CN104627170B - 基于负荷的车辆运转控制 - Google Patents

基于负荷的车辆运转控制 Download PDF

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Publication number
CN104627170B
CN104627170B CN201410643727.1A CN201410643727A CN104627170B CN 104627170 B CN104627170 B CN 104627170B CN 201410643727 A CN201410643727 A CN 201410643727A CN 104627170 B CN104627170 B CN 104627170B
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vehicle
battery
engine
controller
torque
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CN104627170A (zh
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马克·斯蒂芬·耶马扎基
梁伟
王小勇
罗吉特·乔赫里
瑞恩·亚伯拉罕·麦吉
邝明朗
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
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    • B60W30/18127—Regenerative braking
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • Y10S903/904—Component specially adapted for hev
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明涉及基于负荷的车辆运转控制。所述车辆可以是混合动力车辆，所述混合动力车辆包括发动机和电机，二者都能够推进车辆。所述电机电连接到高压牵引电池。如果电池用于驱动电机，则电池的荷电状态可减少，如果电机经由再生制动将电力提供到电池，则电池的荷电状态可增加。约束车辆使得电池在限定于最小荷电状态阈值和最大荷电状态阈值之间的优选运转窗口之内运转。至少一个控制器被配置为响应于各种车辆活动(例如当车辆牵引另一个物体、或由于车辆内的物品而导致车重超过某一阈值时)改变电池的优选运转窗口。

Description

基于负荷的车辆运转控制
技术领域
本发明涉及基于车辆负荷控制混合动力车辆中的发动机和电机。
背景技术
混合动力电动车辆(HEV)包括用于向车辆提供推进的内燃发动机和马达/发电机。增加HEV燃料经济性的一种方法是关闭发动机留下马达/发电机作为唯一的扭矩源来推进车辆。这发生在较低的总体扭矩需求期间，比如当车辆不动、怠速运转、缓慢行进、或惯性滑行、或具有相对较低的总体加速需求时。例如，如果车辆在斜坡上、内部有额外重量或者牵引另一个车辆，则满足驾驶员加速需求所需要的扭矩量增加。当作出较高的加速需求时并且当车辆经历这些过度负荷时如果断开发动机，则仅靠马达/发电机可能不足以满足驾驶员需求。
发明内容
根据一个实施例，一种车辆包括发动机、连接到电池的电机以及至少一个控制器。响应于电池的充电量达到最小荷电状态阈值，控制器抑制电机推进车辆，以防止电池电荷不足。响应于电池的充电量达到最大荷电状态阈值，控制器抑制再生制动以防止电池过度充电。电池优选地在最小荷电状态阈值和最大荷电状态阈值的范围内运转。响应于探测到车辆负荷状况，控制器改变最小荷电状态阈值和最大荷电状态阈值中的一个或两个。这改变了当抑制电池推进车辆和/或经由再生制动接收电能时充电的最小和最大阈值的范围。在一个实施例中，车辆负荷状况为车重超过预定重量阈值。在另一个实施例中，车辆负荷状况为当车辆牵引另一个物体时。
根据另一实施例，提供一种控制混合动力电动车辆的方法。所述方法包括响应于电池的荷电状态达到最小荷电状态阈值而抑制牵引电池为电动马达提供电力。所述方法还包括响应于车辆负荷超过预定阈值而改变最小荷电状态阈值。
或者说，一种控制混合动力电动车辆的方法，所述方法包括：响应于电池荷电状态达到最小荷电状态阈值而抑制牵引电池为电动马达提供电力；响应于车辆负荷超过预定阈值而改变最小荷电状态阈值。
所述改变包括减小最小荷电状态阈值以增加可用电力的量。
所述方法还包括接收指示车辆牵引物体的信号，其中，所述改变的步骤还响应于所述信号。
车辆负荷由车重限定。
所述方法还包括响应于(i)在车辆停车和行驶时释放制动器踏板以及(ii)车辆负荷超过预定阈值而起动发动机。
根据本公开的另一实施例，提供了另一种控制混合动力电动车辆的方法。所述方法包括基于牵引电池达到最大荷电状态阈值而抑制电机产生电力。此外，响应于车辆负荷超过预定阈值而改变最大荷电状态阈值。
或者说，一种控制混合动力电动车辆的方法，所述方法包括：基于牵引电池的荷电状态达到最大荷电状态阈值而抑制电机产生电力；响应于车辆负荷超过预定阈值而改变最大荷电状态阈值。
所述改变包括增加最大荷电状态阈值以能够增加电能产生量。
所述方法还包括接收指示车辆牵引物体的信号，其中，所述改变的步骤还响应于所述信号。
车辆负荷由车重限定。
所述方法还包括响应于(i)在车辆停车和行驶时释放制动器踏板以及(ii)车辆负荷超过预定阈值而起动发动机。
附图说明
图1是混合动力电动车辆的动力传动系统的示意说明；
图2是基于车辆负重或牵引而控制车辆的算法的流程图；
图3是基于车辆经历过度负荷而控制车辆的算法的流程图；
图4是当车辆经历过度负荷时电池的SOC(荷电状态)运转范围和动力传动系统中扭矩分配随时间的图表；
图5是车辆仪表盘上的用于指令车辆以牵引模式运转的交互信息显示器的示例。
具体实施方式
本说明书描述了本发明的实施例。然而，应理解公开的实施例仅为示例，其可以多种替代形式实施。附图无需按比例绘制；可放大或缩小一些特征以显示特定部件的细节。所以，此处所公开的具体结构和功能细节不应解释为限定，而仅为教导本领域技术人员以多种形式实施实施例的代表性基础。本领域内的普通技术人员应理解，参考任一附图说明和描述的多个特征可与一个或更多个其它附图中说明的特征组合以形成未明确说明或描述的实施例。说明的组合特征提供用于典型应用的代表实施例。然而，与本发明的教导一致的特征的多种组合和变型可以根据需要用于特定应用或实施。
参照图1，说明了根据本发明的实施例的混合动力电动车辆(HEV)10的示意图。图1说明部件之间的代表性关系。该车辆内部件的实体布局(Physical placement)和方位可以改变。HEV 10包括动力传动系统12。动力传动系统12包括驱动传动装置16的发动机14，这可以称为模块化混合动力传动装置(MHT)。如下文更详细描述的，传动装置16包括电机(比如电动马达/发电机(M/G)18)、关联的牵引电池20、变矩器22以及多阶梯传动比自动变速器或者变速器24。
发动机14和M/G 18都是用于HEV 10的驱动源。发动机14整体上代表可以包括内燃发动机(比如汽油、柴油或天然气驱动的发动机)或燃料电池的动力源。当发动机14和M/G18之间的分离离合器26至少部分接合时发动机14产生提供至M/G18的发动机功率和对应的发动机扭矩。M/G 18可以实施为多种类型电机中的任何一者。例如，M/G 18可以为永磁同步马达。如下文将描述的，电力电子件(power electronics)56将电池20提供的直流电(DC)调节成M/G 18需要的。例如，电力电子件可以向M/G18提供三相交流电(AC)。
当分离离合器26至少部分接合时，可以将动力从发动机14传输至M/G 18或从M/G18传输至发动机14。例如，分离离合器26可以接合并且M/G 18可以作为发电机运转以将曲轴28和M/G轴30提供的旋转能量转换成存储在电池20中的电能。也可以将分离离合器26分离以隔离发动机14与动力传动系统12的其它部分使得M/G 18可以作为HEV 10的单独驱动源运转。轴30延伸通过M/G18。M/G 18持续可驱动地连接至轴30，但是仅在分离离合器26至少部分接合时发动机14可驱动地连接至轴30。
M/G 18经由轴30连接至变矩器22。所以当分离离合器26至少部分接合时变矩器22还连接至发动机14。变矩器22包括固定至M/G轴30的泵轮以及固定至变速器输入轴32的涡轮。从而变矩器22提供轴30和变速器输入轴32之间的液力耦合。当泵轮旋转得比涡轮快时变矩器22将动力从泵轮传输至涡轮。涡轮扭矩和泵轮扭矩的量通常取决于相对转速。当泵轮转速与涡轮转速的比率足够高时，涡轮扭矩是泵轮扭矩的倍数。还可以提供变矩器旁通离合器34使得当接合时摩擦地或机械地连接变矩器22的泵轮和涡轮，允许更高效的动力传输。变矩器旁通离合器34可以作为启动离合器运转以提供平顺的车辆启动。可替代地或者组合地，对于不包括变矩器22或变矩器旁通离合器34的应用，可以在M/G 18和变速器24之间提供类似分离离合器26的启动离合器。在一些应用中，分离离合器26通常称为上游离合器而启动离合器34(可以是变矩器旁通离合器)通常称为下游离合器。
变速器24可以包括齿轮组(未显示)，所述齿轮组通过摩擦元件(比如离合器和制动器(未显示))的选择性接合而选择性地置于不同传动比以建立希望的多个离散或阶梯传动比。可以通过换挡计划来控制摩擦元件，所述换挡计划连接和分离齿轮组的特定元件以控制变速器输出轴36和变速器输入轴32之间的传动比。变速器24基于多个车辆和环境工况通过关联的控制器(比如动力传动系统控制单元(PCU)50)从一个传动比自动换挡至另一个。变速器24随后提供动力传动系统输出扭矩至输出轴36。
应理解与变矩器22一起使用的液压控制的变速器24仅是变速器或传动装置设置的一个示例；在本发明的实施例中使用从发动机和/或马达接收输入扭矩并随后以不同的传动比提供扭矩至输出轴的任何多传动比变速器都是可以接受的。例如，变速器24可以实施为自动机械式(或手动)变速器(AMT)，AMT包括沿换挡导轨移动/旋转换挡叉以选择希望传动比的一个或更多个伺服马达。通常本领域内的普通技术人员应理解，例如在较高扭矩要求的应用中可以使用AMT。
如图1中的代表实施例显示的，输出轴36连接至差速器40。差速器40经由连接至差速器40的各自轴44驱动一对车轮42。差速器向每个车轮42传输大约相等的扭矩同时(比如当车辆转弯时)允许轻微的转速差异。可以使用不同类型的差速器或类似的装置将扭矩从动力传动系统分配至一个或更多个车轮。在一些应用中，例如取决于特定的动力模式或状况，扭矩分配可以变化。
动力传动系统12进一步包括关联的动力传动系统控制单元(PCU)50。虽然说明为一个控制器，但是PCU 50可以是较大控制系统的一部分并且可以通过车辆10中的多个其它控制器(比如车辆系统控制器(VSC))控制。所以应理解动力传动系统控制单元50和一个或更多个其它控制器可以统称为“控制器”，所述控制器响应于来自多个传感器的信号而控制多个致动器以控制功能(比如起动/停止发动机14、运转M/G 18以提供车轮扭矩或充电电池20、选择或计划变速器换挡等)。控制器50可以包括与多种类型的计算机可读的存储装置或媒介通信的微处理器或中央处理单元(CPU)。例如，计算机可读的存储器装置或媒介可以包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储器。KAM是可以用于在CPU断电时存储多个运转变量的持续或非易失性存储器。计算机可读的存储装置或媒介可以实施为使用任何一个已知存储装置，比如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦PROM)、闪存或能存储数据的任何其它电子、磁性、光学或其组合的存储装置，这些数据中的一些代表可由控制器使用以控制发动机或车辆的可执行指令。
控制器经由输入/输出(I/O)接口与多个发动机/车辆传感器和致动器通信，该接口可以实施为提供多个原始数据或信号调整、处理和/或转换、短路保护等的单个集成接口。可替代地，将信号提供至CPU之前一个或更多个专用硬件或固件芯片可以用于调整和处理特定信号。如图1中的代表实施例总体上说明的，PCU 50可以将信号通信至发动机14、分离离合器26、M/G 18、启动离合器34、传动装置变速器24和电力电子件56和/或从它们通信信号。尽管未明确说明，但是本领域内的普通技术人员应理解可以通过PCU50控制的多个功能或部件在上文指出的每个子系统内。可以使用通过控制器执行的控制逻辑直接或间接致动的参数、系统和/或部件的代表性示例包括燃料喷射正时、速率和持续时间、节气门位置、(用于火花点火式发动机的)火花塞点火正时、进气/排气门正时和持续时间、前端附件驱动(FEAD)部件(比如交流发电机、空调压缩器、电池充电、再生制动、M/G运转、用于分离离合器26、启动离合器34和传动装置变速器24的离合器压力等)。例如，通过I/O接口通信输入的传感器可以用于指示涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车速(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速器踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其它排气成分浓度或存在、进气流量(MAF)、变速器档位、比率或模式、变速器油温度(TOT)、传动装置涡轮转速(TS)、变矩器旁通离合器(TCC)34状态、减速或换挡模式(MDE)。
可以通过一个或更多个附图中的流程图或类似图表代表通过PCU 50执行的控制逻辑或功能。这些附图提供可以使用一个或更多个处理策略(比如事件驱动、中断驱动、多任务、多线程等)执行的代表性控制策略和/或逻辑。这样，说明的多个步骤或功能可以描述的序列执行、并行执行，或在某些情况下有所省略。尽管没有总是明确地说明，但是本领域内的普通技术人员应理解取决于使用的特定处理策略可以反复执行一个或更多个说明的步骤或功能。同样，处理的顺序并非是达到本文描述的特征和优点所必需的，而提供用于说明和描述的方便。可以主要在通过基于微处理器的车辆、发动机和/或动力传动系统控制器(比如PCU 50)执行的软件中执行控制逻辑。当然，取决于特定应用，可以在一个或更多个控制器中的软件、硬件或者软件和硬件的结合中执行控制逻辑。当在软件中执行时，可以在存储有数据的一个或更多个计算机可读的存储装置或媒介中提供控制逻辑，所述数据代表通过计算机执行以控制车辆或其子系统的代码或指令。计算机可读的存储装置或媒介可以包括利用电子、磁性和/或光学存储以保持可执行指令和关联的校准信息、运转变量等的一个或更多个已知物理装置。
车辆驾驶员使用加速器踏板52和制动器踏板53提供需求的扭矩、动力、制动或推进车辆的驱动指令。通常，压下和释放加速器踏板52产生可以通过控制器50分别解释为增加动力或减小动力需求的加速器踏板位置信号。至少基于来自加速器踏板的输入，控制器50指令来自发动机14和/或M/G 18的扭矩。压下制动器踏板53启用再生制动和/或摩擦制动以使车辆减速。
控制器50还控制变速器24内换挡的正时以及分离离合器26和变矩器旁通离合器34的接合或分离。类似于分离离合器26，变矩器旁通离合器34可以在接合和分离位置之间的范围中调整。除泵轮和涡轮之间的液力耦合产生的可变滑动之外，这在变矩器22中产生可变的滑动。可替代地，取决于特定应用，变矩器旁通离合器34可以运转为锁止或打开而不使用调整的运转模式。
为了通过发动机14驱动车辆，分离离合器26至少部分接合以将至少一部分发动机扭矩通过分离离合器26传输至M/G 18并且随后从M/G 18通过变矩器22和变速器24。M/G 18可以通过提供额外动力带动轴30来辅助发动机14。该运转模式可以称为“混合动力模式”或“电动辅助模式”。
为了通过M/G 18作为唯一动力源驱动车辆，除了分离离合器26将发动机14与动力传动系统12的剩余部分隔离之外动力流保持相同。这段时间期间可以停止发动机14中的燃烧或者甚至关闭以节省燃料。牵引电池20通过线缆54将存储的电能传输至例如可以包括逆变器的电力电子件56。电力电子件56将来自电池20的直流(DC)电压转换成M/G 18使用的交流(AC)电压。PCU 50指令电力电子件56将来自电池20的电压转换成提供至M/G 18的交流(AC)电压以将正的或负的扭矩提供至轴30。该运转模式称为“纯电动”运转模式。
在任一运转模式中，M/G 18可以作为马达运转并为动力传动系统12提供驱动力。可替代地，M/G 18可以作为发电机运转并将来自动力传动系统12的动能转换成存储在电池20中的电能。例如，当发动机14提供用于车辆10的推进动力时M/G 18可以作为发电机运转。此外，M/G 18可以在再生制动期间作为发电机运转，其中来自旋转的车轮42的旋转能量回传通过变速器24并转换成存储在电池20中的电能。
应理解图1中的示意说明仅是示例并且不意味着限制。可以预想利用发动机和马达两者的选择性接合以传输通过传动装置的其它配置。例如，M/G 18可以与曲轴28偏置，可以提供额外的马达来起动发动机14和/或M/G 18可以提供在变矩器22和变速器24之间。不偏离本发明的范围还可以预想其它配置。
在典型的混合动力车辆(比如图1显示的车辆10)中，在控制器50中提供控制策略以将电池20的荷电状态(SOC)保持在优选的预定运转窗口内。例如，在运转期间可能希望将电池20的SOC保持在充满电的40％和60％的窗口内。取决于每个车辆的需要，可以使用其它的这类预定运转窗口。
如果SOC接近优选的运转窗口的较低端，那么控制器可以指令分离离合器26接合并且(如果还没有启用发动机)起动发动机14。随后发动机动力可以用于推进车辆并且经由M/G 18和电力电子件56向电池20充电。控制器可以终止通过M/G 18电动推进的指令以节省电池20中的电能。
如果SOC接近优选的运转窗口的较高端，(如果发动机还未分离)那么控制器可以指令将发动机14与M/G 18分离的纯电动运转模式。控制器还可以使用M/G 18增加扭矩至动力传动系统同时减小发动机扭矩。使用电池20推进车辆10同时减小或去除发动机14的扭矩输出将从电池20汲取过量的电荷以将SOC保持在优选的运转窗口内。控制器还可以终止任何再生制动以防止SOC的增加超过优选运转窗口的较高端。
在过度车辆负荷期间或者当车辆牵引另一个车辆时，可能特别希望立即产生可用于推进车辆的较高扭矩量。施加在车辆上的过度负荷可能会延迟加速需求的响应，特别地当车辆从静止加速时。根据本发明的多个实施例，提供的系统基于车辆负荷和/或当车辆牵引物体时改变优选的SOC运转窗口。此外，当车辆静止并且经历这些过度负荷时该系统可以基于制动器踏板的释放而启用发动机。
图2说明基于过度负荷控制动力传动系统运转的算法200的示例流程图。在202处，控制器确定车辆是否经历过度负荷(例如满载、牵引、上坡等)。这可以通过多种方式来确定。例如，可以通过车辆的轴上施加的力超过指示车辆和其物品的重量的阈值力来指示过度负荷。如果该重量高于阈值，这指示车辆经历“过度负荷”。还可以监视车辆的其它区域以指示车辆的重量。
在另一个示例中，可以通过车辆牵引物体(比如另一辆车、拖车等)指示过度负荷。车辆中的控制器可以通过多种方式确定车辆在牵引另一个物体，比如从车辆拖钩处的张力传感器接收信号、接收指示车辆以“牵引模式”运转的驾驶员指令的信号(在下文的图5中提供更多讨论)、通过利用车辆后部朝向后方的摄像机探测紧邻车辆后面的物体、从电子传感器接收指示车辆和所牵引车辆的尾灯之间连接的信号。可以预想存在指示车辆在牵引的其它系统。在车辆牵引另一个物体或者车辆经历较重重量的任一情况下，可以说车辆经历本发明使用的术语“过度负荷”。
如果在202处确实确定车辆经历过度负荷，则在204处控制器可以基于释放制动器踏板53而起动发动机。例如，控制器可以确定车辆停车并且压下制动器踏板以保持车辆的速度为零。在车辆停车期间，控制器持续地监视制动器踏板的位置。如果车辆的驾驶员释放制动器踏板，则可以推断即将压下加速器踏板(并且从而希望车辆加速)。所以，基于松开或释放制动器踏板，控制器接合分离离合器26并且(如果发动机还没有开启)起动发动机14。发动机的起动增加动力传动系统中立刻可用的扭矩量。与处于纯电动运转模式时车辆从静止加速相比，这使得经历过度负荷的车辆充分加速并更能满足驾驶员需求。
如果在202处确定车辆经历过度负荷，则在206处控制器还可以扩展电池20的优选运转窗口。改变较低端(例如充满电的40％)和较高端(例如充满电的60％)两者以提供更宽的优选运转窗口。当运转窗口的较低端减小(例如减小至充满电的30％)时，通过控制器指令电池20启用以在较高量或较长时间的加速期间提供电动辅助从而当车辆经历过度负荷时提供更好的电动“增加推力”。当运转窗口的较高端增加(例如增加至充满电的70％)时，通过控制器指令M/G 18启用以(例如经由再生制动)产生额外功率并将额外功率存储在电池20中。这解决了当车辆经历过度负荷时车辆减速所需要的较长制动距离和/或增加的制动扭矩量。
然而，如果确定在202处车辆没有经历过度负荷，则车辆正常运转。在208处，控制器基于制动器踏板的释放而可以不特别地启用发动机。在210处控制器还可以不特别地改变SOC优选运转窗口。即，在208和210处系统返回以在202处控制器继续检查过度负荷。
图3说明在车辆经历过度负荷期间控制动力传动系统算法的额外流程图。在302处，控制器基于上文描述的示例方法确定车辆是否在牵引。如果车辆没有牵引，则在304处控制器确定车重是否高于指示车辆经历过度负荷的阈值。如果这些确定的结果都为否，则方法返回并在302和304处继续检查牵引或过度负荷。
如果车辆在牵引或经历超过预定阈值的重量，则确定车辆在经历过度负荷并且方法前进至306。在306处，控制器确定车辆的挡位(例如泊车挡、倒挡、空挡、行驶挡)。车辆处于行驶挡的确定指示驾驶员在驾驶并且意欲开始(或继续)向前移动。所以，可以从车辆处于行驶挡推断将来的加速事件。
如果控制器确定车辆处于行驶挡，那么在308处控制器指令电池SOC的优选运转窗口扩展。例如，控制器将优选运转窗口从35％-80％的范围改变为25％-85％的范围。如之前讨论的，当这样指令时这使电池能提供更长或更强劲的电动辅助以及在较长距离的制动事件期间利用再生制动。当由于过度负荷而需要额外加速和制动需求时该宽广的SOC优选运转窗口从而对车辆提供优点。
扩展了SOC的优选运转窗口，控制器还继续监视制动器踏板的状态。如果如310处确定的车辆变得静止或速度减小到阈值以下并且驾驶员随后释放制动器踏板，那么方法前进至312。在312处，控制器确定分离离合器26的状态和/或发动机14的状态。如果分离离合器26分离，则车辆以纯电动运转模式运转。为了从发动机增加立刻可用的扭矩量，在314处控制器接合分离离合器26并指令发动机14点火。通过在释放制动器踏板时接合发动机，响应于压下加速器踏板52发动机可用于立刻提供扭矩。这使得当车辆经历过度负荷时车辆能更好地满足驾驶员需求。
图4说明利用本发明控制系统的车辆特定特性的示例。在该示例中，车辆开始为静止同时经历过度负荷，并且车辆驾驶员较重的踩加速器踏板，指示需要较高量的立刻可用的扭矩以迅速使车辆加速。
在时间T0处，车辆静止。电池已经充电使得SOC处于其扩展的优选运转窗口的上限。即，车辆中的控制器已经确定车辆经历过度负荷并且从而扩展了SOC运转窗口使得电池完全充电处于扩展的SOC窗口的最大值。
在时间T1处，车辆驾驶员释放制动器踏板而预期到加速车辆。基于制动器踏板的释放，控制器还通过接合分离离合器26并指令发动机14中的点火而指令发动机开启。由于发动机的起动，在T1和T2期间最大扭矩(Tq_max_eng)升高至其最大值。
在时间T2处，发动机完全起动并且在运行。加速需求保持为零。由于完全起动的发动机提供了额外的可用扭矩，所以动力传动系统的最大扭矩(Tq_max_pt)等于发动机最大扭矩(Tq_max_eng)和M/G最大扭矩(Tq_max_mot)的总和。
在时间T3处，车辆驾驶员压下加速器踏板。全部动力传动系统扭矩(Tq_max_pt)已经处于其最大值，驾驶员的需求得到满足。从而车辆可以根据压下加速器踏板所指示的驾驶员需求来适当地提供扭矩和加速。从T3到T4，驾驶员需求超过发动机最大扭矩(Tq_max_eng)。从而M/G补偿发动机扭矩以满足驾驶员需求。在使用M/G期间电池SOC消耗。然而，由于已经扩展了SOC范围，所以能够更长时间地使用M/G以将电池消耗至其运转窗口的下限。这给M/G提供了更好的机会在较长时间内保持为主动扭矩提供者并且从而在整个加速事件期间更好地满足驾驶员需求。
在时间T4处，SOC已经消耗至SOC运转窗口的SOC下限。从而可用的电池电流为零。因此，动力传动系统扭矩(Tq_max_pt)减小至仅等于发动机扭矩(Tq_max_eng)的水平，并且在剩余的加速事件期间发动机保持为唯一的扭矩提供者。
如上文讨论的，车辆中的控制器可以通过多种方式确定车辆是否牵引另一个物体。图5说明了这样一个示例，其中交互信息显示器500设置在车辆的仪表盘(比如仪表板或中控区域)502上。信息显示器500可以是另一个显示系统(比如导航显示系统)的一部分或者可以是专用信息显示系统的一部分。信息显示器500可以是液晶显示器(LCD)、等离子显示器、有机发光显示器(OLED)或任何其它适当的显示器。信息显示器500可以包括触摸屏，以用于接收与信息显示器500的屏幕的选择区域关联的驾驶员输入。信息显示器500可以包括一个或更多个按钮504。
车辆驾驶员可以引导至可以选择牵引模式的屏幕。在该屏幕上，驾驶员可以手动指导车辆的控制器进入“牵引模式”使得车辆自动地像经历过度负荷一样运转。如果驾驶员利用信息显示器500进入“牵引模式”，则控制器响应在之前描述的方法的步骤302和/或304处的“是”，使得可以拓宽SOC运转窗口并且一旦释放制动器踏板则可以启用发动机。
本发明公开的程序、方法或算法可通过包括任何现有的可编程电子控制单元或专用的电子控制单元的处理装置、控制器或计算机使用/实施。类似地，程序、方法或算法可存储为通过控制器或计算机以多种形式执行的数据和指令，包括但不限于永久存储在不可写的存储媒介(比如ROM设备)中的信息，并且可替代地，信息可存储在可写的存储媒介(比如软盘、磁带、CD、RAM设备和其它的磁性和光学媒介)中。程序、方法或算法还可在可执行软件的对象中实施。可替代地，可以使用适当的硬件部件整体地或部分地实施该程序、方法或算法，比如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件部件或设备，或者硬件、软件和固件部件的结合。
虽然上文描述了示例实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定，并且应理解在不脱离本发明的精神和范围下可以作出各种改变。如上所述，可以组合多个实施例的特征以形成本发明没有明确描述或说明的进一步的实施例。尽管已经描述了多个实施例就一个或更多个期望特性来说提供了优点或相较于其他实施例或现有技术应用更为优选，但是本领域内的普通技术人员应该认识到，取决于具体应用和实施，为了达到期望的整体系统属性可以对一个或更多个特征或特性妥协。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维护性、重量、可制造性、易于装配等。因此，描述的实施例在一个或更多个特性上相对于其他实施例或现有技术应用不令人满意也未超出本发明的范围，并且这些实施例可以满足特定应用。

Claims (4)

1.一种车辆，包括：
发动机；
电机；
电池，连接到电机；
至少一个控制器，被配置为(i)响应于电池的充电量达到最小荷电状态阈值而抑制电机推进车辆，(ii)响应于所述充电量达到最大荷电状态阈值而抑制再生制动，(iii)响应于探测到车辆负荷状况而减小最小荷电状态阈值并增加最大荷电状态阈值。
2.根据权利要求1所述的车辆，其中，车辆负荷状况通过车重超过预定值而限定。
3.根据权利要求1所述的车辆，其中，车辆负荷状况通过牵引的物体的状态而限定。
4.根据权利要求1所述的车辆，所述车辆还包括制动器踏板和离合器，所述离合器被配置为选择性地将发动机连接到电机，其中，所述至少一个控制器还被配置为响应于(i)在车辆停车和行驶时释放制动器踏板以及(ii)探测到车辆负荷状况而起动发动机，以在车辆启动之前增加可用发动机扭矩。
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