CN101519070A - 控制混合动力系的发动机温度的方法和装置 - Google Patents
控制混合动力系的发动机温度的方法和装置 Download PDFInfo
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- CN101519070A CN101519070A CNA2008101822737A CN200810182273A CN101519070A CN 101519070 A CN101519070 A CN 101519070A CN A2008101822737 A CNA2008101822737 A CN A2008101822737A CN 200810182273 A CN200810182273 A CN 200810182273A CN 101519070 A CN101519070 A CN 101519070A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F02D41/02—Circuit arrangements for generating control signals
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- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Abstract
本发明涉及控制混合动力系的发动机温度的方法和装置,该发动机连接到变速器,以将牵引功率传送到传动系。确定发动机冷却剂温度,并且基于冷却剂温度和优选的冷却剂温度范围来调节发动机的功率输出。基于已调节的发动机功率输出控制该变速器,以将牵引功率传送至传动系,以便满足操作者扭矩需求。
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.60/985,983的优先权,该临时申请因此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系控制系统用于满足操作者对性能(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规则,例如燃料经济性及排放保持平衡。操作者对性能的要求与其它操作者需求和规则的平衡,可以通过在正在进行的操作期间对与特定操作条件相关的发动机功率损失进行量化而实现。
用于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校准表基于在操作期间测得的操作条件来确定损失。这种系统消耗大量的计算机存储器。存储器空间由发动机操作模式例如气缸停缸进一步占用。这种系统不能适应操作条件的变化,包括发动机预热和过热。
发明内容
内燃机连接到变速器,以将牵引功率传送到传动系。确定发动机冷却剂温度,并且基于冷却剂温度和优选的冷却剂温度范围调节发动机的功率输出。基于已调节的发动机功率输出对变速器进行控制,以将牵引功率传送到传动系,从而满足操作者扭矩需求。
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例性架构的示意图;
图2是根据本公开的示意图;以及
图3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,附图仅仅用于示出某些示例性实施例,而不是为了限制这些实施例,图1描述了用于执行控制程序的示例性动力系和控制系统的示意图。该动力系包括内燃机14、第一电机(electricmachine)(‘MG-A’)56和第二电机(‘MG-B’)72。内燃机14、第一电机56和第二电机72均产生功率,该功率通过变速器10传送至输出部件64,例如用于车辆的传动系(未示出)。由发动机14、第一电机56和第二电机72产生并传送至变速器10的功率在输入扭矩和速度方面特征化并且进行描述,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。
示例性发动机14包括多缸内燃机,该多缸内燃机可以以多种状态选择性地操作,以经由输入部件12例如旋转轴将功率传送到变速器。发动机14可以是火花点火式发动机或者压缩点火式发动机。发动机14包括可操作地联接到变速器10的输入部件12的曲轴。转速传感器监控输入部件12的转速。发动机由发动机控制模块23(下文称为‘ECM’)监控并控制。发动机操作点,包括发动机转速NE和输出扭矩TE,表示发动机的功率输出。由于在发动机14和变速器10之间的输入轴12上放置了扭矩消耗构件,例如液压泵和/或扭矩管理器件,故发动机操作点可不同于传送到变速器10的输入速度Ni和输入扭矩Ti。
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/或还原(即转换)和/或对颗粒物质进行捕获和燃烧的一个或多个装置。所关注的示例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(多个)装置构造成用于在某个条件下操作,该条件的特征包括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中的一种或多种的转换效率。当排气后处理系统16暴露于优选温度范围以下的温度并操作于该温度时,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的还原和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。
在发动机操作点、发动机操作模式以及发动可选择性地操作于其中的发动机状态方面描述发动机操作。发动机操作模式包括化学计量操作模式和富燃操作模式中的一种模式下的空气/燃料比操作。例如当发动机作为压缩点火式发动机来操作,或者发动机是以受控自动点火燃烧模式操作的火花点火式发动机时,空气/燃料比操作可额外地包括稀燃操作模式。发动机操作模式还包括发动机温度管理,该发动机温度管理包括催化剂预热模式和已预热的催化剂模式,如参照图3A和3B进一步详细讨论,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产生的燃烧热之后的发动机操作期间,发动机预热模式包括发动机操作控制程序,该程序包括延迟火花点火正时(当发动机包括火花点火式发动机时)或延迟燃料喷射正时(当发动机包括压缩点火式发动机时)。在燃烧期间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气缸停缸状态。在正常发动机状态下,所有发动机气缸被供给燃料并点燃。在气缸停缸状态下,通常是气缸的一半(例如V型构造发动机的一排(bank))停缸。气缸的一排通常通过停止向其喷射燃料并停止阀门而停缸。
第一电机56和第二电机72均包括三相交流电机,该电机具有可在定子内旋转的转子。电能储存装置(下文称为‘ESD’)74是经由直流传输导体27而联接到变速器功率变换器模块(下文称为‘TPIM’)19的高压直流。该TPIM 19是控制系统的元件。
示例性变速器10优选包括如下装置,该装置包括可操作地联接到发动机14的曲轴上的输入部件12,一个或多个行星齿轮组,一个或多个扭矩传递装置(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中的各个电机的定子接地式(ground)地连接到变速器10的壳体上,该转子可操作地联接到行星齿轮组的旋转元件上,以将扭矩传递到该旋转元件。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到输出部件64上。分别由于来自燃料或储存在ESD74中的电势能的能量转换,变速器10接收来自扭矩生成装置的输入功率,该扭矩生成装置包括发动机14、第一电机56和第二电机72。
本文描述的控制系统包括总体车辆控制架构的子集,并提供示例性动力系的协调系统控制。控制系统综合相关信息和输入,并执行算法来控制各种促动器,以达到例如燃料经济性、排放、性能、驱动性能和硬件(包括ESD 74的电池、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ECM23、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提供监视控制以及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装置上,通过该用户接口,车辆操作者控制或引导机电式(electric-mechanical)混合动力系的操作。该装置包括:加速器踏板113(‘AP’),操作者扭矩需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中的一种。
ECM 23可操作地连接到发动机14上,并用于在多个离散的线路上分别从发动机14的多种传感器获得数据,并分别控制发动机14的多种促动器,这些离散的线路共同显示为集合线35。ECM 23监控发动机操作条件,其包括:监控来自各种发动机传感装置的输入以及发动机操作,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。用于监控发动机操作条件的发动机传感装置包括曲轴传感器,以及质量空气流传感器;ECM 23通过该曲轴传感器来确定发动机速度NE(RPM);ECM通过该质量空气流传感器确定发动机扭矩TE或负载(例如以N-m表示的NMEP)。可选地,发动机负载可通过监控操作者对加速器踏板113的输入来确定。发动机传感装置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控发动机温度,ECM 23通过该排气传感器来监控排气供给流,例如,空气/燃料比、温度或排气组分。ECM 23监控发动机操作条件和排气,发动机操作条件包括发动机速度(RPM)、负载(制动扭矩或以N-m表示的NMEP)、气压、冷却剂温度,该排气例如空气/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操作条件进行估算。ECM 23用于基于发动机操作条件来估算催化剂16的温度。可选地,一个或多个温度传感装置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控。ECM 23产生并传送命令信号,以控制发动机促动器,包括例如燃料喷射器、点火模块和节流阀控制模块。
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,包括监控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操作模式。BPCM 21以信号连接的方式连接到一个或多个传感器,其用于监控ESD 74的电流或电压参数,以将关于电池状态的信息提供到HCP 5。这种信息包括电池充电状态(‘SOC’)、电池电压、安培-小时流量和可用的电池功率。
TPIM 19通过传输导体29与第一电机56来回传递电功率,并且TPIM 19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输导体31与第二电机72来回传递电功率。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包括成对的功率变换器和相应的电动机控制模块,该电动机控制模块构造成用于接收发动机控制命令并通过该命令来控制变换器状态,从而提供电动机驱动功能或再生功能。
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单元,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/输出电路和装置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,该算法包括可机器执行的代码和存贮在只读存储器中的校准值,并可执行以提供各个控制模块的相应功能。各上述控制模块通过局域网(下文称为‘LAN’)总线6与其它控制模块、传感器和促动器连通。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与其它控制模块之间提供了稳定的消息传送和多控制模块接口,其它控制模块提供了例如防锁死制动、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估算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装置中的算法通过相应的若干中央处理单元来执行,并且监控来自传感装置的输入并使用预设校准来执行控制和诊断程序,以控制相应装置的操作。以固定间隔来执行循环周期,例如在发动机和车辆操作期间,以每3.125、6.25、12.5、25、50及100毫秒来执行。可选地,可响应于事件的发生来执行算法。
在发动机操作周期期间,即从发动机启动到后来的发动机停止的发动机操作期间,控制模块执行控制程序来监控并控制发动机14,包括控制发动机14和机电式变速器10,以通过在管理发动机14及排气后处理系统16的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控环境操作条件、发动机操作条件和动力系操作条件。环境操作条件包括环境温度和气压,优选利用车辆上的传感装置来监控。车辆操作被监控。控制程序包括采用机器可执行代码的形式的算法,其优选存储于控制模块其中之一(例如HCP 5)的非易失性存储装置中。HCP 5执行控制程序,其估算发动机操作周期的未来能量损失,并确定当前功率损失以及估算出的发动机操作周期的未来能量损失在发动机操作范围内的时间比率的变化。
当前总体功率损失(‘PLOSS_TOT’)包括由于机电式变速器10、第一电机56和第二电机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:在当前的发动机操作中,在当前的发动机操作条件下,在该段时间内发动机14的功率损失的估算。这包括监控并确定发动机操作条件和发动机操作,以确定瞬时功率损失,包括发动机操作点的标称发动机功率损失(‘PLOSS_ENG_NOM’)和功率损失校正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,包括产生的排放的速率,例如当前发动机操作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,表示对应于排放产生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进行预热和对排气后处理系统16的温度进行管理的操作相平衡,以在发动机操作周期中实现最小总体能量损失。为了降低发动机操作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能量损失。
未来能量损失,在本文也称作ELOSS_FUTURE,包括基于当前操作条件来完成发动机操作周期所需的能量,如以下等式2所示。
积分范围的限值从当前时间t到发动机操作周期期间的最大时间tMAX。在操作期间,随着时间t的增加,积分值减小,即需要更少的能量来预热到优选的温度范围。
降低总体能量损失包括在发动机14操作周期的剩余期间(例如直到排气后处理系统16的温度达到优选的温度范围)内操作发动机14来降低能量损失。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校准,其防止对ESD74过充电并确定使用第一电机56和第二电机72的成本。这允许系统基于操作者扭矩需求来改变发动机负载。
等式2可如下重写来表述未来能量损失,如下面的等式3所示。ELOSSFUTURE(t,TCAT)=PLOSSTOT(t,TCAT)×Δt+ELOSSFUTURE(t+Δt,TCAT+ΔTCAT)[3]其中TCAT包括催化剂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能量损失的变化率来降低总体能量损失。上面等式4的求导可以以连续形式表示成偏导数,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的温度,对能量变化求导而获得偏导数。
项包括作为阵列储存在存储器中的预先校准因子,并且是基于发动机操作时间和催化剂温度而确定的,催化剂温度的范围从冷例如0℃到预热例如600℃。项包括作为阵列储存在存储器中的预先校准因子,并且作为发动机操作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℃到预热例如90℃。发动机14的校准值优选使用标准化发动机和车辆测试程序来获得。项包括基于特定车辆和系统应用的时间、用于排气后处理系统16的温度变化的预先校准的多项式等式。对于项,存在多个多项式等式,这些多项式等式根据发动机状态在操作期间选定,该发动机状态包括正常发动机状态和气缸停缸状态。而且,存在用于离散催化剂温度的多项式等式,该温度范围从冷例如0℃到预热例如600℃及更高。这些多项式等式优选使用热消耗数据和发动机14的热模型而获得,以预知排气后处理系统16的预热率。通过基于上述等式5来计算未来能量损失中的变化率、并基于瞬时功率损失和未来能量损失变化率的结合来确定包括最小系统功率损失PLOSS_FINAL或的发动机操作点,确定催化剂预热模式期间估算出的未来能量损失的变化率。
标称发动机功率损失PLOSS_ENG_NOM基于发动机操作点来确定。在每50毫秒发动机循环周期期间从预定校准表优选地确定标称发动机功率损失,该预定校准表针对在温度、气压和化学计量空气/燃料比的标称发动机操作条件下、在发动机速度范围和负载条件内操作的发动机14而确定。如本文所述,基于排气后处理系统16的温度和发动机冷却剂温度利用带有校正的九项多项式等式来估算排放功率损失。为了精确地估算标称发动机功率损失,在发动机操作条件的容许范围中的所有速度和负载上估算排放产生。冷却剂温度或气压的变化可显著影响估算出的燃料消耗。为了考虑由于在非标准发动机操作条件下的发动机操作而引起的标称发动机功率损失的变化,将发动机功率损失校正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。
基于环境操作条件和发动机操作条件计算发动机功率损失校正ΔPLOSSENG。如本文所述,基于发动机操作条件、发动机操作和环境操作条件,多个多项式等式简化为程序代码且持续执行,以计算功率损失校正和未来能量损失校正。基于输入速度Ni和输入扭矩Ti来确定功率损失校正。各功率损失校正和未来能量损失校正参照下面所示的等式6而确定。
ΔPLOSSENG=C0+C1×Ti+C2×Ti2+C3×Ni+C4×Ni×Ti
+C5×Ni×Ti2+C6×Ni2+C7×Ni2×Ti+C8×Ni2×Ti2[6]
发动机功率损失校正ΔPLOSSENG包括参照下列等式7-14所述的多个多项式等式的和。
与在当前操作条件下稳定的发动机操作所需的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。
与添加燃料以优化HC排放相关的功率损失优选使用如下所示的等式8计算。
与添加燃料以优化NOX排放相关的功率损失优选使用如下所示的等式9计算。
与添加燃料以实现冷却剂和发动机油预热相关的未来能量损失使用如下等式10来计算:
与添加燃料来实现用于HC排放性能的排气后处理系统16的预热相关的未来能量损失优选使用如下所示的等式11来计算。
与添加燃料来实现用于NOX排放性能的排气后处理系统16的预热相关的未来能量损失优选使用如下所示的等式12来计算。
与添加燃料以管理排气后处理系统16的温度相关的未来能量损失优选使用如下所示的等式13计算。
与添加燃料以管理发动机温度(包括防止发动机过热操作)相关的未来能量损失优选使用如下所示的等式14计算。
基于发动机及环境操作条件和发动机操作,等式7-14中的项经预先校准并作为阵列而存储在HCP5的其中一种存储装置中。TCOOL项包括冷却剂温度。EFUEL、EHC和ENOX项包括与用于HC和NOX排放性能而补充燃料相关的能量损失。和项包括预先校准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。和项为基于排气后处理系统16温度的预先校准的能量变化,其随逝去时间t和排气后处理系统16温度而变化,且优选地基于离线能量损失计算。项包括基于速度、负载和冷却剂温度的、冷却剂温度的时间比率变化。
系数β1-β8包括用于功率损失等式即等式7-14的加权因子,并针对用于发动机操作周期的逝去发动机运行时间t的范围,以及排气后处理系统16温度TCAT和冷却剂温度TCOOL而确定。通过使用发动机数据的最小二乘方曲线拟合优选地校准并估算系数β1-β8。系数β1-β8存储在用于各种操作条件的存储装置的一种中的校准表中,且可在发动机操作期间获取。优选地,对系数进行校准使得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包括预定的校准来控制发动机操作而管理排气后处理系统16温度。β8项是用于管理发动机操作(速度和负载)以管理冷却剂温度的校准项。利用该方法管理冷却剂温度排除了在非优化点火先进状态或非优化燃料喷射正时状态下操作发动机14以管理发动机温度的需要。线性插值用于当操作条件介于表中的值之间时来确定系数。
各等式7-14尤其利用已校准的系数C0-C8、输入速度Ni和输入扭矩Ti以等式6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校准并估算,该最小二乘方曲线拟合使用在发动机状态和操作模式下、在发动机操作期间、在输入速度Ni和负载Ti的范围内产生的发动机数据而导出。因此,针对空气/燃料比操作模式(包括各个化学计量操作模式和富燃操作模式,例如空气/燃料比等于0.1和0.7)并且针对每个发动机温度管理模式(包括预热和已预热模式),产生一组系数C0-C8。还针对各正常发动机状态和气缸停缸状态产生了一组系数C0-C8。由各个标准气压和低气压,例如100kPa和70kPa,进一步导出一组系数C0-C8。上述多组系数C0-C8可以以阵列存储在用于各种操作模式和发动机状态的多个存储装置中的一个内,用于在操作期间获取。如上所述,操作产生并存储的八组系数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利用导致对标准功率损失计算的功率损失校正。
估算在操作期间每个等式7-14的多项式系数C0-C8,并且用于产生与等式6一起使用的单组系数C0-C8,并且以每秒一次的较慢的速率来更新。β1-β8加权因子确定不同类型的发动机功率损失之间的加权,如下文所述。最终多项式等式每秒计算上百次,作为扭矩优化程序的组成。在特定发动机操作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,以确定在实时操作条件下的功率损失。
通过对标称功率损失和功率损失校正求和,控制程序确定总体发动机功率损失,如下面的等式15所示。
PLOSS_ENG_TOT=PLOSSENG+ΔPLOSSENG [15]
标称发动机功率损失如等式1所述来确定,且功率损失校正如等式6所述利用系数C0-C8来确定,系数C0-C8通过组合来自等式7-14的结果所确定,并且基于当前发动机操作、发动机操作条件和环境操作条件来确定,如上所述。此操作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基于预校准因子和β1-β8加权因子而确定。可在较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多次用于优化程序。
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=PLOSSENG+ΔPLOSSENG+PLOSS_OTHER [16]
现在参照图2,显示了用于确定最小总体功率损失PLOSS_TOT以降低总体能量损失的降低程序。执行降低程序来确定优选的发动机操作,以降低总体功率损失。降低程序优选包括二维搜索引擎260的执行,其在HCP5中编码。二维搜索引擎260反复地产生发动机操作点,其范围覆盖允许的发动机操作点。发动机操作点包括输入速度和输入扭矩(‘[Ni/Ti]j’)并且范围在最小的和最大的输入速度和输入扭矩(‘NiMin’,‘NiMax’,‘TiMin’,‘TiMax’)内。最小的和最大的输入速度和输入扭矩可包括可实现的输入速度和输入扭矩,例如从发动机空转操作到发动机满负荷(red-line)操作,或者可包括其子集,其中该范围由于关于例如噪音、振动和粗糙度的操作特征的原因而受到限制。
所产生的发动机操作点[Ni,Ti]j用于反复循环266中。下标“j”指的是特定的反复,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266包括输入每个产生的发动机操作点[Ni,Ti]j到系统等式262,通过该系统等式262确定用于特定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。在发动机操作周期中,当确定排气后处理系统16温度低于优选的温度范围时,例如在冷启动期间,如在等式8中所使用β2=1,β1=0,β3=0,β5=1,β4=0,β6=0,一组系数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,为特定反复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并基于反馈选取发动机操作点[Ni,Ti]的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下确定优选的发动机操作点[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HCP5输出到ECM23。ECM23将优选的输入速度和输入扭矩[Ni,Ti]pref转换为相应的发动机操作点,其包括发动机速度和扭矩[NE,TE]pref,ECM23利用该发动机速度和扭矩控制发动机14的操作。
如上所述,存在多个可执行的功率损失校正多项式等式。优选地具有八套多项式等式,导出发动机操作的组合,发动机操作包括:富燃的和化学计量的空气/燃料比控制模式,即空气/燃料当量比为大约0.7(富燃)和1.0(化学计量);正常发动机状态和气缸停缸状态,以及发动机操作温度,其包括预热模式和已预热模式,即冷却剂温度为90℃或大约90℃。在操作中,发动机系统监控进行中的操作,包括发动机速度(RPM)、负载(制动扭矩或以N-m的NMEP)、气压、冷却剂温度和空气/燃料比。
图3显示了基于冷却剂温度Tcool的用于β8项的预定校准值。这包括当冷却剂温度高于优选的冷却剂温度范围或阈值时降低发动机输出功率,和当冷却剂温度低于优选的冷却剂温度范围或阈值时增加发动机输出功率。β8项用于上述的等式14。用于β8项的值的范围从用于冷启动操作(‘冷启动’)的-1,例如在30℃至90℃之间的正常操作(‘正常操作’),和例如大于90℃的用于可影响发动机操作稳定性的过热操作的+1(‘过热’)。
在每个发动机操作循环期间,HCP5执行控制程序来监控并控制发动机14和变速器10,以通过在实现发动机14的预热并管理排气后处理系统16温度的同时优化整体功率损失来降低总体能量损失。当控制程序确定冷却剂温度低于优选的冷却剂温度,例如在冷启动操作周期期间,控制程序确定优选的发动机操作来在降低总体能量损失的同时实现优选的冷却剂温度。控制发动机14的操作来达到优选的冷却剂温度,优选地在30℃至90℃之间的温度范围内。在其它因素中,基于优选的发动机操作和操作者扭矩需求,控制机电式变速器10以实现牵引功率,该牵引功率包括通过输出部件64的扭矩输出和速度输出。用于实现优选的冷却剂温度并降低总体能量损失的优选的发动机操作包括估算未来能量损失并确定功率损失和估算出的未来能量损失的变化率,以及确定优选的发动机操作来降低功率损失和估算出的未来能量损失的变化率。
整体策略包括以当冷却剂较冷时提高冷却剂温度的方式调节发动机14的操作,和以当冷却剂温度较高时降低冷却剂温度的方式调节发动机14的操作。因此,在冷启动和预热操作期间,β8项是负的。可调节发动机操作点,在输入速度Ni和扭矩Ti方面,以提高冷却剂温度。混合动力系统的总体牵引功率输出在发动机14的操作期间保持不变以增加冷却剂温度。然而,控制系统可引导一部分发动机输出功率到第一电机56和第二电机72中的一个,用于充电并提高ESD74的充电状态。当控制系统确定冷却剂温度达到正常范围,即30℃至90℃之间时,β8项增加。当排气后处理系统16达到优选的温度范围时,β8项保持为0或接近0并且控制发动机操作以降低功率损失并优化燃料经济性。当确定发动机冷却剂温度在优选的温度范围之外,例如大于90℃时,主动调节β8项来调节发动机操作点,即输入速度和输入扭矩Ni和Ti,以降低冷却剂温度。控制系统操作第一电机56和第二电机72,以产生足够的牵引扭矩来满足在这种操作期间的操作者扭矩需求。
上述降低程序可应用于动力系系统,该系统包括发动机和传送系统,其中发动机14可在车辆操作循环期间选择性地停止并重启,并且发动机操作点可独立于经过动力系系统的输出部件64的牵引功率输出而被管理。动力系系统的另一个实施例称为带-交流发电机-启动系统(未示出)。使用参照图2和3的上述控制系统,可执行降低程序来确定优选的发动机操作,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反复地产生发动机操作点,其范围覆盖了允许的发动机操作点。发动机操作点包括输入速度和输入扭矩(‘[Ni/Ti]j’),且范围在最小的和最大的输入速度和输入扭矩(‘NiMin’,‘NiMax’,‘TiMin’,‘TiMax’)内。最小的和最大的输入速度和输入扭矩可包括可实现的输入速度和输入扭矩,例如,从发动机空转操作到发动机满负荷操作。可调节并优化到输入部件12的输入速度和输入扭矩,并且可通过选择性地控制变速器10的传动来管理来自变速器10的牵引速度和功率输出。
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权利要求范围的所有实施例。
Claims (20)
1.一种用于控制内燃机的方法,所述内燃机可操作地连接到机电式变速器,以将牵引功率传送到传动系,所述方法包括:
确定所述内燃机的冷却剂温度;
基于所述冷却剂温度和优选的冷却剂温度范围来调节所述发动机的功率输出;以及
基于已调节的所述发动机功率输出来控制所述机电式变速器,以将牵引功率传送到所述传动系,以便满足操作者扭矩需求。
2.根据权利要求1所述的方法,其特征在于,所述方法还包括,当所述冷却剂温度低于所述优选的冷却剂温度范围时,增加所述发动机功率输出。
3.根据权利要求1所述的方法,其特征在于,所述方法还包括,当所述冷却剂温度超过所述优选的冷却剂温度范围时,降低所述发动机功率输出。
4.根据权利要求1所述的方法,其特征在于,所述方法还包括,确定优选的发动机操作,以实现所述优选的冷却剂温度范围,并降低总体能量损失。
5.根据权利要求1所述的方法,其特征在于,所述方法还包括:
基于所述已调节的发动机功率输出来确定优选的发动机操作;
估算未来能量损失;
确定总体功率损失和估算出的未来能量损失的变化率;以及
调节所述优选的发动机操作以降低所述总体功率损失和所述估算出的未来能量损失的变化率,用于实现所述优选的冷却剂温度范围,并降低所述发动机操作周期期间的所述总体能量损失。
6 根据权利要求5所述的方法,其特征在于,所述方法还包括:
反复地产生发动机速度状态和发动机扭矩状态;
计算对于每个反复产生的发动机速度状态和发动机扭矩状态的总体功率损失和估算出的未来能量损失的变化率;
确定所述计算出的总体功率损失和所述估算出的未来能量损失的变化率的最小值;以及
对应于所述计算出的总体功率损失和所述估算出的未来能量损失的变化率的最小值,确定所述优选的发动机操作,其包括发动机速度状态和发动机扭矩状态。
7.根据权利要求6所述的方法,其特征在于,所述优选的发动机操作还包括发动机状态,所述发动机状态包括全气缸操作和和气缸停缸操作中的一种。
8.根据权利要求7所述的方法,其特征在于,所述优选的发动机操作还包括发动机操作模式,其包括化学计量空气/燃料比操作和富燃空气/燃料比操作中的一种。
9.根据权利要求8所述的方法,其特征在于,所述方法还包括执行二维搜索引擎以反复地产生所述发动机速度状态和所述发动机扭矩状态。
10.根据权利要求6所述的方法,其特征在于,所述总体功率损失包括发动机功率损失和其它动力系损失。
11.根据权利要求10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校正。
12.根据权利要求11所述的方法,其特征在于,所述功率损失校正基于发动机空气/燃料比模式,发动机气缸停缸状态以及发动机操作温度模式。
13.一种用于控制内燃机的方法,所述内燃机可操作地连接到机电式变速器,所述方法包括:
监控环境操作条件和发动机操作条件;
确定冷却剂温度;
基于所述冷却剂温度和优选的冷却剂温度范围来调节所述发动机的功率输出;以及
基于已调节的所述发动机功率输出来控制所述机电式变速器。
14.根据权利要求13所述的方法,其特征在于,所述方法还包括基于已调节的所述发动机功率输出来控制所述机电式变速器,以将牵引功率传送到传动系。
15.根据权利要求14所述的方法,其特征在于,所述方法还包括基于已调节的所述发动机功率输出来控制所述机电式变速器以产生电功率。
16.根据权利要求14所述的方法,其特征在于,所述方法还包括:
估算发动机操作周期期间的未来能量损失;
确定所述发动机操作周期期间的功率损失和估算出的未来能量损失的变化率;以及
确定优选的发动机操作,以降低所述功率损失和所述估算出的未来能量损失的变化率,用于实现所述优选的冷却剂温度范围并降低所述发动机操作周期期间的总体能量损失。
17.根据权利要求16所述的方法,其特征在于,所述方法还包括:
反复地产生发动机速度状态和发动机扭矩状态;
计算对于每个反复产生的发动机速度状态和发动机扭矩状态的功率损失和估算出的未来能量损失的变化率;
确定所述计算出的功率损失和所述估算出的未来能量损失的变化率的最小值;以及
对应于所述计算出的功率损失和所述估算出的未来能量损失的变化率的最小值,确定所述优选的发动机操作,其包括发动机速度状态和发动机扭矩状态。
18.一种用于控制内燃机的方法,所述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变速器,所述方法包括:
确定冷却剂温度;
基于所述冷却剂温度和优选的冷却剂温度范围来调节发动机速度状态和发动机扭矩状态,并且降低发动机操作周期期间的总体能量损失;
控制所述发动机到已调节的发动机速度状态和发动机扭矩状态,以实现所述优选的冷却剂温度范围;以及
基于优选的发动机操作来控制所述变速器,以将牵引功率传送到所述传动系,以便满足操作者扭矩需求。
19.根据权利要求18所述的方法,其特征在于,所述方法还包括:
估算所述发动机操作周期的未来能量损失;
确定功率损失和估算出的未来能量损失的变化率;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所述估算出的未来能量损失的变化率,以实现所述优选的冷却剂温度范围并降低所述总体能量损失。
20.根据权利要求19所述的方法,其特征在于,确定所述已调节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;
计算对于每个反复产生的发动机速度状态和发动机扭矩状态的功率损失和估算出的未来能量损失的变化率;
确定所述计算出的功率损失和所述估算出的未来能量损失的变化率的最小值;以及
对应于所述计算出的功率损失和所述估算出的未来能量损失的变化率的最小值,确定优选的发动机操作,其包括发动机速度状态和发动机扭矩状态。
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US8267837B2 (en) | 2012-09-18 |
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