CN101648563A - 混合动力电动车辆中防止循环换档的方法 - Google Patents

混合动力电动车辆中防止循环换档的方法 Download PDF

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CN101648563A
CN101648563A CN200910162311A CN200910162311A CN101648563A CN 101648563 A CN101648563 A CN 101648563A CN 200910162311 A CN200910162311 A CN 200910162311A CN 200910162311 A CN200910162311 A CN 200910162311A CN 101648563 A CN101648563 A CN 101648563A
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wheel torque
gear
vehicle
motor
electrical motor
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CN101648563B (zh
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安德鲁·J·希尔弗里
艾哈卜·S·索里曼
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

一种控制机动车辆的动力传动系统的方法，该动力传动系统包括动力源、与该动力源可驱动地连接的变速器、车轮和电机，该电机能够作为电动机来运转，用于将动力传递给上述车轮中的至少几个，该方法包括：响应所需车轮转矩，在需要的档位上运行上述动力源和变速器，来产生第一车轮转矩；当车辆沿弯道行驶时，增加上述所需车轮转矩；利用上述电动机来提供第二车轮转矩，以使上述在需要的档位上产生的第一车轮转矩与上述第二车轮转矩的组合值等于或大于上述增加后的所需车轮转矩。

Description

混合动力电动车辆中防止循环换档的方法
技术领域
本发明总体上涉及用于混合动力电动车辆(Hybrid Electric Vehicle，HEV)的动力传动系统，特别涉及当车辆转弯或在弯道上行驶时避免在变速器齿轮间循环换档的方法。
背景技术
具有内燃机和自动变速器的机动车辆动力传动系统产生离散的齿轮传动比，其典型地具有已调校成在发动机用完储备动力时按计划调低档位并在尽可能接近牵引力交叉点(tractive effort crossovers)时按计划调高档位的换档规律。换档规律调校成用在没有负载并且行驶在笔直道路上的车辆中，原因是车辆通常就在这种情况下运行。
当车辆行驶在弯道上或转弯时，上述直路条件下的校准会引起这样一种情况，即变速器在齿轮间反复地调高档位和调低档位。在弯道中，车辆开始减速的时候，为了保持车速，驾驶者会快速踩下油门踏板或者将油门踏板踩到其行程的相当一部分，此时，过多的换档就会发生。踩下油门踏板使得变速器调低档位。在调低档位完成后，由于车辆开始加速并超过期望车速，驾驶者会松开油门，从而导致调高档位的发生。这种循环换档会一直持续，直至车辆驶出弯道。
为了避免这种频繁换档，传统的做法是调低档位，并阻止随后调高档位。尽管这种做法缓解了频繁换档的问题，但由于在进入弯道后调低了档位，从而它会导致驾驶者的满意度降低。而且，由于在较低档位上保持了较长时间，早期的调低档位会降低燃油经济性，在较高档位上燃油经济性才会达到最大化。
发明内容
一种控制机动车辆的动力传动系统的方法，该动力传动系统包括动力源、与该动力源可驱动地连接的变速器、车轮和电机，该电机能够作为电动机来运转，用于将动力传递给上述车轮中的至少几个；该方法包括：响应所需车轮转矩，在需要的档位上运行上述动力源和变速器，来产生第一车轮转矩；当车辆沿弯道行驶时，增加上述所需车轮转矩；利用上述电动机来提供第二车轮转矩，以使上述在需要的档位上产生的第一车轮转矩与上述第二车轮转矩的组合值等于或大于上述增加后的所需车轮转矩。
上述方法在车辆转弯时利用电动机向车轮提供转矩，该转矩与变速器输出端传送来的转矩加在一起，使车辆保持在较高档位上，因此降低了换档频率。优选地，上述电动机可以为电动后轮轴驱动(Electric Rear AxleDrive，ERAD)，也可以为与曲轴一体的起动机/发电机(Crankshaft-integrated Starter/Generator，CISG)，或者还可以为该两者的结合。
上述电机的转矩能够增加可用的转矩，来补充给当前档位的转矩，以使车辆保持在较高档位上时，能够达到上述需要的车轮转矩。车辆保持在较高档位上时，降低了循环换档的频率，并且驾驶者能够通过油门踏板获得更大范围的控制力。
驾驶者在没有换档的情况下驶过弯道中点时，车辆的加速度与驾驶者踩下油门踏板后油门踏板所产生的位移程度成比例。这降低了驾驶者在车辆转弯时的操作难度，使驾驶者能够平稳、准确地调节车辆的加速度。
结合下面详细描述的说明书、附图以及权利要求书，本发明优选实施例的应用范围会更加清楚。应该理解的是，尽管说明书和具体实施方式指出了本发明优选的实施例，但它们却仅仅是通过举例说明的方式给出的。本领域技术人员可以根据所描述的实施例和实施方式进行各种变化和修改。
附图说明
结合附图并参考下面的说明，本发明会更易于理解，附图中：
图1是表示用于混合动力电动车辆的机动车辆动力传动系统的示意图；
图2是表示车辆沿弯道行驶时车速、加速度和档位的变化示意图；
图3是表示由自动变速器产生档位变化的换档规律图表；
图4是表示当车辆穿过一系列弯道时在三档和四档之间多次调高档位和调低档位的示意图；
图5是表示当车辆运行状态曲线穿过上述档位变化线时，图4中档位变化的换档规律；
图6是表示用于防止混合动力电动车辆中循环换档的算法的逻辑流程图；
图7是表示当车辆在图6所示算法的控制下沿弯道行驶时车速、加速度和档位的变化示意图。
具体实施方式
首先参照图1，用于混合动力电动车辆的动力传动系统10包括：第一动力源，如内燃机(Internal Combustion Engine，ICE)12，该内燃机12为柴油发动机或汽油发动机；自动变速器14，用于产生多种正向或反向的齿轮传动比；与上述发动机的曲轴以及变速器的输入端18可驱动地连接的电机16，例如是用来提供起动/发电性能的与曲轴一体的起动机/发电机(CISG)；与后轮轴差动机构36可驱动地连接的附加电机20，例如电动后轮轴驱动器(ERAD)，用来在电力驱动模式或混合动力驱动模式下提供附加的推进能力。变速器输出端24通过主减速单元和差动机构26与前轮轴28、30相连接，前轮轴28、30分别驱动前轮32和33。ERAD20通过ERAD传动装置36，差动机构36，后轮轴22、23和车轮34、35来驱动后轮34和35。
动力传动系统10包含与负载可驱动地连接的第一动力路径，该第一动力路径包括CISG16，变速器14，主减速单元26，轮轴28、30以及车轮32、33。变速器的齿轮必须啮合在输入端18和输出端24之间，并且与上述啮合的齿轮相关联的输入端离合器38或39必须啮合，以形成CISG16与车轮32、33之间的驱动路径。动力传动系统10还包含与负载可驱动地连接的第二动力路径，该第二动力路径包括ERAD20，ERAD传动装置48，差动机构36，后轮轴22、23以及车轮34、35。
电动机控制模块(Electronic Engine Control Module，ECM)24控制发动机12的运行。电动变速器控制模块(Electronic Transmission ControlModule，TCM)27控制变速器14和输入端离合器38、39的运行。集成起动控制器(Integrated Starter Controller，ISC)40控制CISG16、ERAD20和蓄电池42充电系统的运行，上述蓄电池与电机16、20电连接。
图2表示混合动力电动车辆的不理想换档情况，该混合动力电动车辆42是以四档进入弯道44的，并在位置45处驾驶者踩下了刹车。在位置48处车辆开始驶出弯道时，驾驶者踩下油门踏板46，使得车辆调低档位至三档。在位置50处车辆10加速至期望速度52后，驾驶者松开油门踏板46。与油门踏板46的这一动作相对应，变速器14在位置54处调高档位至四档。
如果车辆42在三档上加速进入弯道44，那么车辆进入弯道后在位置56处就会调高档位至四档。此后，驾驶者会松开油门踏板46，从而使得车辆穿过弯道时可能会产生一个3-4-3-4的档位序列。如果车辆在具有较多回转的弯道(S形弯道)上行驶(这种情况在山道行驶中经常遇见)，那么上述档位摇摆的情况就会更加严重。
离散传动比变速器14中的档位变化是根据换档规律60产生的，例如如图3所示。换档规律调校成在发动机用完储备动力时按计划调低档位并在尽可能接近牵引力交叉点时按计划调高档位。对于没有电子节气门控制(electronic throttle control，ETC)的车辆，驾驶者所需车轮转矩是由发动机节气门位置来体现的；而对于有ETC的车辆，它是由油门踏板的位置来体现的。换档规律调校的一个标准是要有较好的换档间隔，以使得变速器不会在调高档位62-64和调低档位65-67之间循环的太频繁。
图4和图5表示当车辆42穿过一系列弯道44时多个调高档位和调低档位的产生。驾驶方式是车辆进入弯道时，使用刹车，车辆减速，从四档调低档位至三档67，并且由所需车轮转矩和车速定义的操作状态曲线穿过3-4换档曲线。随后，车辆驶出弯道时，驾驶者踩下油门踏板46，车辆加速，档位调高至四档64。
图6表示当车辆穿过弯道44或转弯时，防止混合动力电动车辆42循环换档的算法的各个步骤。该算法以大约8ms的时间间隔重复执行。
在步骤80进入转弯换档控制后，在步骤82会进行检验，来确定车辆正在转弯还是正在进入弯道。检测车辆是否正在进入弯道有各种各样的技术，包括参考全球定位系统，或者参考能够产生信号来表示车辆方向盘相对于参考位置的角位移的转向角传感器，再或者参考能够产生信号来表示位于车辆相对侧的车轮(优选不是由动力源驱动的车轮34、35)的速度差的速度传感器。
如果检验步骤82的检验结果为逻辑真，则在步骤84会再进行检验，来确定与上述变速器输入曲轴18可驱动地连接的电机16在当前档位上是否能提供足够的车轮转矩加上由发动机12在当前档位上提供的车轮转矩来达到或是超出驾驶员所需要的车轮转矩。步骤84确定上述CISG16在当前档位上是否能够产生这样的车轮转矩，即该车轮转矩等于或大于所需车轮转矩与上述发动机在当前档位上所产生的车轮转矩之差。
如果检验步骤82的检验结果为逻辑假，则在步骤86会将称作“禁止调高档位”的标识清除，从而允许调高档位的发生，并且在步骤88，算法终止，控制流程返回至步骤80。
如果检验步骤84的检验结果为真，则控制流程进入步骤90，确定是否按计划调低档位。如果检验步骤90的检验结果为假，则在步骤92，算法的执行终止，控制流程返回至步骤80。
上述算法的优选结果是当车辆穿过弯道时，尽可能长时间的保持在当前较高档位上。最差的优选结果是调低档位，因为它能够加速车辆使车速超过当前驾驶者所要求的速度，并且会引起循环换档，降低燃油经济性。
如果检验步骤90的检验结果为真，则在步骤94阻止计划的调低档位。
在步骤96进行检查，来确定所需车辆转矩是否大于发动机12在当前档位上所能产生的车轮转矩，或是否大于由任意其它动力源(如与上述输入曲轴可驱动地连接的CISG16)产生的车轮转矩，或是否大于由发动机和其它动力源的组合产生的车轮转矩。如果检验步骤96的检验结果为假，则在步骤98，算法的执行终止，控制流程返回至步骤80。
如果检验步骤96的检验结果为真，则在步骤100，未与变速器输入曲轴18可驱动地连接的电机，如ERAD20，除了传送到输入曲轴18的转矩之外，还用来提供足够的车轮转矩，由此避免调低档位。在步骤102，算法的执行终止，控制流程返回至步骤80。
如果检验步骤84的检验结果为假，则控制流程进入到步骤104，确定是否有按计划的的调低档位。如果检验步骤104的结果为假，则算法的执行终止，控制流程返回至步骤80。
如果检验步骤104的检验结果为真，则在步骤108，变速器14执行上述按计划的调低档位。
在步骤110，传送到输入曲轴18的转矩被用来在较低档位上产生所需车轮转矩。
在步骤112，设置标识，来阻止从较低档位上调高档位。在步骤114，算法终止，控制流程返回至步骤80。
图7表示驾驶者在位置48处踩下油门踏板后，电机20因此所产生的转矩120的使用。为了达到所需车轮转矩，而不用调低档位，转矩120通过传送至变速器输入曲轴18的转矩增加当前档位(四档)上所产生的车轮转矩。
根据专利法的相关条款，对本发明优选的实施例进行了说明。但是，应该注意到，除了上述详细插图和描述的实施例外，也可以采用替代的实施例。

Claims (6)

1.一种用于控制机动车辆动力传动系统的方法，包含以下步骤：
(a)响应所需车轮转矩，在需要的档位上运行动力源和变速器来产生第一车轮转矩；
(b)当车辆沿弯道行驶时，增加所需车轮转矩；
(c)利用电动机来提供第二车轮转矩，使得上述第一车轮转矩和第二车轮转矩之和等于或大于增加后的所需车轮转矩。
2.根据权利要求1所述的方法，其特征在于，上述动力源包括发动机和能够作为电动机运行的第二电机，并且上述步骤(a)进一步包含：在需要的档位上运行发动机、第二电机和变速器，以产生第一车轮转矩。
3.根据权利要求1所述的方法，其特征在于，上述步骤(b)进一步包含步骤：当车辆驶出弯道时，增加所需车轮转矩。
4.根据权利要求1所述的方法，其特征在于，进一步包含以下步骤：
准备换档规律，该换档规律在作为所需车轮转矩和车速的函数的每个变速器档位的操作状态范围之间确立界限；以及
利用所需车轮转矩、车速和换档规律来确定需要的档位。
5.根据权利要求1所述的方法，其特征在于，上述步骤(c)进一步包含以下步骤：
确定电动机能够产生的当前车轮转矩值；以及
如果电动机能够产生的当前车轮转矩值等于或大于增加后的所需车轮转矩与第一车轮转矩之差，则利用电动机来提供第二车轮转矩。
6.根据权利要求1所述的方法，其特征在于，上述步骤(c)进一步包含以下步骤：
确定电动机能够产生的当前车轮转矩值；以及
如果电动机能够产生的当前车轮转矩值小于增加后的所需车轮转矩与第一车轮转矩之差，则不使用上述电动机提供第二车轮转矩；
执行调低档位。
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