CN101947954B - 在请求车辆换向后混合动力车辆动力传动系统的控制 - Google Patents

在请求车辆换向后混合动力车辆动力传动系统的控制 Download PDF

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CN101947954B
CN101947954B CN201010225358.6A CN201010225358A CN101947954B CN 101947954 B CN101947954 B CN 101947954B CN 201010225358 A CN201010225358 A CN 201010225358A CN 101947954 B CN101947954 B CN 101947954B
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drive
engine
speed
wheel
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CN101947954A (zh
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宋京
迪帕·雷玛斯瓦米
安东尼·D·提萨克瑞斯
伊哈布·S·苏里曼
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

一种用于控制混合动力车辆动力传动系统的方法，包含：操作可驱动地连接到第一车轮的引擎，提供可驱动地连接到第二车轮的电动机，在前进驱动位置和倒退驱动位置之间变换档位选择器，降低车速至参照速度或低于参照速度，应用位于引擎和第一车轮之间的变速器和电动机生成对应于档位选择器变换到的位置的倒退或前进驱动。

Description

在请求车辆换向后混合动力车辆动力传动系统的控制
技术领域
本发明总体上涉及一种用于混合动力车辆(HEV)的动力传动系统，更具体地，涉及在驾驶者请求车辆运动方向从前进转换到倒退或从倒退转换到前进时HEV的启动器的控制方法。
背景技术
如图1所示，HEV动力传动系统可以设置为具有第一和第二车辆推进扭矩路径。第一路径可以包括连接到电机，例如与曲轴连成一体的起动发电机(crank integrated starter-generator，)的引擎，及连接到电机的多速离散传动比变速器，第一扭矩路径可驱动地连接到第一组车轮。第二扭矩路径包括可驱动地连接到第二组车轮的电动机，其生成电动后轮轴驱动(ERAD)。
变速器可以是具有双输入离合器和双副轴齿轮组的动力换档变速器，或者是具有带有液压动力扭矩转换器的行星齿轮组和控制元件的自动变速器，以生成种多传动比的前进驱动和倒退驱动。
当车辆驾驶者在前进驱动位置和倒退驱动位置之间(或在倒退驱动位置和前进驱动位置之间)变换变速杆选择器(即PRNDL)时，驾驶者期望车辆减速、停止，然后在与当前运动方向相反的方向上运动。为了实现该目的，在传统的车辆中，如果车速足够慢，则变速器齿轮从前进档上解离并接合到倒档(或从倒档上解离并接合到前进档)。但是在HEV动力传动系统中，其提供双车辆推进扭矩路径，并装有多扭矩启动器(即引擎、电机)和自动变速器，需要关注车辆方向从前进到倒退(或从倒退到前进)的转换，以防止不希望出现的车辆运动、引擎停转、动力传动系干扰及对动力传动系统启动器的潜在损害。
本技术领域需要一种动力传动控制系统技术，以避免这些潜在的问题，并向驾驶者提供期望的车辆性能。
发明内容
一种用于控制混合动力车辆动力传动系统的方法，其包括：操作可驱动地连接到第一(组)车轮的引擎，操作可驱动地连接到第二(组)车轮的电动机，在前进驱动位置和倒退驱动位置之间变换变速杆选择器，将车速降低到参照速度或低于参照速度，应用位于引擎和第一(组)车轮之间的变速器生成对应于变速杆选择器变换到的位置的倒退或前进驱动。
控制方法还响应变速杆选择器的随意变换，例如在从前进变换到倒退的换挡后(即D-R)又从倒退变换到前进的换挡(R-D)(或进行相反的操作)，应用可驱动地连接到第二(组)车轮的电动机和变速器改变车辆运动方向。
该控制方法生成与驾驶者对变速杆选择器的手动控制一致的档位范围内合适的变换。该控制方法进一步阻止了对变速器、引擎和电动机的损害，提供平滑的档位接合，并潜在地警示驾驶者不合适的档位选择。
本发明的优选实施例的应用范围在下述的详细说明、权利要求和附图中将显而易见。应当理解到的是，说明和具体的实施例尽管示出了本发明的优选实施例，但其仅以示例的方式给出。对优选实施例和示例作出各种改变和改进对本技术领域的技术人员来说是显而易见的。
附图说明
通过参照下述的说明并结合附图，将更容易地理解本发明，其中：
图1是用于HEV的示意动力传动系统的示意图；
图2是表示双输入离合器动力换档变速器的细节的示意图；及
图3是表示关联扭矩和车速的函数的示例性图表。
具体实施方式
如图1所示，车辆动力传动和控制系统12包括引擎14，例如为柴油机或汽油机；变速器16，例如为双离合器动力换档变速器或其他多速变速器；电机18，例如为可驱动地连接到变速器输入20的与曲轴连成一体的起动发电机(crank integrated starter-generator，CISG)；及附加的电机22，例如为电动机。电机18提供启动器/发电机性能。
电动机22，有时称为电动后轮轴驱动单元(ERAD)，其连接到后轮轴24的终驱动(final drive)上，并在电动驱动或液压(串联/并联)驱动模式中提供附加的推进性能。在前轮驱动(FWD)应用中，电动机22也能够连接到变速器的输出26的前轮轴的终驱动上，这将被称为电动前轮轴驱动(EFAD)单元。电动机22的动力输出通过ERAD传动装置(未示出)和内轮差速器机构形式的终驱动单元30驱动车轮28、27。相似地，变速器输出26通过包括内轮差速器机构的终驱动单元36可驱动地(机械地)连接到车轮34、35。
动力传动装置12能够在主要模式中操作，其包括：(1)串联混合驱动，其中引擎14运行并产生燃烧，变速器16解离，CISG18产生电动力，ERAD22交替地运转并驱动车轮28、27；(2)引擎驱动，其中CISG18和ERAD22均不起作用，引擎14运行，变速器16接合到档上，如同在传统动力传动系统中一样；(3)并联混合驱动，其中引擎14运行，变速器16接合到档上，CISG18和/或ERAD22是运行的；(4)引擎启动，其中CISG18运转，以通过驱动引擎飞轮启动引擎；及(5)引擎停止，其中引擎14关闭。当在并联混合驱动模式下操作时，动力传动系统能够在多个子模式下操作，其包括：(3.1)并联混合驱动1，其中CISG18关闭，ERAD22运行并产生电动力；(3.2)并联混合驱动2，其中CISG18运行，ERAD22关闭；(3.3)并联混合驱动3，其中CISG18和ERAD22运行；及(3.4)并联混合驱动4，其中CISG18产生电动力，ERAD22可选择地关闭、运行并产生电动力。
车辆控制器40接收信号42、信号45、信号46、信号48、信号50、信号52及信号54，其中信号42表示引擎点火钥匙的启动或停止状态，信号45表示PRNDL变速杆选择器44的手动选择的位置，信号46表示加速器踏板47从参照位置位移的大小，信号48表示制动踏板49从参照位置位移的大小，信号50表示方向盘从参照位置的角位移，信号52表示通过车速控制系统选择的所需要的车速，信号54表示选择的空气温度和通风口，气候控制系统通过该通风口将空气供应到乘员室。
控制器40发出打开和关闭接触器的指令56，以将蓄电池58连接到高压总线60。蓄电池58通过高压总线60电连接到电动机22和起动发电机18。
控制器40对制动控制器64发出车轮制动扭矩指令62，其用管线70、72中承载的液压制动压力驱动车轮34、35的车轮制动器66、68，以产生由指令信号62示出的指令的车轮制动扭矩。但是制动器也可以是电动驱动的，而不是液压驱动的。
控制器40对引擎14发出引擎扭矩指令74，引擎14响应该指令在其曲轴76上产生指令74所示出的所需要的引擎输出扭矩。
控制器40发出发电机扭矩指令78，CISG18响应该指令在变速器输入20中产生指令78所示出的所需要的扭矩。
控制器40发出马达扭矩指令80，电动机22响应该指令在其轴82上产生所需要的电机扭矩。控制器40发出变速器档位指令84，变速器16响应该指令产生指令84示出的所需要的传动比。
在传统的多速自动变速器16中，根据变速器中封装的摩擦控制元件86、87、88的接合和解离状态生成前进档和倒退驱动。控制元件86、87、88是离合器和制动器，其交替地保持、互相连接和释放行星组件或副轴齿轮组，其响应液压接合，在各自的控制元件中的压力释放时解离。控制元件的状态结合产生变速器16生成的前进挡和倒档。
图2示出双输入离合器动力换档变速器240的具体细节，其包括第一输入离合器242，用以以选择性地将变速器的输入20交替地连接到与第一副轴244关联的偶数前进档和倒档，及第二输入离合器246，用以交替地将输入20连接到与第二副轴249关联的奇数档位上。
副轴244支承小齿轮260、262、264和耦合器266、268，每一个小齿轮260、262、264的轴颈设置在轴244上，耦合器266、268固定到轴244上。小齿轮260、262、264分别与第二、第四和第六档位关联。耦合器266包括套筒270，其能够向左移动以接合小齿轮260并可驱动地将小齿轮260连接到轴244。耦合器268包括套筒272，其能够向左移动以接合小齿轮262并可驱动地将小齿轮262连接到轴244，并能够向右移动以接合小齿轮264并可驱动地将小齿轮264连接到轴244。
副轴249支承小齿轮274、276、278和耦合器280、282，每一个小齿轮274、276、278的轴颈设置在固定到轴249上，耦合器280、282固定到轴249上。小齿轮274、276、278分别与第一、第三和第五档位关联。耦合器280包括套筒284，其能够向左移动以接合小齿轮274并可驱动地将小齿轮274连接到轴249。耦合器282包括套筒286，其能够向左移动以接合小齿轮276并可驱动地将小齿轮276连接到轴249，并能够向右移动以接合小齿轮278并可驱动地将小齿轮278连接到轴249。
变速器输出26支承齿轮288、290、292，每一个齿轮固定到输出轴26。齿轮288啮合小齿轮260和274。齿轮290啮合小齿轮262和276。齿轮292啮合小齿轮264和278。
轴颈设置在副轴244上的反转小齿轮296啮合惰轮298，惰轮298啮合固定到输出轴26的反转齿轮300。耦合器302可选择地将反转小齿轮296连接到副轴244。
耦合器266、268、280、282和302可以是同步装置、爪形离合器或其组合。
当耦合器将与所需档位关联的小齿轮连接到合适的副轴244、249上时，双输入离合器动力转换自动变速器240准备好产生前进和倒退驱动。控制元件是输入离合器242、246，其接合、解离和滑动状态交替地连接和释放输入20和各个副轴244、249。
当PRNDL变速杆选择器44从前进档变换到倒档或从倒档变换到前进档时，系统12所使用的方法在各种动力传动系统操作模式中控制四个驱动子系统，即引擎14、CISG18、变速器16和电动机22。
在电驱动操作模式中，电动机22单独将动力传送到驱动轮26、27，驾驶者变换PRNDL档位选择器44，从前进档变换到倒档或从倒档变换到前进档，引擎14保持关闭，CISG18不产生输出扭矩，变速器16完全解离，使其不向输出26传送扭矩，产生以下情况之一：
(i)电动机22产生零扭矩，直到车速降低到参照车速，电动机22在对应于变速杆选择器44已经变换到的选择方向上在轮轴24上生成输出扭矩；或
(ii)电动机22在对应于变速杆选择器44已经变换到的选择方向上并且以由扭矩-速度函数90限定的量值(例如图3所示)生成输出扭矩。
在引擎14单独生成传送到第一车轮34、35的动力、驾驶者变换PRNDL档位选择器44从前进档变换到倒档或从倒档变换到前进档的操作模式中，电动机22不产生输出扭矩，产生以下情况之一：
(i)变速器16完全解离，即不对输出26传送扭矩，直到车速降低到参照速度，变速器在对应于档位选择器44已经变换到的倒档或前进档选择的方向的档位完全接合；或
(ii)在对应于档位选择器44的选择位置的前进档或倒档跨越变速器16的控制元件86、87、88或变速器240的控制元件246、242产生滑动，直到车速降低到参照速度，其中选择的档位变得完全接合。
在串联混合驱动操作模式中，引擎14运行并产生燃烧，CISG18产生电动力，电动机22运行，即驱动轮轴24，驾驶者变换PRNDL档位选择器44，从前进档变换到倒档或从倒档变换到前进档，引擎14保持运行，车速通过下述方式之一降低到参照速度：
(i)通过在发电模式操作电动机22，在与车轮28、27的旋转方向相反的倒退方向或前进驱动方向模拟引擎制动，CISG18作为电动机来旋转引擎，从而消耗电动机22生成的不能储存到电池58中的过多的电能；或者
(ii)不从电动机22产生输出扭矩；或者
(iii)在对应于档位选择器44已经变换到的选择的方向上且以通过扭矩-速度函数90限定的量值生成输出扭矩。当车速降低到参照速度时，离合器16在对应于档位选择器44已经变换到的倒档或前进档的选择的方向的前进档或倒档完全接合。
在并联混合驱动操作模式中，引擎14运行，当驾驶者变换PRNDL档位选择器44，从前进变换到倒退或从倒退变换到前进，CISG18和ERAD22可操作，产生以下情况之一：
(i)解离变速器16，从电动机22产生零输出扭矩，直到车速降低到参照速度，然后在对应于档位选择器44已经变换到的倒退或前进的选择的驱动的前进档或倒档完全接合变速器16；或者
(ii)解离变速器16，操作电动机22，在对应于档位变速器44已经变换到的方向上且以由扭矩-速度函数90限定的量值在车轮28、27上生成输出扭矩，直到车速减低到参照速度，然后在对应于档位选择器44已经变换到的倒退或前进的选择的方向的前进档或倒档完全接合离合器16；或者
(iii)如果车速低于参照速度，在对应于档位选择器44的选择位置的前进档或倒档跨越变速器的控制元件生成滑动，操作电动机22，在对应于档位选择器44已经变换到的方向上且以由扭矩-速度函数90限定的量值生成输出扭矩，直到车速降低到参照速度，然后在对应于档位选择器44已经变换到的倒退或前进的选择的方向的前进档或倒档的完全接合变速器16。
根据专利法的规定，已经说明了优选的实施例。但是，应当注意的是，还可以实施其它可选的实施例，而不限于本发明中具体示出和说明的实施例。

Claims (4)

1.一种用于控制混合动力车辆动力传动系统的方法，该动力传动系统具有可驱动地连接到第一组车轮的内燃机和可驱动地连接到第二组车轮的电动机，该方法包含以下步骤：
(a)操作引擎，以驱动车辆；
(b)在前进驱动位置和倒退驱动位置之间变换档位选择器；
(c)降低车速到参照速度或低于参照速度；及
(d)应用位于引擎和第一组车轮之间的变速器生成对应于档位选择器已经变换到的位置的倒退或前进驱动；
其中步骤(c)进一步包含：
解离变速器，释放引擎和第一组车轮之间的驱动连接；或者使变速器的至少一个控制元件滑动，以通过变速器部分地解离引擎和第一组车轮之间的驱动连接；及
应用电动机生成通过关联当前车速和输出扭矩的函数所限定的可变输出扭矩。
2.根据权利要求1所述的方法，其特征在于，步骤(c)进一步包含：
应用电动机在第二组车轮上在与第二组车轮的旋转方向相反的方向上生成扭矩。
3.根据权利要求1所述的方法，其特征在于，步骤(c)进一步包含不从电动机生成输出扭矩。
4.根据权利要求1所述的方法，其特征在于，步骤(c)进一步包含：
应用电动发电机在引擎上在与引擎的旋转方向相反的方向上生成扭矩。
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