CN101450661B - 基于发电机功率的冷起动方法 - Google Patents
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Abstract
本发明提供一种基于发电机功率的冷起动方法,公开了一种在混合动力电动车辆的发动机起动期间控制发动机速度的方法,该混合动力电动车辆包括蓄电池、发动机和用作电动机的发电机,其中,在整个发动机起动事件,特别是冷发动机起动事件期间,在不超过蓄电池功率极限的情况下,发电机扭矩帮助发动机来产生稳定的运转速度。
Description
技术领域
本发明涉及一种在具有针对车辆牵引轮的并行动力传送路径的混合动力电动车辆(hybrid electric vehicle)动力传动系(powertrain)中起动发动机的控制方法。
背景技术
在例如第7,013,213号美国专利以及第U.S.2006/0016412A1号美国专利申请公布中所公开的类型的混合动力电动车辆动力传动系中,使用内燃发动机和电力牵引电动机来在分流的动力传送路径中产生车辆牵引轮扭矩。动力传送路径部分地由扭矩分流器行星齿轮系限定,在该行星齿轮系中,行星齿轮架可驱动地连接到发动机曲轴,环形齿轮通过齿轮系可驱动地连接到车辆牵引轮的差动和桥总成。电动机也通过该齿轮系与差动和桥总成结合。在发电机-电动机-蓄电池分总成中,电动机和发电机连同蓄电池一起电结合。发电机直接连接到恒星齿轮,当发动机动力通过行星齿轮单元被传送给该齿轮系时,恒星齿轮用作反作用元件。
通过控制发电机扭矩,发动机动力输出被分流为两个并行的路径。从发动机到行星齿轮单元,最终到动力输出轴建立机械动力流动路径。另一个动力流动路径是电动力流动路径,其从发动机,到发电机,再到电动机,然后到动力输出轴来传输动力。因此,发电机、电动机和行星齿轮单元可用作具有连续变速比特性的电-机械变速器。
车辆系统控制器协调分流的动力传输。在正常的运行条件下,车辆系统控制器解释驾驶者对动力的要求,如加速或减速功能要求。然后确定为了满足驾驶者的动力要求并且在考虑发动机燃料经济性、排放质量等的同时实现特定的车辆性能,每一动力源需要何时提供扭矩并且提供多少扭矩。车辆系统控制器将确定发动机扭矩和速度关系的工作点。
当发电机用作电动机时,发电机可向行星齿轮系传送动力。该动力可用于在发动机起动期间将发动机起动。当发电机用作发电机时,其由行星齿轮系驱动,以实现向蓄电池充电。当发电机被没有通过驱动桥(transaxle)齿轮系机械传送的那部分发动机动力所驱动时,发电机可起发电机的作用。按照正的动力分流配置,通过行星齿轮系传送到发电机的发动机动力的结余对蓄电池进行充电,蓄电池驱动牵引电动机。以这样的方式,两个动力源,即发动机和发电机-电动机-蓄电池子系统被整合,从而它们可以无缝地一起工作,以满足驾驶者对动力的要求。该系统将实现两个动力源之间的最佳动力分流。
发电机用作内燃发动机的起动电动机。在正常的运行循环中,发动机必然被频繁地起动和停止。每次发动机被起动时,发动机必须在不超过蓄电池功率极限的情况下,经大的温度范围被快速、无噪音、平稳地起动。发动机起动模式不能发生在所谓的谐振区域(resonance zone)中的扩展时间段内,在谐振区域期间,发动机扭矩传送不稳定并且具有扭矩尖峰的特点。对于当前一般的汽车发动机,该谐振区域的典型发动机速度范围大约是300-500rpm。
当发动机温度非常低时,满足各种发动机的起动要求是很难实现的。由于冷的发动机润滑剂的摩擦增大,所以冷的发动机需要更多的能量来起动。此外,由于蓄电池的化学特性的限制,冷的蓄电池无法提供同样多的能量。如果发动机设计有可变气门正时(valve timing),则冷的发动机的起动变得更加困难。这是因为,为了减小发动机的噪声、振动和舒适性(NVH)而添加可变进气门正时特征减小了发动机气缸内的压强。这又使得在发动机能够起动之前需要更高的起动速度。
在第US 2006/0016412A1号美国专利申请公布中讨论了一种冷起动方法。该冷起动方法需要指定的在起动事件期间保持恒定的目标发动机速度。使用第US 2006/0016412A1公布中的方法起动发动机所需的扭矩的变化引起用于起动发动机的功率发生波动。因此,在冷的环境中的变速器和发动机摩擦会引起高压蓄电池的过放电。此外,在至少一个发动机气缸中的单个强烈的瞬时点火事件会瞬间增大发动机速度。然后,发电机被增大的发动机速度信号所激励,通过减小发电机扭矩命令来对瞬时点火事件做出响应。这会使得发电机停止在起动模式期间帮助发动机,从而由于发动机控制器中的固有控制信号响应时间延迟,并且由于由曲轴以及与曲轴机械连接的部件的旋转质量的瞬时动能改变引起的物理滞后时间,会导致发动机失速或者“无法起动(no-start)”情况。
如果利用第US 2006/0016412A1号专利申请公布中所描述的这种方法,发动机成功且一致地产生发动机驱动扭矩,则在发动机速度增加到期望的发动机空转速度之前,发动机速度被拖拉通过大约300-500rpm的谐振区域。这会导致利用比蓄电池能够安全提供的功率更多的蓄电池功率。当蓄电池的充电状态被耗尽时,这会导致低的蓄电池电压情况。这会缩短蓄电池的寿命。
发明内容
本发明的目的在于避免先前所描述的已知控制系统的局限,并且提高发动机冷起动性能。这通过在冷的发动机的发动机起动期间控制发电机功率(而非发动机速度)由本发明的方法来实现。如果由于冷的发动机温度导致发动机摩擦较大,则起动期间的发动机速度将低于发动机温度较高时的发动机速度。此外,在起动循环期间,即使发动机间歇地提供扭矩,发电机也将继续提供扭矩以帮助发动机起动。本发明的方法包括选择低于高压蓄电池功率极限的目标发电机功率。这样,该控制方法将防止超过总功率极限。
本发明的方法包括以下步骤:使用闭环控制技术来计算期望发动机起动速度,以便在创建稳定的发动机扭矩时在考虑蓄电池功率极限的同时确定发动机起动期间将使用的特定发电机功率。用于保持发动机速度的发电机功率将导致起动速度的增加,以便帮助发动机通过不稳定点火阶段。因此,在发动机起动循环期间,所述方法将使发电机不需要提供额外的扭矩以帮助发动机通过发动机气缸中紧随初始点火之后的所谓“谐振区域”。因此,发动机和变速器在目标发电机功率下一起工作。
对于具有相同温度/摩擦特性的发动机系列,所给出的发电机功率控制方法均能够提升发动机速度。这将使发动机的标定简化,从而实现具有最佳废气排放质量的发动机起始燃料添加事件。
附图说明
图1是能够使用本发明的方法的动力传动系的示意图;
图2是示出发动机起动速度阶段的示图;
图3是本发明的控制方法的流程图;
图4是示出用于在发动机冷起动事件期间确定发电机功率目标的闭环控制的控制框图;
图4a是由图4的框图的PI控制器执行的控制步骤的框图;
图5是传统发动机冷起动事件期间的发动机速度改变的时间曲线图;
图6是使用本发明的方法的发动机冷起动期间的发动机速度改变的时间曲线图;
图7是在使用本发明的方法的发动机冷起动事件期间的蓄电池功率的时间曲线图。
具体实施方式
在图1中所示意性示出的混合动力传动系配置中,内燃发动机10的扭矩输出曲轴通过曲轴减震器(damper)10’被可驱动地连接到行星齿轮单元14的齿轮架12。齿轮单元14的恒星齿轮16用作反作用元件,并被可驱动地连接到发电机18。齿轮架12可旋转地支撑与恒星齿轮16和环形齿轮22啮合的行星小齿轮20,环形齿轮22被可驱动地连接到变速器扭矩输入齿轮24。当由发动机向变速器传送驱动动力时,发电机18提供反扭矩。作为电动机-发电机-蓄电池电力子系统的一部分,发电机产生电动力来补充机械发动机动力。可使用反作用制动器26来为恒星齿轮16建立反作用点并且使发电机18不起作用。
当发电机用作电动机,而发动机不起作用时,通过超越离合器(O.W.C)28对发动机的曲轴进行制动。如果在发动机关闭时发动机曲轴能够提供足够的反扭矩,则可去除超越离合器28。
动力传动系的主控制器是动力传动系控制模块(PCM),通常如图1中的标号30所示。该控制模块30接收驾驶者选择信号(PRND)32,该信号32指示变速器将处于停车模式、倒车模式、空挡模式还是驾驶模式。如标号31所示的蓄电池温度信号被发送到控制模块30。加速器踏板位置传感器将信号(APPS)34传送给动力传动系控制模块30。该信号是驾驶者动力要求的指示信号。模块30还接收发动机冷却剂温度信号24、蓄电池电压信号33、蓄电池充电状态信号35和蓄电池放电极限信号37。
发动机10处于电子发动机控制器(EEC)30”的控制下,电子发动机控制器30”是动力传动系控制模块30的一部分。
期望的轮扭矩命令、期望的发动机速度命令和发电机制动命令由车辆系统控制器(VSC)30’产生,并被发送给变速器控制模块(TCM)36以用于控制变速器发电机制动、发电机控制和电动机控制。电功率被传输给电动机38,电动机38可以是高扭矩感应电动机,但是也可使用其它电动机来执行本发明的控制功能。
电力子系统(发电机18和电动机38是其一部分)还包括处于车辆系统控制器30’的控制下的蓄电池和蓄电池控制模块(BCM)40,车辆系统控制器30’产生用于蓄电池控制模块接触器的命令42,该命令42使蓄电池处于充电或者功率传送状态。蓄电池和蓄电池控制模块40、电动机38以及发电机18通过由虚线表示的高压总线电连接。
变速器包括具有齿轮元件44、46和48的中间轴齿轮系。齿轮元件48连接到扭矩输出齿轮50,该扭矩输出齿轮50将功率传送给差速器52和牵引轮54。电动机电枢连接到电动机驱动齿轮56,电动机驱动齿轮56与齿轮元件46可驱动地啮合。
对车辆制动器的使用产生制动器踏板位置传感器信号(BPPS)58,该信号58被传送给制动器系统控制模块(BSCM)60,以便由车辆系统控制器发起再生制动(regenerative braking)命令。
如图1中所示的混合动力车辆动力传动系使用发动机和发电机的组合,利用行星齿轮单元14来使发动机和发电机彼此连接。在一种驱动模式中,可独立于发动机来使用包括电动机、发电机和蓄电池的电驱动系统。此时,蓄电池用作能量源。当发动机运转时,由于发电机或反作用制动器26提供行星齿轮单元的反扭矩,所以车辆沿前进的方向被驱动。
行星齿轮单元14利用来自模块36的发电机命令来有效地使发动机速度与车辆速度解耦(decouple)。此时,发动机动力输出被划分为两个动力流动路径,一个路径是从齿轮架12到环形齿轮22,最终到达变速器输入齿轮24的机械路径。同时,从齿轮架12到恒星齿轮16,再到与电动机电结合的发电机建立电动力流动路径。电动机扭矩驱动输出齿轮56。这种速度解耦(speeddecoupling)以及组合的电动力和机械动力流动路径使得该变速器具有与传统的连续可变的变速器相似的特性。
当电动力流动路径有效,而发动机不起作用时,电动机从蓄电池获取功率并独立于发动机在前进和倒退方向上提供推动力。此外,当电动机起发电机的作用时,电动机可提供制动扭矩。这可在制动期间捕获车辆动能(否则这些动能会消失为热量),从而对蓄电池进行充电。如前所述,可同时使用发动机和电动机-发电机-蓄电池子系统来在前进方向上驱动车辆,以满足驾驶者的动力要求并获得更好的加速性能。
与传统的连续可变的变速器车辆的情况一样,通过如前所述使发动机尽可能在其最大效率区或者接近其最大效率区内运行,来提高燃料经济性和排放质量。潜在地,燃料经济性和排放质量还可进一步提高,这是因为有两个动力源,因此可在保持相同的车辆性能的同时减小发动机大小。如果发动机所需的发动机运行条件不利于燃料经济性和排放质量,则发动机可被停止(关闭),并可将电动机用作唯一的动力源。
在图1所示的配置的情况下,两个动力源无缝地一起工作,以实现获得更好的燃料经济性和排放质量的目标。车辆系统控制器在两个动力源之间协调车辆控制。由于车辆系统控制器在各种动力传动系运行条件下协调车辆控制,所以车辆系统控制器执行分级功能。假设没有子系统部件故障,则车辆系统控制器解释驾驶者要求(如驾驶范围选择32以及加速或减速要求34),然后基于驾驶者要求和动力传动系限制来确定轮扭矩命令。此外,车辆系统控制器确定为了满足驾驶者要求并且实现特定的车辆性能、期望的燃料经济性和期望的排放质量水平,每一动力源需要提供多少扭矩以及每一动力源何时需要提供扭矩。车辆系统控制器由此确定何时需要关闭和打开发动机。还确定当发动机打开时,针对给定的发动机动力要求的发动机工作点(即,发动机速度和扭矩)。
如果车辆在例如红绿灯处停车,则发动机将被停止。在正常的城市驾驶期间,发动机必然要被起动和停止若干次。由于与利用点火钥匙开关的车辆初始起动不同,驾驶者不会预料到这样的发动机起动和停止事件的发生,所以在正常城市驾驶期间发动机的起动事件应该是觉察不到的。
如图2所示,发动机起动事件可包括几个阶段,这几个阶段在图2中标识为起动(cranking)或发动机速度命令形成(profiling)阶段、开始加燃料阶段以及发动机传送动力阶段。从一个阶段到另一个阶段的转变会在不同时间发生,这取决于驾驶条件以及其它运行变量。因此,在图2的时间曲线图(time slot)上,例如起动阶段会向左或向右移动。开始加燃料阶段和发动机动力传送阶段也是如此。
图3示出本发明的控制方法,与利用发电机扭矩反作用的已知发动机速度控制方法不同,通过本发明的控制方法,在发动机起动期间控制发电机功率。图3的方法还说明,在整个发动机起动事件期间,即使在发动机运行不稳定时,发电机也将继续向发动机提供动力支援。所选择的目标发电机功率将低于高压蓄电池功率极限。
在图3中,在判断块70确定发动机点火系统是否处于起动模式。如果处于起动模式,则在动作块72确定目标发电机功率。这将在随后参照图4进行描述。
在确定了目标发电机功率之后,在动作块73确定实际发电机功率,并在动作块74确定目标发动机速度。利用实际发电机功率和发动机速度,在动作块76确定扭矩值。在判断块78,以闭环方式确定发动机速度是否达到固定的阈值。如果在判断块78确定的结果是达到阈值,则发动机将进入其正常运行模式,发动机起动事件完成。
图4是由标号73-78标识的流程图部分中的基于发电机功率的冷起动方法的示意图。该方法利用闭环控制器来计算期望的发动机起动速度,以便确定在发动机起动事件期间使用的特定发电机功率。在图4的动作块72,车辆系统控制器30’(见图1)考虑蓄电池的功率极限和实际的发动机温度来计算期望的发电机功率目标。在图3的动作块74,比例积分(PI)控制系统利用PI控制器80(见图4)来确定目标发动机速度。由PI控制器80确定的发动机速度在标号82处被削波(clip),以避免超过预先标定的速度极限。然后,经削波的值通过发动机速度滤波器84以消除无关的瞬时发动机速度波动。经滤波的发动机速度被变速器控制模块36接收。如图4中的标号86处所示,由变速器控制模块36发送的发电机扭矩信号与发电机速度信号相乘,以确定实际发电机功率。然后,在标号88处对实际发电机功率与发电机功率目标求和,以产生误差信号,该误差信号被发送给PI控制器80,从而完成闭环控制。
在图4a中的比例增益值和积分增益值是参照图3进行了描述的PI控制器80的元件,在图4a中将图4中的发动机速度滤波器84示出为滤波器元件84’。在图4a中在标号82’处示出图4中显示的削波步骤82。
变速器控制模块36经控制区域网络(在图1中表示为“CAN”)接收来自车辆系统控制器的期望的发动机速度命令。变速器控制模块计算合适的发电机扭矩命令,并利用控制区域网络将实际发电机反馈提供给车辆系统控制器30’。然后,车辆系统控制器计算使用的实际发电机功率,然后在标号86处计算误差反馈项。PI控制器80将主动改变目标发动机速度以便实现目标发电机功率的使用。当最小发动机速度标准被满足时,退出基于发电机功率的冷起动方法。
图3所示的方法将使发动机起动速度增加,直到发电机功率满足目标值为止。当发动机点火事件发生,并且创建了扭矩脉冲时,,用来保持发动机速度的发电机功率将下降,导致起动速度增加,以便保持发动机动力目标。这有效地帮助发动机在发动机起动期间通过不稳定点火期。
通过控制发电机提供特定的发电机功率来确定发动机起动速度。该目标发电机功率与起动发动机时所使用的蓄电池功率量直接相关。此外,由于在整个发动机起动循环内发动机受到帮助,所以变速器将不需要提供额外的扭矩来人为地将发动机拖拉通过不稳定谐振区域(会是大约300-500rpm)。
针对具有相同的温度/摩擦力特性的各种发动机,本发明的方法均会提供发电机功率来增加发动机速度,由此使发动机的标定更简单,以实现发动机起动期间的正确的燃料添加,从而改善废气排放。这与已知的混合动力车辆动力传动系中使用的起动循环(其中,发动机起动特性由于大幅变化的温度而剧烈改变)不同。任何给定发动机温度下的低的蓄电池温度将导致低的起动速度,相同发动机温度下的更高的蓄电池温度将导致更高的起动速度。
本发明的方法将通过在发动机起动事件期间持续地帮助发动机,来提供更快更平稳的发动机起动。应该保证不超出蓄电池的限制。
图5示出在利用已知方法的发动机起动事件期间的发动机速度的时间曲线图。在附图中,Ne表示发动机的速度,Ngen表示发电机的速度,Tgen表示发电机的扭矩。发动机起动速度在图5中由标号90表示。获得发动机起动速度90所需的发电机扭矩由标号92表示。发电机扭矩被保持在足够高的值,以允许大致均匀的起动速度,直到发动机开始点火为止。通常,这发生在与发动机起动阶段90期间通常产生的不稳定性相比具有增大的谐振的区域中。该谐振区域产生的原因在于发动机点火的不稳定性。在大约500rpm的发动机速度下,检测到发动机运转,但是发动机点火变得不稳定。在由标号94表示的时间,检测到发动机扭矩,这导致发动机速度的增加,直到在标号96处实现点火稳定为止。一旦在时间94检测到发动机扭矩,如标号98所示,发电机扭矩快速降低。这是因为,已知方法中的车辆系统控制器是基于发电机速度的控制,其尝试将发动机保持在恒定的速度。因此,一旦在标号92所示的时间之后的时间检测到发动机扭矩,那么即使此时点火稳定性可能仍然不稳定并且发动机速度的增加也仅是瞬时的,发电机扭矩也将快速降低。
与图5所示的已知发动机起动方法不同,图6和图7示出了本发明的相应方法。图6是从发动机起动事件的开始100到起动事件的结束之间的发动机速度的时间曲线图。当开始发动机起动时,产生由标号102所示的发动机起动速度。这与图5中标号90所示的起动速度相应。起动速度可在窄的速度窗口内波动。产生图6中标号102所示的发动机起动速度所需的蓄电池功率由图7中的标号106表示。当在时间112检测到发动机扭矩时,随着发动机速度增加到由标号104表示的速度,出现谐振区域。
蓄电池功率极限(在图7中由标号108表示)高于由标号106表示的发电机功率。与图5所示的时间曲线图不同,如标号110所示,起动速度处的发电机扭矩在整个起动事件期间保持相对恒定。因此,从图6中的时间112到时间104,随着发动机起动速度增加,蓄电池功率不变。正是在该时间间隔中发生相对不稳定的发动机点火。然而,发生不稳定的点火的时间段比图5中所示的相应时间间隔短,并且扭矩波动的幅度减小。这是因为使用了蓄电池来帮助发动机动力,发动机不需要独自作用以使发动机速度增加到标号116处的期望空转速度。图6中由标号116表示的空转速度通常高于标号118(对应于产生发动机点火稳定性的点)处的发动机速度。
尽管已经公开了本发明的实施例,但是对于本领域技术人员而言明显的是,在不脱离本发明的范围的情况下,可进行修改。所有这样的修改及其等同物都将由权利要求覆盖。
Claims (1)
1.一种在混合动力电动车辆动力传动系中控制发动机的起动事件的方法,该动力传动系包括内燃发动机、与电动机电连接的发电机和蓄电池以及形成从发动机到车辆牵引轮的并行机械动力流动路径的齿轮系,该电动机与车辆牵引轮机械连接,该方法包括以下步骤:
在发动机起动循环期间,使发电机作为电动机运转并利用发电机扭矩来起动发动机,由此在发动机起动循环期间,当发动机在低于标定的发动机空转速度的速度下运行时,发电机扭矩补充发动机运转扭矩,
其中,使用实际发电机功率作为反馈变量以闭环方式计算期望的发动机起动速度,以便确定在发动机起动事件期间使用的特定发电机功率。
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EP2067646A3 (en) | 2010-03-03 |
US20110307137A1 (en) | 2011-12-15 |
CN102862565B (zh) | 2015-09-16 |
US8020652B2 (en) | 2011-09-20 |
CN101450661A (zh) | 2009-06-10 |
CN102862565A (zh) | 2013-01-09 |
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