CN101898551B - 向车辆提供改善的驾驶性能的方法 - Google Patents

向车辆提供改善的驾驶性能的方法 Download PDF

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CN101898551B
CN101898551B CN200910252845.9A CN200910252845A CN101898551B CN 101898551 B CN101898551 B CN 101898551B CN 200910252845 A CN200910252845 A CN 200910252845A CN 101898551 B CN101898551 B CN 101898551B
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torsion
moment
torque
feedforward
wheel
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CN101898551A (zh
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格雷格·爱德华·高施尔
约翰·普罗耶蒂
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Ford Global Technologies LLC
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Abstract

一种使用增强的受限运行策略控制车辆动力系统中的扭矩传递的方法。当动力系统控制器无法对用于牵引轮扭矩的驾驶员命令做出适当响应时，实施策略，由此在驾驶员的控制下修改的车辆牵引轮的车辆扭矩可用。

Description

向车辆提供改善的驾驶性能的方法
技术领域
本发明涉及一种车辆动力系统，在所述车辆动力系统中规定了在动力系统控制信号失灵的情况下将动力传递给车辆牵引轮。
背景技术
在汽车行业，以下为常规设计：在动力系统控制有故障的情况下，为车辆的动力系统建立受限的动力运行策略。这涉及在所谓的“在路上退出”(QOR)事件期间使用车辆爬行模式。在用于动力系统的驾驶员触发的加速控制信号失效时，动力系统爬行模式的运行将允许车辆的驾驶员将车辆移出道路。在汽车行业该运行策略被称为受限运行策略(LOS)。这通过信号的失效被发起，其中，可通过相同的缩写来识别所述信号。
在涉及加速踏板出故障和车辆系统控制器无法对车辆驾驶员的加速踏板运动做出响应的其他故障中使用LOS驱动模式。通过将引擎节流板控制在固定油门开角，从而从引擎获得固定的受限动力，来实现传统动力系统设计中的LOS驱动模式，这是常用手段。这用校准的扭矩传递延迟来提供受限的车轮扭矩。
在例如专利号为6,994,360的美国专利中描述的类型的混合电动车的情况下，因为那种类型的混合电动车的动力系统架构，所以传统的LOS驱动模式不可用。响应于加速踏板信号故障或混合电动车动力系统控制系统的其他类似故障而实现LOS驱动模式的已知方法需要特定策略来提高LOS驱动模式的性能。
发明内容
本发明包括可被描述为“超级爬行”策略的内容。“超级爬行”策略被设计为使用闭环控制，所述闭环控制通过允许车辆例如依据路面等级被驱动来使得车辆对动力系统控制失败做出响应，所述路面等级对于涉及命令引擎节流板为固定角度的已知LOS策略不可用。本发明的策略使用估计的车轮扭矩和扭矩反馈变量来确定将被传递给车辆牵引轮的前馈扭矩的量，以实现期望的车辆加速速率。在提供平稳和预计的加速的同时，允许驾驶员在环境或道路条件的宽范围下控制车辆加速。
与传统的LOS运行(所述传统的LOS运行命令扭矩的“剪切”或有限量)不同，本发明的运行的超级爬行模式使用计算的车辆加速速率基于反馈控制来控制被命令传递的动力系统扭矩的量。加速速率请求被转换成输出轴扭矩请求。可对加速速率进行校准，以使加速速率可基于车速变化。
本发明的策略使用制动踏板，以提供制动踩踏特征。该特征允许施加制动踏板，以在LOS运行期间取消将被动力系统传递的扭矩命令。以这种方式，驾驶员将能够通过使用制动踏板来维持对车速的控制。为此，本发明的策略将包括制动踏板输入的启动测试，以验证制动扭矩可用。
本发明的超级爬行策略将传递给动力系统的最大扭矩限制为可校准的界限。基于可校准的速度界限来提供最大扭矩剪切。
本发明的超级爬行策略一旦被启动，将是不可恢复的，从而当满扭矩被传递给牵引轮时，如果控制系统的正常功能不可预料地返回正常的下面的LOS模式运行，则驾驶员将不再吃惊。如果合适，在下一关键循环期间正常的功能将返回。此外，策略将减少车轮在低摩擦系数的道路表面打滑的机会。策略将监控加速速率，从而控制器所请求的加速度将不超过期望量(例如，15g)。本发明的控制反馈特征将调整需要的扭矩的量，从而以可校准的加速度移动车辆。
在执行本发明的策略中，驾驶员的加速请求将被转换为输出轴扭矩请求。基于车速的加速度的可校准速率将针对不同的速度而改变。在将加速请求转换成输出轴扭矩请求之后，将其发送到控制系统的扭矩控制特征。
除了将本发明应用于具有这里公开的类型的混合电动车动力系统的车辆，还可将本发明应用于具有动力系统的车辆。例如，可将本发明应用于具有这样的动力系统的车辆，所述动力车辆仅由传统的内燃机、燃料电池、电动机和电池系统等提供动力，其中，使用电子控制来确定期望的车轮扭矩。
附图说明
图1a是已知设计的功率分流混合电动车动力系统的示意图，功率分流混合电动车动力系统适合于包括本发明的控制策略；
图1b是以各种百分比踏板旋转位置的电压参考输出的百分比形式的加速踏板位置传感器的输出的图表，使用多个传感器监控的加速踏板位置，所述多个传感器中的每个传感器具有单独图表或轨迹；
图2a是本发明的控制系统的示意性功能框图；
图2b是在执行用于前进驱动的本发明的策略中所使用的增强的脚离开踏板(FOP)位置前馈扭矩对车速的图表；
图2c是在执行用于倒退驱动的本发明的策略中所使用的增强的脚离开踏板(FOP)位置前馈扭矩对车速的图表；
图3是用于图2中所示的超级爬行控制策略的整体控制策略中所使用的算法的流程图；
图4是示出用于图3的整体超级爬行控制策略的进入条件的一部分的部分功能流程图；
图5示出图4中部分示出的进入条件的又一部分；
图6是图3和图4中部分示出的进入条件的又一部分流程图；
图7是对用于计算超级爬行扭矩的图3中一般示出的控制策略的又一示出；
图8是图7的流程图的继续。
具体实施方式
为了描述包括控制器的混合电动车动力系统的运行环境的目的，将对图1a进行描述，其中，所述控制器被编程以使用本发明的策略。图1a所示的功率分流式混合电动车动力系统包括：引擎，用作第一动力源；第二动力源，包括至少一个电动机和高压电池。这些动力源建立机械动力流路径和电动力流路径。机械动力流路径通过控制发电机速度来将引擎动力传递给车辆牵引轮，由此动力系统可以以与车速不根据引擎转度改变而改变的连续可变传动类似的方式动作。将图1a示出的电动机、发电机和行星齿轮传动系的组合定义为机电、连续可变动力流路径。
图1a示出车辆系统控制器(VSC)10、电池12、传动系统14以及电动机-发电机子系统和控制局域网(CAN)。被控制器10控制的引擎16通过扭矩输入轴18将扭矩分配给传动系统14。
传动系统14包括行星齿轮单元20，行星齿轮单元20包括环形齿轮22、恒星齿轮24和行星齿轮架总成26。环形齿轮22将扭矩分配给包括啮合齿轮元件28、30、32、34和36的级比齿轮(step ratio gears)。用于驱动桥的扭矩输出轴38通过差速器-轴机构42被驱动地连接到车辆牵引轮40。
齿轮30、32和34安装在副轴上，齿轮32啮合电动机驱动齿轮44。电动机46驱动齿轮44，齿轮44用作副轴传动装置的扭矩输入。
电池12通过动力流路径48将电功率传递至电动机。如52所示，发电机50以已知方式电连接到电池和电动机。
当引擎关闭从而动力系统电池12用作唯一动力源时，扭矩输入轴18和行星齿轮架总成26通过超越离合器53被制动。当引擎为开启并且动力系统处于并行驱动模式时，机械制动器55锚定发电机50的转子和恒星齿轮24，恒星齿轮24用作反力元件。
在图1a中，车辆系统控制器10从传动系统驾驶员触发档位选择器(PRNDL)接收信号63。如71所示，将该信号与期望的车辆扭矩、期望的引擎转度和发电机制动命令一起分配到传动系统控制模块67。在车辆经“接通(key-on)”启动之后，关闭电池接触器或开关73。根据从加速踏板位置传感器(APPS)的传感器输出65，控制器10向引擎16发出期望的引擎扭矩请求，如69所示。
制动踏板位置传感器BPPS将车轮制动信号61发送给控制器。传动系统控制模块向发电机制动器55发出发电机制动控制信号。传动系统控制模块还将发电机控制信号发送给发电机50。
如前面所述，动力传动系统存在两个动力源。第一动力源是通过使用行星齿轮单元20连接在一起的引擎和发电机子系统的组合。另一动力源仅涉及电驱动系统，所述电驱动系统包括电动机、发电机和电池，其中，电池用作发电机和电动机的能量存储介质。
典型车辆可包括将基于加速踏板位置输出电压的双轨加速踏板位置传感器。图1b显示，在轨迹1和轨迹2，每个加速踏板位置传感器轨迹的斜率。车辆控制系统基于每个轨迹的最小电压确定最终加速踏板位置。
图1b显示每个轨迹的不同斜率。斜率不同的目的在于向车辆驾驶员提供传感器之一有故障的指示。一个踏板位置传感器失灵，车辆可进入受限运行模式。两个加速踏板位置传感器失灵，车辆可进入LOS超级爬行模式。
当两个加速踏板位置传感器都有故障，并且轨迹1关系和轨迹2关系都不可用时，将在图1a所示类型的混合电动车动力系统的情况下实施本发明。在所谓的“在路上退出”(QOR)事件中将避免使用本发明，在所述“在路上退出”(QOR)事件中，对车辆的操作被严格限制。超级爬行将使改善的受限运行策略(LOS)可用。在实施本发明的策略之前，必须满足几个加速踏板LOS策略进入条件。将关于图4、图5和图6按顺序描述这些进入条件。
在满足了进入条件之后，如图2a的80所示计算临时估计的车轮扭矩。这通过将车辆加速速率(英里每小时/秒)乘以加速速率到车轮扭矩的转换因子(牛米/英里每小时/秒)来实现所述临时估计的车轮扭矩。如图2a所示，将临时估计的车辆扭矩传递给开关92。如86所示，开关92接收车速输入。如果车速信号为正，则临时估计的车轮扭矩将为正。另一方面，如果车速信号为负，则临时估计的车轮扭矩将为负。如果车速为0，则临时估计的车轮扭矩将为0。车速的符号(正或负)将成为临时估计的车轮扭矩的符号。
临时估计的车轮扭矩被传送到求和点98，其中，可能为正或负的临时估计的车轮扭矩与100所示的指示车轮的机械旋转摩擦损失的信号组合。通过使用已知校准技术来校准所述损失。
如102所示，组合的临时估计的车轮扭矩被传送至乘法器104，在乘法器104，将车轮扭矩到输出轴扭矩的转换因子106(可被预校准)乘以临时估计的车轮扭矩。转换因子可以是包括图1a的差速器42的车轮总成的齿轮比。如果齿轮比是一比一，则在104，乘以了齿轮比的临时估计的车轮扭矩将产生不变的输出。
最终估计的车轮扭矩通过低通滤波器108，所述低通滤波器108用作用于估计瞬时扭矩峰值的缓冲器。
对控制器的驾驶员输入中的一个驾驶员输入是倒退驱动或前进驱动的选择。如果PRNDL位置是倒退，软件将选择增强的脚离踏板(FOP)踏板查找表或映射。例如，参看图2b。每个查找表或映射将基于相应的车速传递相应的扭矩值。
图2b示出可在典型动力系统应用中校准的超级爬行模式下的最大车速。如图2b的120所示，扭矩随车速减小而逐渐增加。如图2c所示，用于倒退驱动的相应映射指示可被校准的最大速度(如在查找校准表中所示)。如122所示，随着倒退驱动速度接近0，前馈扭矩变得越大。如122所示，在116或118产生的前馈扭矩在求和点120与估计的车轮扭矩相比较，以确定扭矩误差。
在乘法器126，将扭矩误差、控制器软件循环delta时间和在124示出的用于输出轴转速的积分增益值组合，以产生如128所示的扭矩反馈项。通过校准的积分增益查找表130获得用于输出轴转速的校准的积分增益值，其中，积分增益查找表130具有如132所示的输出轴转速输入。
将128所示的扭矩反馈项与134所示的最终扭矩反馈组合。这在求和点138被指示。在求和点138组合了反馈扭矩和扭矩反馈项之后，在136，134的反馈扭矩被剪切在下限项和上限(反馈扭矩加上扭矩反馈项)之间。
在求和点142将134的反馈扭矩和140所示的前馈扭矩相加，以产生最终输出轴车轮扭矩，其中，通过前馈扭矩查找表116和118来产生所述前馈扭矩。
在图3的流程图示出了包括参照图2a的框图描述的策略的整体控制策略。该整体策略包括超级爬行策略进入条件，这将参照图4至图6进行描述。在满足进入条件之后，将执行在图2a的框图中示出的策略。这将参照图7和图8进行描述。
首先参照图3，用于计算输出轴车轮扭矩的整体控制策略例程在步骤144以询问开始，以确定动力系统是否被驾驶员制约为“驻车”或“空挡”。如果动力系统被制约为“驻车”或“空挡”，则不需要执行本发明的超级爬行策略。因此，输出轴车轮扭矩、前馈扭矩、反馈扭矩和估计的车轮扭矩被设置为0。如果在144的询问指示动力系统被制约为倒退驱动或前进驱动，则可使用本发明的超级爬行策略。
在动作框146，将进行检查以确定是否满足用于本发明的超级爬行策略的进入条件。因此，在148询问关于指示驾驶员的脚离开制动踏板的标志是否为真。如果为真，则可为增强性能来执行超级爬行策略。否则，在152，驾驶员将以一般方式使用具有加速踏板输入的驾驶员需求扭矩表。
图4在153示出用于检查本发明的超级爬行策略的进入条件的例程的开始步骤。如154所示，当超级爬行策略被初始化时，在决定框156确定超级爬行策略状态是否关闭。以下，可将超级爬行策略状态称为脚离开踏板状态(FOP)。
在156的询问之后，在决定框158确定是否施加了制动。如果施加了制动，则在决定框160确定制动施加标志是否为真，以及制动状态标志是否被验证为真。如果制动错误标志为假，而控制局域网制动信号标志为真，则如162所示，160的询问的结果为肯定。接下来将在动作框164启用FOP策略。如果在160的询问为否定，则如166所示，程序将进行图6的进入条件策略，这将随后进行描述。
在图4的153确定车辆条件是否为正确以启动增强的FOP逻辑。该功能首先初始化FOP状态为关闭，然后基于必须满足的进入条件确定FOP状态以确定下一状态。如果FOP状态关闭为真并且超级爬行模式为满(即，等于前馈加反馈)，或者在157超级爬行模式是前馈，则在159检查FOP启用校准。如果FOP状态关闭为真，并且超级爬行模式不为满或前馈，则在158将FOP状态设置为FOP检查制动。
在158控制器基于必须满足的进入条件确定FOP状态，以确定下一状态。如果在156FOP状态不为关闭，并且在158FOP状态检查制动为真，则程序移动到方框160。如果在160制动施加标记为真，这表示驾驶员已经施加了制动踏板并且制动状态标记被设置为验证制动踏板运行正常，或者如果在162来自制动模块12的控制局域网(CAN)制动信号为真并且制动踏板错误标记为假，则在164将FOP状态设置为启用。
在图5，如果FOP状态是FOP状态启用，则策略移动到方框180，在方框180，FOP启用标记设置为真。这使得计算用于增强的FOP的超级爬行扭矩。
术语“前馈”和“反馈”是在控制系统设计中通常使用的术语，来描述动力系统控制。在本发明的情况下，术语“前馈”描述在图2的140显示的扭矩信号。它是由控制局域网(CAN)使用以命令车轮扭矩值的估计的车轮扭矩的一部分。在142估计的车轮扭矩的其他部分(最终估计的车轮扭矩)是在在考虑在98的旋转损失之后的在图2的82估计的临时车轮扭矩。在140将该值与前馈值组合。
术语“上饱和值”和“下饱和值”表示在图2的136显示的限制值。
在图5，如168所示，重复164的询问。如果没有启用FOP状态，则在图5的决定框174对信息进行确认，如176所示，本发明的策略的执行将不发生。如果在174的询问为肯定，则在178对停用的FOP状态进行确认。
如果FOP状态被启用，则超级爬行模式标志被锁存为“满”，并且超级爬行模式被设置为前馈；如果如180所示，超级爬行模式被设置为“关闭”，则如182所示，FOP状态变成停用。
如果在180的询问为否定，则在184对关于超级爬行模式标志是否被锁存为满以及超级爬行模式是否被设置为关闭进行确认。如186所述，对肯定的响应是，设置FOP状态等于FOP状态停用情况。如果在184的确认为否，则在188对关于制动状态是否出故障进行询问。如果没有出故障，则如190所示，例程将进行到图6的进入条件策略。如果出故障，则如192所示，策略将把FOP状态标志设置为FOP状态停用。
如果如图6的决定框196所示启用FOP状态策略标志，则启用FOP状态策略。如果在194的询问为否定，则FOP状态策略不可用。因此，如动作框198所示，FOP状态启用标志被设置为假，FOP状态被设置为FOP关闭，FOP状态前馈扭矩被设置为0，FOP状态反馈扭矩被设置为0，估计的输出轴车轮扭矩被设置为0。同时，如200所示，超级爬行模式标志被锁存在超级爬行模式。
如果参照图4至图6描述的进入条件导致在图6的200将超级爬行模式标志的设置锁存为超级爬行模式，则例程将进入图7的如前面所述在图2a的框图中示出的超级爬行模式策略，
当制动施加标志为真，或驻车制动标志为真，或控制局域网(CAN)制动踏板标志为真并且制动踏板错误标志为假，则将发生超级爬行模式程序。这将在图7的202中示出。然后，在204确定驾驶员是否将动力系统制约为前进驱动或倒退驱动。
如果驾驶员选择了倒退，则控制器将参照图2c的倒退增强FOP踏板映射。如果将动力系统制约为前进驱动，则控制器将参照图2b的驱动增强FOP踏板映射。分别用图7中的标号206和208指示图2c和图2b的映射。
在决定框210的询问中使用从图2b或图2c获得的信息。如果在决定框210确定制动被施加，则如212所示，将不存在前馈扭矩。如果在另一方面制动为关闭，则如206或208所示，例程将使用前馈扭矩踏板映射。这在图7中用214指示。
在图7的方框216示出每个进入条件的状态的概要。该信息被存储在控制器10的ROM存储器中，并在执行图8的策略中被使用。
如图8所示，将进行控制例程，其中，在218对以下情况进行确认：制动是否被施加，车辆加速速率是否大于校准值，或超级爬行模式标志是否被设置为前馈。如果为真，则图2a中的134的反馈扭矩将为0。
在动作框220，计算图2a中的122的误差。然后在222确定驾驶员选择了倒退驱动还是前进驱动。这在之前已关于图2a的框图被解释，其中，分别在116和118为倒退驱动和前进驱动显示了开关112和前馈扭矩表。如果倒退驱动被选择，则在动作框224通过使用图2a的表116确定最大扭矩值和最小扭矩值。如果前进驱动被选择，则在动作框226通过使用图2a中的118所示的踏板映射来确定扭矩上限和扭矩下限。
在为倒退驱动和前进驱动确定了扭矩上限和扭矩下限之后，基于循环delta时间、扭矩误差和积分增益值乘积来计算图2a中的128所示的扭矩反馈项。将作为结果的扭矩反馈项与图2a中的128所示的反馈扭矩组合。在动作框228上饱和度值和下饱和度值之间剪切该值。
在动作框230，通过将反馈扭矩加上前馈扭矩来计算输出轴车轮扭矩。这在之前已关于图2a中的求和点142进行了描述。
尽管已经描述了本发明的实施例，但本领域的技术人员应该明白，在不脱离本发明的范围的情况下，可进行修改。所有这样的修改和等同物意在被权利要求书决定。

Claims (5)

1.一种用于将扭矩传递到车辆牵引轮的控制车轮动力系统的方法；所述动力系统具有：油门控制的引擎，用于产生牵引轮扭矩；控制器，用于控制到牵引轮的扭矩传递；和加速器，在驾驶员的控制下支配牵引轮扭矩；
使用车速加速速率以及加速速率到车轮扭矩的转换因子来确定临时估计的车轮扭矩；
基于牵引轮转速来产生前馈扭矩；
将估计的车轮扭矩和前馈扭矩相比较，以确定扭矩误差；
组合前馈扭矩和扭矩误差，以获得最终车轮扭矩请求。
2.如权利要求1所述的方法，其中，组合前馈扭矩和扭矩误差的步骤包括：
使用扭矩误差、循环delta时间和通过校准的积分增益查找表获得的用于输出轴转速的积分增益值来获得扭矩反馈；
将扭矩反馈和前馈扭矩组合，以获得最终车轮扭矩请求。
3.如权利要求2所述的方法，其中，组合前馈扭矩和扭矩误差的步骤包括：将扭矩反馈限制为上饱和度值和下饱和度值内的扭矩值。
4.如权利要求1所述的方法，其中，产生前馈扭矩的步骤包括以下步骤：通过使用用于前进驱动的牵引轮转速的第一速度扭矩表来进行驾驶员对前进驱动的选择，以获得用于前进驱动的前馈扭矩。
5.如权利要求4所述的方法，其中，产生前馈扭矩的步骤包括以下步骤：通过使用用于倒退驱动的第二速度扭矩表来进行驾驶员对倒退驱动的选择，以获得用于倒退驱动的前馈扭矩。
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