CN104890666B - 车辆 - Google Patents
车辆 Download PDFInfo
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- CN104890666B CN104890666B CN201510101278.2A CN201510101278A CN104890666B CN 104890666 B CN104890666 B CN 104890666B CN 201510101278 A CN201510101278 A CN 201510101278A CN 104890666 B CN104890666 B CN 104890666B
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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
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
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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
- B60K6/50—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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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
- B60W20/10—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
- 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
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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
- B60W20/30—Control strategies involving selection of transmission gear ratio
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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
- B60K6/42—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/50—Drive Train control parameters related to clutches
- B60L2240/507—Operating parameters
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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
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- B60W2510/10—Change speed gearings
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- B60W2710/00—Output or target parameters relating to a particular sub-units
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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
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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
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- B60W2710/10—Change speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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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
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- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
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Abstract
提供了一种车辆,所述车辆包括具有电机的动力传动系,所述电机被构造为选择性地施加使车辆减速的再生制动扭矩。所述车辆还包括控制器,所述控制器被配置为基于由变速器降档造成的动力传动系的输出轴的转速的变化来控制在再生制动事件期间发生的变速器降档过程中的再生制动扭矩极限的变化速率。
Description
技术领域
本公开涉及混合动力传动系控制系统。更具体地讲,本公开涉及再生制动控制。
背景技术
具有自动变速器的车辆基于车速和驾驶员的加速请求来改变传动比。在减速期间,自动变速器通过逐步地减小传动比来换档。从给定档位到下一个相邻档位的换档的平顺性影响由驾驶员感知的噪声、振动和刺耳。
混合动力车辆可使用具有马达-发电机结合的一个或更多个电机以及内燃发动机。依据车辆的运转状况,电机可以选择性地在用作动力源或使动力传动系减速之间交替。电机的这种交替的运转的时机和幅值可用于优化燃料经济性,并应与变速器的运转一致。
发明内容
在至少一个实施例中,提供了一种车辆,所述车辆包括动力传动系,所述动力传动系具有被构造为选择性地施加使车辆减速的再生制动扭矩的电机。所述车辆还包括控制器,所述控制器被配置为基于由变速器降档造成的动力传动系的输出轴的转速的变化来控制在再生制动事件期间发生的变速器降档过程中的再生制动扭矩极限的变化速率。
在至少一个实施例中,提供了一种车辆,所述车辆包括牵引电池、具有传动装置和电机的动力传动系,所述电机被构造为响应于制动需求而选择性地施加使车辆减速并对车辆电池再充电的再生制动扭矩;所述车辆还包括控制器,所述控制器被配置为(i)基于电机扭矩容量或电池再充电需求两者中的最小者来控制再生制动扭矩极限的变化速率,(ii)基于由变速器降档造成的动力传动系的输出轴的转速的变化而在变速器降档事件期间调节所述极限。
在至少一个实施例中,提供了一种控制再生制动的方法,所述包括:使电机施加再生制动扭矩;在再生制动事件期间基于电机的转速限制命令。所述方法还包括基于动力传动系输出轴的转速的变化在再生制动事件和变速器降档期间控制所述极限的变化速率。
根据本发明的一方面,提供了一种车辆,所述轮包括:电池;动力传动系,具有传动装置和电机,所述电机被构造为响应于制动需求而选择性地施加同时使车辆减速和对车辆电池再充电的再生制动扭矩;和控制器,被配置为(i)基于电机扭矩容量或电池再充电需求两者中的最小者来控制再生制动扭矩极限的变化速率,(ii)基于由变速器降档造成的动力传动系的输出轴的转速的变化而在变速器降档事件期间调节所述极限。
根据本发明的一个实施例,基于电机的虚拟转速调节所述极限,从而对所述极限的调节发生在变速器降档事件的扭矩阶段。
根据本发明的一个实施例,所述虚拟转速是基于输出轴的转速和预测的在变速器降档事件之后的传动比的。
根据本发明的一个实施例,对所述极限的调节是基于电机的虚拟转速的,从而在变速器降档事件期间比额定马达扭矩容量小的再生制动扭矩极限可用于车辆降速。
根据本发明的一个实施例,再生制动扭矩极限被调节为使得再生制动扭矩极限不会与传动装置扭矩比变化复合叠加。
根据本发明的一方面,提供了一种控制再生制动扭矩的方法,所述包括:使电机施加再生制动扭矩;在再生制动事件期间基于电机的转速限制再生制动扭矩;以及基于动力传动系输出轴的转速的变化在再生制动事件和变速器降档期间控制再生制动扭矩极限的变化速率。
根据本发明的一个实施例,控制再生制动扭矩极限的变化速率还包括在变速器降档的扭矩阶段降低所述极限的变化速率以适应变速器扭矩比变化。
根据本发明的一个实施例,控制再生制动扭矩极限的变化速率还基于电机的虚拟转速,使得所述极限的变化速率在导致电机的实际转速变化的变速器降档之前减小。
根据本发明的一个实施例,所述虚拟转速是基于动力传动系的输出轴的转速和预测的在变速器降档之后的传动比的。
附图说明
图1是混合动力电动车辆的示意图。
图2是车辆的控制器之间的信息流的框图。
图3A至图3E是在再生制动期间的车辆的运转参数的相关的时间线图。
具体实施方式
根据需要,在此公开本发明的详细的实施例。然而,应理解的是,公开的实施例仅为本发明的示例,其可以多种和可替换的形式实施。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本发明的代表性基础。
参照图1,示出了根据本公开的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了部件之间的代表性关系。该车辆内部件的实体布局(Physical placement)和方位可以变化。车辆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。如下文将更详细描述的,传动装置16包括电机(例如,电动机/发电机(M/G)18)、变矩器22以及多阶梯传动比自动变速器或者齿轮箱24。还存在与M/G 18连接并用于向M/G 18提供动力或从M/G 18接收电力的牵引电池20。
发动机14和M/G 18都能够为HEV 10提供动力。发动机14总体上表示动力源,可以包括内燃发动机(例如,汽油、柴油或天然气驱动的发动机)或燃料电池。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产生发动机功率以及提供至M/G 18的相应的发动机扭矩。M/G 18可以由多种类型电机中的任何一种实现。例如,M/G 18可以为永磁同步马达。如下文将要描述的,电力电子器件(power electronics)28将电池20提供的直流电(DC)调节成符合M/G 18的要求。例如,电力电子器件可以向M/G18提供三相交流电(AC)。
发动机14可另外连接到涡轮增压器46,涡轮增压器46提供空气进气压力增加或“增速”以迫使更大体积的空气进入发动机14的燃烧室。与通过涡轮增压器46提供到发动机14的增加的空气压力有关,可实现燃料燃烧速率的相应的增加。因此,额外的空气压力增压允许发动机14实现额外的输出动力,由此增加发动机扭矩。
齿轮箱24可包括通过摩擦元件(例如,离合器和制动器(未示出))的选择性接合以建立期望的多个离散或阶梯传动比而以不同传动比设置的内齿轮组(未示出)。可以通过与齿轮组的特定元件连接或断开以控制齿轮箱输入轴34和变速器输出轴38之间的传动比的换档方案来控制摩擦元件。齿轮箱24最终通过输出轴38提供动力传动系输出扭矩。例如,可以有两个系列离合器,其中每个对应于奇数或偶数齿轮组。在从当前传动比换档到所请求的相邻传动比的过程中,在第二系列的离合器接合时第一系列的离合器同时分离。作为换挡的一部分,一旦从第一离合器到第二离合器的变换完成,则变速器输出轴38和变速器输入轴34之间的转速比和扭矩比根据档位选择而改变。
如图1中的代表实施例进一步示出的,输出轴38连接至差速器40。差速器40经由连接至差速器40的相应轴44驱动一对车轮42。差速器向每个车轮42传输分配的扭矩同时允许轻微的转速差异(例如,当车辆转弯时)。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分配至一个或多个车轮。在一些应用中,例如根据特定的运转模式或状况,扭矩分配可以不同。
车辆10进一步包括基本制动系统54。制动系统可包括适于通过连接到固定到每个车轮的转子的固定瓦选择性地施加压力的摩擦制动器。在固定瓦和转子之间施加的压力产生摩擦以抵抗车轮42的旋转,由此能够使车辆10的速度减慢。
当分离离合器26至少部分地接合时,动力可从发动机14流到M/G 18或从M/G 18流到发动机14。例如,当分离离合器26接合时,M/G 18可作为发电机运转以将曲轴30提供的旋转能通过M/G轴32转换为储存在电池20中的电能。如下面更详细地描述的,通过能量再生而施加到轴上的旋转阻力可用于制动或使车辆减速。分离离合器26还能够被分离以将发动机14从动力传动系12的剩余部件中断开,从而M/G 18能够用作车辆10的唯一的驱动源。
动力传动系统12的运转状态可通过至少一个控制器指示。在至少一个实施例中,存在包括若干控制器的更大的控制系统。各个控制器或控制系统会受到整个车辆10的多个其它控制器影响,其中车辆系统控制器(VSC)48以相对于其它从属控制器的较高级别运转。VSC 48输出可直接或间接指示或影响多种车辆功能(例如,起动/停止发动机14、使M/G 18运转以提供车轮扭矩或对牵引电池20再充电、选择或计划变速器换档等)。例如,VSC 48可从传动装置控制模块(TCM)56接收数据或向传动装置(TCM)56发送命令,其中,传动装置控制模块(TCM)56直接与传动装置16的组件通信。与VSC 48相比,可以较低控制器级别运转的其它辅助控制器的示例包括制动系统控制模块(BSCM)、高压电池能量控制模块(BECM)、逆变器系统控制器(ISC)以及负责多个车辆功能的其它控制器。在至少一个实施例中,BECM和ISC包括在电力电子器件28中。VSC 48还可运转为核验从其它控制器接收的数据。
以上提到的控制器中的任意一个可进一步包括与多种类型的计算机可读存储装置或媒介通信的微处理器或中央处理单元(CPU)。例如,计算机可读存储装置或媒介可包括只读存储器(ROM)、随机存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储。KAM是可以用于在CPU断电时存储多个操作变量的持久或非易失性存储器。计算机可读存储装置或媒介可以实施为使用任意数量的已知存储装置,例如PROM(可编程只读存储器)、EPROM(电子可编程只读存储器)、EEPROM(电子可擦可编程只读存储器)、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。
VSC 48和其它控制器通过输入/输出(I/O)接口与多个发动机/车辆传感器和致动器通信,所述输入/输出(I/O)接口可被实施为提供多个原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。或者,在将信号提供至CPU之前,一个或更多个专用硬件或固件芯片可以用于调节和处理特定的信号。如图1中的代表性实施例总体上说明的,VSC 48可以将信号传达至TCM 56/或传达来自TCM 56的信号。另外,VSC 48可与如上所述的其它车辆控制器通信,或与车辆传感器或包括发动机14、涡轮增压器46、电力电子器件28和制动系统54直接通信。电力电子器件28可包括管理至电池20的动力流或来自电池20的动力流的ISC和BECM两者。尽管未明确说明,但是本技术领域的普通技术人员将理解可以通过VSC 48控制的多个功能或部件在上文指出的每个子系统内。可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、(用于火花式点火发动机的)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(例如,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、变矩器旁通离合器36和传动装置齿轮箱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、涡轮增压器旋转速度、曲轴位置、发动机旋转速度(RPM)、M/G轴转速、动力传动系输出轴转速、车轮转速、发动机冷却剂温度、进气歧管压力、加速器踏板位置、点火开关位置、节气门位置、空气温度、排气氧或其它排气成分浓度或存在、进气流量、传动装置齿轮、比率或模式、传动装置油温、传动装置涡轮转速、变矩器旁通离合器状态、减速或换档模式。
VSC 48还包括扭矩控制逻辑特性。VSC 48能够基于若干车辆输入解释驾驶员需求。例如,这些输入可包括档位选择(PRNDL)、加速器踏板输入、制动踏板输入、电池温度、电压、电流和电池荷电状态(SOC)。VSC 48可反过来向TCM 56和/或电力电子器件28发出命令信号来影响M/G 18的运转。
M/G 18还经由轴32与变矩器22连接。因此,当分离离合器26至少部分接合时,变矩器22还连接到发动机14。变矩器22包括固定到M/G轴32的泵轮和固定到变速器输入轴34的涡轮。变矩器22在轴32和变速器输入轴34之间提供液压结合。变矩器还可设置有内旁通离合器36,使得当接合时离合器36摩擦地或机械地结合变矩器22的泵轮和涡轮,允许更有效地动力传递。变矩器22和其旁通离合器36可被起动离合器代替以提供车辆起动。相反,当旁通离合器36分离时,M/G 18可从差速器40和车辆车轴44机械地断开。例如,在低车速的减速期间,旁通离合器36可分离,使发动机与传动装置和动力传动系分离,以允许发动机怠速并以低车速运转或停止。
车辆10的驾驶员可在加速器踏板50处提供输入并创建需要的扭矩命令、功率命令或驱动命令以推进车辆10。通常,踩下和释放踏板50产生加速器输入信号,所述加速器输入信号可被VSC 48分别解释为增加功率或减小功率的需求。至少基于来自踏板的输入,控制器48可在发动机14和/或M/G 18的每个之间分配扭矩命令以满足驾驶员需求的车辆扭矩输出。控制器48还可控制齿轮箱24中的换档以及分离离合器26和变矩器旁通离合器36的接合或分离的时机。变矩器旁通离合器36可在接合和分离位置之间的范围内被调节。除泵轮和涡轮之间的流体连接产生的可变滑动之外,这可产生变矩器22中的可变滑动。或者,取决于特定应用,变矩器旁通离合器36可以不使用调节的运转模式而以锁止或打开状态运转。
车辆10的驾驶员可另外在制动踏板52处提供输入以创建车辆制动需求。踩下制动踏板52产生制动输入信号,所述制动输入信号可以被控制器48解释为使车辆减速的命令。VSC 48可转而发出命令使负扭矩施加到动力传动系输出轴38。以附加的方式或结合的方式,控制器可发出命令以致动制动系统54,以施加摩擦制动阻力来抑制车轮42旋转。可分配通过动力传动系和摩擦制动器两者提供的负扭矩值,来改变分别满足驾驶员的制动需求的量。
M/G 18可以作为发电机运转以将来自动力传动系12的动能转换成电能存储在电池20中。例如,当发动机14提供用于车辆10的唯一的推进动力时,M/G 18可以作为发电机。此外,在来自旋转的输出轴38的旋转能通过齿轮箱24回传并转换成电能存储在电池20中的再生制动期间,M/G 18可以作为发电机。
在再生制动事件期间,M/G可选择性地施加拖拽或负扭矩以使车辆减速。同时,传动装置可根据车速的下降进行降档。如上所述,传动装置的输入和输出之间的转速比和扭矩比两者在降档期间被调整。组件的旋转惯性会造成两个不同的比率变化之间的时间延迟。例如,与转速比变化相比,传动装置降档造成扭矩比变化的响应更快。
应理解图1中说明的示意图仅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通过传动装置传输的其它配置。例如,M/G 18可以从曲轴30偏移和/或可以提供额外的马达来起动发动机14。在不脱离本公开的范围的情况下,可以预想其它配置。
参照图2,描述了上面讨论的若干控制器之间的信息流的示例的框图。VSC 48从车辆系统中的辅助控制器接收信号或向辅助控制器发送命令。TCM 56监控传动装置扭矩比、传动装置转速比、动力传动系轴输出转速和M/G轴转速。TCM 56还提供表示VSC 48的每个监控的方面的信号。
ISC和BECM两者可以是电力电子器件28的一部分。BECM可监控电池的状态并至少基于电池的SOC提供指示将被提供至电池的电力极限的信号。在较高的SOC状况下,需要较少的充电,因此,在再生制动期间可能从M/G需要更少的动力。在较低的SOC状况下,电池的充电需求可能增加,造成通过BECM提供的更高的电池充电极限。ISC可至少基于逆变器的能力提供表示最大可用再生制动扭矩的信号,以向电池提供电流。基于传动装置的运转状态和由从属控制器提供的多种极限,VSC可发出命令信号用于来自M/G的合适的大小的再生制动扭矩。
在减速过程中,变速器降档事件通常可分为两个阶段。第一阶段是扭矩阶段,其中,动力传动系扭矩比增加。然而,在变速器转速比变化之前,有滞后或时间延迟。在第二阶段(惯性阶段),流过动力传动系系统的扭矩改变,并且转速比根据变速器档位变化而变化。在扭矩阶段,根据变速器中的离合器的接合,输出扭矩变化更快。
由M/G传递的可用的再生扭矩的大小是马达轴的旋转速度的函数。在以上描述的降档期间,与相对于扭矩变化转速变化的延迟有关,马达旋转速度可能不是用于提示马达制动扭矩命令的响应最快的指示。所述滞后可能通过过期的马达制动命令的影响而被车辆驾驶员察觉。随着变速器扭矩比变化,车轮处的阻力扭矩增加。这会在马达轴转速下降之前的时间段内与马达再生制动扭矩复合叠加。随着总的动力传动系输出变化或“换档震动”,所复合叠加的阻力扭矩是可感知的。在再生制动期间,施加到动力系的负扭矩被期望尽可能稳定以提供平滑可控的制动。通过使用动力传动系输出轴转速作为M/G的在即的旋转速度的指示,可使用更敏感的控制策略,减小或避免在变速器降档期间的转速比变化中时存在的滞后。
根据本公开,基于动力传动系输出轴旋转速度计算马达再生扭矩的合适的极限。在传动比变化的过程中,动力系输出在马达旋转速度调整之前改变。这种滞后会造成基于过时的数据输入的马达扭矩相关的再生制动扭矩的剧增。也可用其它制动补偿,例如,通过尝试测定摩擦制动和/或发动机输出减小或增加的时间。然而,减小或消除M/G转速的响应滞后可能更有益处。能够通过基于降档后的动力系输出轴转速和变速器扭矩比确定最大再生制动扭矩极限来估计瞬时的M/G响应。
通过M/G提供的车轮处的再生制动扭矩极限τregen可使用公式(1)进行计算。
τgen是基于能够通过变矩器传递的最大电流的M/G扭矩容量极限,其可通过ISC与VSC通信。Pcharger是基于电池再充电需求的电池充电电力极限,其可通过BECM与VSC通信。ωMOTOR是M/G的轴的旋转速度。rtrans是包括差速器的最后传动比、齿轮箱的传动比和变矩器比的传动装置扭矩比。实际中,M/G扭矩极限τgen或电池充电电力极限Pcharger二者中的最小值能够指示通过VSC命令的总体命令的再生制动极限。在τgen大于的情况下,公式(1)被改写为公式(2)
在传动比变化过程中,一旦惯性阶段完成,则ωMOTOR改变。然而,变速器扭矩比rtrans的变化在较早的扭矩阶段结束时已经发生。根据本公开,如公式(3)中所示,可使用虚拟速度M/GωV_MOTOR来代替M/G的实际速度。
ωOS是动力传动系输出轴的旋转速度,rfinal drive是差速器的最终传动比。对于给定的车辆,差速器的最终传动比是固定的而不会在降档过程中波动。在公式(1)中,通过用ωV_MOTOR代替ωMOTOR,在公式(4)中提供了新的再生制动扭矩极限计算。
从公式(4)能够看出,可以独立于转速比变化以及扭矩比的变化两者来计算再生制动扭矩极限值τregen。使用M/G的虚拟转速的以上替换允许再生制动极限计算仅依赖于动力传动系输出轴转速ωOS来进行。通过对极限的计算实施该调整,可忽略在变速器扭矩比的变化和M/G轴的转速的变化之间的时间延迟。因此,在变速器降档过程中,可以以更平稳的方式进行再生制动扭矩极限计算。
一方面,使用M/G的虚拟转速作为控制再生制动极限的指示近似于使用预测的降档后的传动比。使用在动力传动系统的下游的更加新的输入参数可作为在动力系统上游有待发生的即将发生的变化的预测值。
图3A至图3E描述了根据本公开的在时间上对应的各种动力系的运转情况。每个线图示出了在再生制动期间,对于变速器降档不同的车辆响应随时间的变化。本公开允许M/G在预测范围内运转。
图3A描述了在变速器降档期间,离合器之间的转换。纵轴表示在完全接合和分离之间离合器压力的大小。最初,第一离合器以最大压力完全接合,由曲线302表示。在时刻T1变速器换档开始。如上所述,T1和T2之间的降档的初始阶段是换档的“扭矩阶段”。第一离合器压力开始减小,同时,第二离合器压力增加。第二离合器压力由曲线304表示。当变速器已经进入由T2到T3标记的换档的“惯性阶段”时,第二离合器完全接合,第一离合器分离。离合器的接合的变化导致变速器的扭矩比迅速变化。
图3B表示变速器的输入扭矩与输出扭矩的比。曲线306示出变速器的扭矩比随着齿轮降档增加。从图3B可以看出,变速器的扭矩比变化发生在T1和T2之间的变速器换档的早期的扭矩阶段。
图3C表示变速器的输出轴转速与输入轴转速的比。曲线308代表转速比。从图3C中可以看出,转速比变化发生在T2和T3之间的传动齿轮降档后期的惯性阶段。图3B和图3C的比较显示了完成扭矩比变化与转速比的变化之间的时间延迟。
图3D是M/G输出轴与动力传动系输出轴的旋转速度的线图。变速器换档的机械优点允许从输入到输出的转速增加或减小。曲线310表示M/G和变速器之间的轴的旋转速度。曲线312表示变速器与车轮之间的动力传动系的输出轴的旋转速度。在图3D的示例曲线中,传动比从超越状况变化到档位减小状况。在线开始的部分,由曲线312示出的变速器的输出的转速大于由曲线310代表的M/G轴的转速。该开始部分可被称为超越部分,其中,输出转速大于输入转速。随着换档的关系变化,M/G轴转速310变为大于动力传动系输出轴转速312。应当理解的是,并不是所有的降档档位的变化均会导致从超越到降档的改变。可以设想,所公开的多个方面适用于减小来自任何特定的齿轮的降档的换档冲击的影响。
与变速器中的转速比的变化的时机相关,M/G轴转速310的变化发生在变速器换档的惯性阶段期间。虚线部分314表示如上所讨论的虚拟的M/G轴转速。虚线部分314的虚拟的M/G转速可以是导致与变速器换档的初始扭矩阶段相对应的迅速的再生制动极限变化的响应指示。可以通过采用随着变速器的扭矩比变化而同时变化的虚拟的M/G轴的转速来降低或避免M/G的制动响应的滞后。
图3E是关于M/G的再生制动扭矩命令的极限的线图。线316表示基于来自逆变器最大可用电流的M/G扭矩极限,上面描述为τgen。在图3E的示例中,M/G的最小扭矩极限线316是大致恒定的。线318表示基于M/G的轴的转速的M/G的扭矩极限。所述极限通常根据M/G的轴的旋转速度(上面描述为曲线310)而变化。所述线图提供了可视示例,其中,用于再生制动扭矩的命令可通过曲线316和曲线318所示的两个极限绝对值中较小者来控制。虚拟的M/G转速的实施用来在M/G的轴的转速变化之前修改M/G的扭矩极限。
从图3E可以看出,在M/G的转速改变之前,在与变速器扭矩比的变化相关的T1和T2之间的扭矩阶段内,基于M/G的转速的极限的变化率增加。更具体地说,扭矩命令极限曲线318的部分322显示了在变速器降档事件的扭矩阶段中极限的突然下降。极限的下降的速率可以通过使用如上所述的M/G虚拟转速进行控制。线320部分对应于在变速器降档和再生制动事件过程中基于与实际M/G的转速相反的虚拟的M/G的转速对应于再生制动扭矩命令的极限的修正。在极限的修正期间,可获得比M/G的全部再生制动扭矩容量小的再生制动扭矩容量。可在变速器降档事件期间通过调整M/G再生制动极限命令来提供制动极限的更平滑的转换。这在某种程度上是因为虚拟的M/G的转速变化与变速器扭矩比的变化同时发生提供了更新的输入来管理再生制动扭矩命令极限。
本公开提供可使用一个或更多个处理策略(事件驱动、中断驱动、多任务、多线程等)实现的代表性的控制策略和/或逻辑。这样,在此说明的多个步骤和功能可以以示出的顺序执行或并行执行或在一些省略的情况中被执行,虽然不总是明确说明,但是本领域的普通技术人员将意识到说明的步骤或功能的一个或更多个可依据使用的具体的处理策略被重复执行。类似地,处理的顺序不必然需要实现在此描述的特征和优点,而是提供易于说明和描述。
控制逻辑可主要在通过基于微处理器的车辆、发动机和/或动力传动系控制器执行的软件中实现。当然,控制逻辑可依据特定的应用在一个或更多个控制器中的软件、硬件或软件和硬件的组合来实现。当在软件中实现时,控制逻辑可在存储表示由计算机执行的代码或指令的数据的一个或更多个计算机可读的存储设备或媒介中被提供,以控制车辆或其子系统。计算机可读的存储设备或媒介可包括利用电子、磁和或光储存以保持可执行的指令以及相关的可校准信息、操作变量等的多个已知的物理设备中的一个或更多个。可选择地,所述过程、方法或者算法可以整体或部分利用合适的硬件组件(诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器)或其它硬件组件或装置、或者硬件、软件和固件组件的组合来实施。
虽然以上描述了示例性实施例,但是这些实施例不是意在描述权利要求包含的所有可能的形式。在说明书中使用的词语是描述性的词语而不是限制性的词语,并且应该理解的是,在不脱离本公开的精神和范围的情况下,可以进行各种改变。如前面所描述的,可以对各种实施例的特征进行组合以形成本发明的可能没有明确描述或说明的进一步的实施例。虽然关于一个或更多个期望的特性,各种实施例已经被描述为提供优点或优于其它实施例或现有技术实施方式,但是本领域的普通技术人员意识到,根据具体应用和实施方式,可以折衷一个或更多个特点或特性,以实现期望的整体系统属性。这些特性可能包括,但不限于成本、强度、耐用性、生命周期成本、市场性、外观、包装、尺寸、维修保养方便性、重量、可制造性、易组装性等。这样,关于一个或更多个特性,被描述为不如其他实施例或现有技术实施方式的实施例不在本公开的范围之外,并且可以期望用于特定的应用。
Claims (6)
1.一种车辆,包括:
动力传动系,具有电机,所述电机被构造为选择性地施加使车辆减速的再生制动扭矩;以及
控制器,被配置为基于由变速器降档造成的动力传动系的输出轴的转速的变化来控制在再生制动事件期间发生的变速器降档过程中的再生制动扭矩极限的变化速率。
2.根据权利要求1所述的车辆,其中,在变速器降档期间所述极限的下降速率大体上等于在变速器降档之前的再生制动事件期间所述极限的下降速率。
3.根据权利要求1所述的车辆,其中,所述控制器还被配置为在变速器降档之前,基于电机的轴的转速发出指示再生制动扭矩极限的信号。
4.根据权利要求1所述的车辆,其中,所述控制器还被配置为施加电机的虚拟转速以在变速器降档的扭矩阶段中控制所述极限的下降速率。
5.根据权利要求4所述的车辆,其中,电机的虚拟转速是基于动力传动系的输出轴的转速以及预测的变速器降档之后的传动比的。
6.根据权利要求1所述的车辆,其中,减小所述极限的下降速率以避免在变速器降档期间再生制动扭矩与变速器扭矩比改变的复合叠加。
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US20150251657A1 (en) | 2015-09-10 |
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CN104890666A (zh) | 2015-09-09 |
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