传递到传动系再传递到变速箱的牵引动力,该方法包括:
监控驾驶员制动请求;
确定再生制动扭矩请求;
监控再生制动扭矩请求;
基于所监控的再生制动扭矩请求命令扭矩致动器反作用于牵引动力;
监控获得的再生制动扭矩;以及
当所监控到的再生制动扭矩请求和所监控到的获得的再生制动扭矩之一被检测到有故障时,禁止扭矩致动器的运行。
10、如权利要求9所述的方法,还包括基于驾驶员制动请求和所监控到的获得的再生制动扭矩控制摩擦制动器。
11、如权利要求9所述的方法,包括监控通信,并且当检测到通信故障时,禁止扭矩致动器的运行。
12、如权利要求9所述的方法,包括向下调整再生制动扭矩请求到零值,从而禁止扭矩致动器的运行。
13、如权利要求9所述的方法,包括设置再生制动容量到零值,从而禁止扭矩致动器的运行。
14、如权利要求9所述的方法,还包括:
随后确定所监控到的再生制动扭矩请求和所监控到的获得的再生制动扭矩之一中的故障是无效的,并在此后设置再生制动容量为所确定的再生制动容量;并且,
调整再生制动扭矩请求。
15、一种用于控制动力传动系统的方法,该动力传动系统包含扭矩致动器,该扭矩致动器可操作以传递牵引动力到包括摩擦制动器的车轮,并且可操作地反作用于从车轮传递来的牵引动力,该方法包括:
监控驾驶员制动请求并确定再生制动扭矩请求;
监控再生制动扭矩请求;
基于再生制动扭矩请求命令扭矩致动器反作用于从车轮传递的牵引动力;
监控获得的再生制动扭矩;以及
当所监控到的再生制动扭矩请求和获得的再生制动扭矩之一被检测到有故障时,禁止扭矩致动器的运行。
16、如权利要求15所述的方法,包括监控通信,并且当检测到通信故障时,禁止扭矩致动器的运行。
17、如权利要求16所述的方法,还包括向下调整再生制动扭矩请求到零值,从而禁止扭矩致动器的运行。
18、如权利要求17所述的方法,还包括设置再生制动容量到零值,从而禁止扭矩致动器的运行。
19、如权利要求18所述的方法,还包括:
随后确定所监控到的再生制动扭矩请求和所监控到的获得的再生制动扭矩之一中的故障是无效的,并在此后设置再生制动容量为所确定的再生制动容量;并且,
调整再生制动扭矩请求。
20、如权利要求19所述的方法,还包括对所监控到的获得的再生制动扭矩执行合理性检测,当所监控到的获得的再生制动扭矩被检测到故障时,向下调整获得的再生制动扭矩。
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2008
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Also Published As
Publication number | Publication date |
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EP2055607B1 (en) | 2013-03-27 |
EP2055607A3 (en) | 2012-03-28 |
EP2055607A2 (en) | 2009-05-06 |
US8112194B2 (en) | 2012-02-07 |
US20090111640A1 (en) | 2009-04-30 |
CN101445109B (zh) | 2012-03-21 |
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