CN105189235A - 用于混合动力车的在再生过程中断开发动机动力传动系的系统及方法 - Google Patents
用于混合动力车的在再生过程中断开发动机动力传动系的系统及方法 Download PDFInfo
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Abstract
本发明提出了一种使用混合动力控制器来操作混合动力车的系统及方法,所述混合动力车具有通过离合器连接的发动机和电机。所述方法确定了发动机的怠速燃料率,确定了混合动力车的混合动力效率指数,确定了在使用离合器将发动机从车辆变速箱上断开的操作状态下的预期的储能率增长值,将预期的储能率增长值与混合动力效率指数相乘以确定发动机在该操作状态下的预期的燃料率减少值;并且如果预期的燃料率减少值大于怠速燃料率,那么使用离合器将发动机从车辆变速箱上断开。
Description
相关申请的交叉引用
本申请要求于2013年3月14日提交的美国临时专利申请61/783,188的优先权,其全部内容通过引入并入本文。
背景技术
混合动力(hybird)车通常具有内燃机和可用作电动机和发电机的电机。在制动或滑行过程中,这种车能将车的动能获取并储存到电池内,以供稍后在推进车辆时使用。此过程通常被称作再生制动。在一些混合动力车架构中,可随意愿将发动机从变速箱上断开。在抬起油门的状态下滑行时,断开发动机可提高车辆的燃油经济性。随着发动机断开连接以及发动机制动效果的消除,电机可提高再生的量,并同时依然提供与连接了发动机时相似的制动效果。但是,一旦断开连接,那么发动机将继续消耗阈值量的燃料,以保持其怠速状态并防止失速。在滑行过程中,为了使发动机在断开连接时仍保持处于怠速状态所需的燃料被损失掉,并相应降低了燃油经济性。因此,需要对本领域进行改进。
发明内容
根据本发明的一个方面,提出了一种使用混合动力控制器来操作混合动力车的方法,所述混合动力车具有通过离合器进行连接的发动机和电机。该方法确定了发动机的怠速燃料率,确定了混合动力车的混合动力效率指数,确定了在使用所述离合器将发动机从车辆变速箱上断开的操作状态下的预期的储能率增长值,将预期的储能率增长值与混合动力效率指数相乘以确定在该操作状态下的发动机的预期的燃料率减少值,并且当预期的燃料率减少值大于怠速燃料率时使用离合器将发动机从车辆变速箱上断开。
根据另一方面,提出了一种混合动力系统,其包括发动机、电机、操作性连接到电机上的变速箱、将电机操作性连接到变速箱上的离合器、以及混合动力控制器。混合动力控制器可构造为:确定混合动力车的混合动力效率指数,确定在使用所述离合器将发动机从车辆变速箱上断开的操作状态下的预期的储能率增长值,将所述预期的储能率增长值与所述混合动力效率指数相乘以确定在所述操作状态下的发动机的预期的燃料率减少值,并且当预期燃料率减少值大于所述怠速燃料率时使用所述离合器将发动机从车辆变速箱上断开。
通过具体实施例和随附附图,将使得本发明的其他形式、目的、特征、方面、好处、优点和实施方案变得清楚。
附图说明
图1显示了混合动力系统的一个实施例的示意图。
图2显示了在图1的混合动力系统中的电子通信系统的总示意图。
图3显示了根据一个实施例用于操作图1的混合动力系统的方法。
具体实施方式
出于更好地理解本发明的原理的目的,下面将参照附图中示出的实施例,并且使用特定语言来对其进行描述。然而需要理解地是,本发明的范围并不因此而受到限制。应当认为,对在此描述的实施例的任何变型和进一步的改进以及对此处所描述的本发明原理的任何进一步应用都是与本发明相关的领域的技术人员所能通常想到的。这里非常详细地显示了本发明的一个实施例,然而对于本领域的技术人员来说显而易见的是,为了清楚起见并没有示出一些与本发明无关的特征。
在下述描述中的附图标记用于帮助读者快速识别出首次显示了各种部件的附图。特别是,首次出现某元件的那个附图通常由相应的附图标记的最左侧的数字来表示。例如,由“100”系列附图标记标出的元件将首次出现在图1中,由“200”系列附图标记标出的元件将首次出现在图2中,以此类推。对于说明书、摘要和权利要求书来说,应当注意地是,除非另有明确说明,否则单数形式“一”、“该”、“所述”等也包括复数指代。作为说明,关于“装置”或“该装置”的指代包括一个或多个这种装置或其等同物。
图1显示了根据一个实施例的混合动力系统100的示意图。如图1所示的混合动力系统100适用于商用级卡车及其他类型的车辆或运输系统,但是可以设想到可将混合系统100的多个方面结合到其他环境中。如所示的那样,混合动力系统100包括发动机102、混合动力模块104、自动变速箱106及用于将电能从变速箱106传递到轮子110的驱动系108。在另一个实施例中,发动机102包括具有涡轮增压器的内燃机。涡轮增压器包括在发动机的排气通道内的涡轮机叶轮。轴将涡轮机叶轮与发动机的进气通道内的压缩机叶轮连接在一起。当涡轮机叶轮被来自于发动机的废气流驱动时,压缩机叶轮也会转动并将空气压缩到发动机的入口处,由此提高了发动机的发电能力。混合动力模块104包括通常称为电机112的旋转电动机,以及能使发动机102与电机112和变速箱106进行操作式连接或断开的离合器114。
混合动力模块104包括为了液压、润滑及冷却目的而存储并向混合动力模块104提供流体(例如油、润滑剂或其他流体)的液箱116。为了循环流体,混合动力模块104包括机械泵118和电动(或电)泵120。
混合动力系统100还包括冷却系统122,其用于冷却提供给混合动力模块104的流体和提供给混合动力系统100中的各种其他部件的水-乙二醇(WEG),这将在下文中进行更加详细的描述。观察图1,冷却系统122包括用于冷却混合动力模块104的流体的流体散热器124。冷却系统122还包括构造为用于冷却混合动力系统100内的各种其他部件的防冻剂的主散热器126。冷却风扇128使空气流动穿过流体散热器124和主散热器126。循环泵或冷却剂泵130将防冻剂循环到主散热器126。
根据操作模式,混合动力模块104内的电机112有时候用作发电机,而在其余时候则用作马达。在用作马达时,电机112牵引交流电流(AC)。在用作发电机时,电机112制造AC。逆变器132对来自于电机112的AC进行转换并将其提供给储能系统134。在一个实施例中,电机112是由印第安纳州彭德尔顿的雷米国际有限公司制造的HVH410系列电动机,但是可以设想到也可使用其他类型的电机。在所示的实施例中,储能系统134对能量进行存储并将其再提供为直流电流(DC)。当混合动力模块104内的电机112用作马达时,逆变器132将DC电能转换为AC,所述AC随后被提供给电机112。在所示的实施例中,储能系统134包括(优选地,并联)连接在一起的三个储能模块136,以向逆变器132提供高压电能。储能模块136基本上是用于存储由电机112产生的能量并将该能量迅速供应回电机112的电化学电池。储能模块136、逆变器132及电机112通过如图1中的连线所示的那样经由高压线操作性地连接在一起。虽然所示的实施例显示了包括三个储能模块136的储能系统134,但是应注意地是,储能系统134还可包括比所示的更多或更少的储能模块136。另外,可以设想到,储能系统134可包括用于存储势能的任何系统,例如,通过化学手段、气动蓄能器、液力蓄能器、弹簧、热能存储系统、飞轮、重力装置及电容器,这里仅举了几个例子。
高压线将储能系统134连接到高压抽头138上。高压抽头138向与车辆相连的各种部件提供高电压。包括一个或多个DC-DC转换器模块142的DC-DC转换器系统140将由储能系统134提供的高压电能转换为低电压,所述低电压随后被提供给各个需要低电压的系统及附件144。如图1所示,低压线将DC-DC转换器模块142连接到低电压系统及附件144上。
混合动力系统100包括多个用于控制各个部件的操作的控制系统。例如,发动机102具有控制发动机102的多个操作特性(例如燃料喷射等)的发动机控制模块146。变速箱/混合动力控制模块(TCM/HCM)148取代了传统的变速箱控制模块,并设计为控制变速箱106和混合动力模块104二者的操作。变速箱/混合动力控制模块148和发动机控制模块146连同逆变器132、储能系统134和DC-DC转换器系统140一起沿着如图1中所描绘的通信链路进行通信。在典型的实施例中,变速箱/混合动力控制模块148和发动机控制模块146均包括具有处理器、存储器和输入/输出连接件的计算机。另外,逆变器132、储能系统134、DC-DC转换器系统140和其他车辆子系统也可包括具有类似的处理器、存储器和输入/输出连接件的计算机。
为了控制和监测混合动力系统100的操作,混合动力系统100包括界面150。界面150包括用于选择车辆是否处于驾驶档、空档、倒车档等状态的换档选择器152,以及包括了针对混合动力系统100的操作状态的各种指示器156(例如,检查传动器指示器、制动压指示器和空气压指示器,这里仅举几个例子)的仪表板154。
图2显示了可用于混合动力系统100中的通信系统200的一个实施例的示意图。虽然仅显示了一个实施例,但是应当理解地是,在其他实施例中通信系统200可不同于所显示地来构造。通信系统200构造为能最小地影响车辆的控制系统和电系统。为了便于对现有的车辆设计进行改装,通信系统200包括混合动力数据链路202,其中混合动力系统100的各种部件中的大多数通过所述混合动力数据链路202进行通信。特别是,混合动力数据链路202方便了在变速箱/混合动力控制模块148和换档选择器152、逆变器132、储能系统134、低电压系统/附件144以及DC-DC转换器模块142之间的通信。在储能系统134中,储能模块数据链路204方便了在各个储能模块136之间的通信。但是,可以想到,在其他实施例中,各个储能模块136可通过混合动力数据链路202彼此通信。通过将混合动力数据链路202和储能模块数据链路204与用于车辆的其余部分中的数据链路分开,能以最小的影响方便地将混合动力系统100的控制/电子部件连接到车辆中。在所示的实施例中,混合动力数据链路202和储能模块数据链路204均具有500千比特/秒(kbps)的传输速率,但是可设想的是,在其他的实施例中,可以以其他速率来传输数据。车辆的其他部件通过车辆数据链路206来与变速箱/混合动力控制模块148通信。特别是,将换档选择器152、发动机控制模块146、仪表板154、防抱死制动系统208、主体控制器210、低电压系统/附件144和维修工具212与车辆数据链路206进行连接。例如,车辆数据链路206可以是250kJ1939型数据链路、500kJ1939型数据链路、通用汽车LAN或PT-CAN型数据链路,这里仅举了几个例子。所有这些类型的数据链路均可采用任意几种的形式,例如金属线、光纤、射频和/或其组合,这里仅举了几个例子。
在总体功能方面,变速箱/混合动力控制模块148从储能系统134及其中的多个储能模块136处接收功率限值、容量、有效电流、电压、温度、充电阶段、状态和风扇速度的信息。变速箱/混合动力控制模块148相应地发出针对连接各个储能模块136的指令,以向逆变器132提供电压或提供来自于逆变器132的电压。变速箱/混合动力控制模块148还接收关于电动泵120的操作的信息,并向电动泵120发出指令。变速箱/混合动力控制模块148从逆变器132处接收许多个输入值,例如,有效的马达/发电机扭矩、扭矩限值、逆变器的电压电流和实际的扭矩速度。基于这些信息,变速箱/混合动力控制模块148控制扭矩速度和冷却系统的泵130。变速箱/混合动力控制模块148还会从逆变器132处接收高电压总线电能及消耗信息。变速箱/混合动力控制模块148还监测输入电压和输入电流以及输出电压和输出电流,连同DC-DC转换器系统140的单个DC-DC转换器模块142的操作状态。变速箱/混合动力控制模块148还与发动机控制模块146通信并接收来自于发动机控制模块146的信息(例如有关于发动机速度、发动机扭矩、发动机功率、发动机功率限值、扭矩曲线的信息,以及驾驶员所要求的输出扭矩,这里仅举几个例子),并且作为响应,变速箱/混合动力控制模块148通过发动机控制模块146来控制发动机102的扭矩和速度。应理解地是,经发动机控制模块146接收并计算的值还可被变速箱/混合动力控制模块148直接接收并计算。发动机控制模块146和变速箱/混合动力控制模块148可设置为分离式单元或集成到单个控制器或壳体内。
如上文所述,当车辆在刹车或滑行的情况下减速时,来自于车辆的动能被用于旋转发动机102,同时将剩余部分递送至储能系统134。在这种再生过程中,已知包括发动机102的阻力、电机112(用作发电机)的限值以及储能模块134的接收电能的能力限值在内的多个因素。
通过观察还可得到两个关键因素。第一,每当发动机102怠速时,均可监测出使发动机怠速所需的燃料。第二,可计算出当使用电机112作为马达以协助推进车辆时节省的燃料率与消耗的电能之比(也称为混合动力效率指数或HEI)。即使车辆的HEI能通过设计而得知,其也可通过如下方式确定:每当从储能系统134处取出能量以协助推进车辆时,均通过储能系统134将储能的损失量报告给变速箱/混合动力控制模块148并累计该储能的损失量。同时,基于已知的发动机102的燃料率图表来确定发动机102为了产生与由发动机102与电机112的组合所产生的相同推进扭矩所需的燃料率。然后,将该值与发动机102的实际燃料率(伴随以电机112辅助推进)作比较以确定燃料率的差,并在时间上针对合适的时间T求积分。以下公式(1)显示了预期的HEI的计算方法:
其中:燃料率推进=发动机为了产生与由发动机和电机的组合所产生的相同的推进扭矩所需的燃料率,
燃料率发动机=发动机在由电机辅助推进时的当前燃料率,且
储能放电率=储能系统的储能放电率。
可将上述信息用于确定:在抬起油门的状态下,将发动机102从变速箱106上断开连接是否会导致总体燃料节约或总体燃料损失。首先,确定出储能率潜在增长值。确定出服从于系统中的所有装置的控制和物理限制的、当发动机102从变速箱106上断开时的储能率,并将其与当发动机102通过离合器114连接到变速箱106上时的储能率作比较。这种限制可包括电机112(用作发电机)的物理限制,以及储能系统136的储能率和容量限制。例如,如果储能模块136的储存容量已经满了,那么储能率将不会通过断开发动机102而增加,这是因为储能模块136将被阻止通过混合动力控制模块148或储能系统134内的其他控制器来接受任何额外的能量。
一旦确定了储能率潜在增长值,则可将其与HEI相乘以确定潜在的燃料率减少值。如果燃料率减少值超过了为保持发动机怠速所需的燃料率,那么断开发动机将会导致燃料使用的整体减少,并应该予以执行。
图3显示了使用系统100来实施上述方法的过程。该过程在开始点300处开始,其中混合动力控制器148确定发动机102的怠速燃料率(步骤302)。在一个实施例中,在怠速时段内,混合动力控制模块148监测通过发动机控制模块146通报的燃料消耗率,以适应性地确定发动机102相对于时间的平均怠速燃料率。
在步骤304中,控制模块确定车辆的HEI。另外,可基于已知的车辆数据将HEI预先存储在混合动力控制模块148的存储器中,或者可基于如上所述的测得的车辆操作数据而适应性地确定HEI。
在步骤306中,混合动力控制模块148确定出如果发动机从变速箱上断开时所产生的储能率潜在增长值。为了做到这一点,混合动力控制模块148首先确定未连接发动机时的储能率,其服从于在系统100中的装置的多个控制和物理限制。将其与在发动机连接到变速箱时的预期的储能率(考虑到发动机制动效果)相比较。
在步骤308中,将预期增长的储能率与HEI相乘,以确定出当发动机从变速箱上断开时所能预测的燃料率减小值。
在步骤310中,混合动力控制模块248将得自步骤308的预期的燃料率节约值与发动机怠速燃料率相比较(步骤310)。如果预期的燃料率减少值大于发动机怠速燃料率,那么混合动力控制器使用断接的离合器114来使发动机102从变速箱106上断开(步骤312)。如果预期的燃料率节省值不超过发动机怠速燃料率,那么发动机102保持与变速箱114连接(步骤314),且该过程在结束点316处结束。
应理解的是,图3的过程可无限循环,以适应性地更新发动机怠速燃料率的值、HEI、储能率增长值、燃料率减少值,并从变速箱106上连接或发动机102。另外,应理解地是,该过程的某些步骤可独立于其他步骤而单独执行或重复。
尽管已经在附图和前文描述中详细说明和描述了本发明,但是这应被认为是说明性的且部针对特征加以限制,应理解地是,仅显示和描述了优选的实施例,并且期望对属于由所附权利要求所限定的本发明的精神内的改动、等同项和修改进行保护。这里,引用在本说明书中的所有出版物、专利和专利申请以引用方式并入本发明,就好比表示每个单独的出版物、专利或专利申请均特别且单独地通过引用方式将其全部内容并入且阐述在本文中。
Claims (28)
1.一种使用混合动力控制器来操作具有电机和发动机的混合动力车的方法,包括:
在第一操作状态和第二操作状态之间确定所述发动机的预期的燃料率减少值,在所述第一操作状态中,通过离合器将所述发动机连接到车辆变速箱上,在所述第二操作状态中,通过所述离合器将所述发动机从所述车辆变速箱上断开;以及
如果所述预期的燃料率减少值大于所述发动机的怠速燃料率,那么使用所述离合器将所述发动机从所述车辆变速箱上断开。
2.根据权利要求1所述的方法,其特征在于,上述确定所述预期的燃料率减少值的步骤包括:
确定因从所述第一操作状态到所述第二操作状态的转换而产生的预期的储能率增长值;以及
将所述预期的储能率增长值与混合动力效率指数相乘。
3.根据权利要求1或2所述的方法,其特征在于,将在时间T内的所述混合动力效率指数定义为:
其中:燃料率推进=所述发电机为了产生当前由发动机和电机的组合所产生的推进扭矩所需的燃料率;
燃料率发动机=所述发动机在由所述电机辅助车辆推进时的当前燃料率,且
储能放电率=所述混合动力车的储能系统的储能放电率。
4.根据权利要求3所述的方法,其特征在于,所述混合动力控制器适应性地确定相对于时间段T的所述混合效率指数。
5.根据上述权利要求中任一项所述的方法,其特征在于,所述怠速燃料率由所述混合动力控制器通过监测当所述发动机处于怠速操作状态时由所述发动机消耗的燃料量来确定。
6.根据权利要求5所述的方法,其特征在于,将所述怠速燃料率确定为相对于所定义的时间段而测得的所述发动机的燃料率平均值。
7.根据权利要求2-6中任一项所述的方法,其特征在于,上述确定所述预期的储能率增长值的步骤包括:
确定断连储能率,所述断连储能率表示在所述发动机从所述变速箱上断开时的储能率;以及
确定连接储能率,所述连接储能率表示在所述发动机连接到所述变速箱时的储能率。
8.根据权利要求7所述的方法,其特征在于,所述断连储能率考虑到所述电机和所述储能系统中至少一个的物理限制。
9.根据权利要求7或8所述的方法,其特征在于,所述断连储能率考虑到所述储能系统的充电电流状态。
10.根据权利要求9所述的方法,其特征在于,如果所述储能系统的充电电流状态在预定阈值之上,那么所述混合动力控制器通过所述离合器使所述发动机保持与所述变速箱连接。
11.根据权利要求7-10中任一项所述的方法,其特征在于,所述断连储能率考虑到所述储能系统的最大储能率限值。
12.根据权利要求7-11中任一项所述的方法,其特征在于,所述连接储能率考虑到所述发动机在连接到所述变速箱时的制动效果。
13.根据上述权利要求中任一项所述的方法,其特征在于,在抬起油门的状态下发生所述第一操作状态和所述第二操作状态。
14.根据上述权利要求中任一项所述的方法,还包括:
如果所述发动机从所述车辆变速箱上断开,那么将所述发动机保持在怠速状态中。
15.一种混合动力系统,包括:
发动机;
电机;
变速箱,所述变速箱操作式地连接到所述电机上;
离合器,所述离合器将所述发动机操作式地连接到所述变速箱上;以及
混合动力控制器,所述混合动力控制器构造为:
确定所述发动机在第一操作状态和第二操作状态之间的预期的燃料率减少值,在所述第一操作状态中,通过所述离合器将所述发动机连接到所述变速箱上连接,在所述第二操作状态中,通过所述离合器将所述发动机从所述变速箱上断开;且
如果所述预期的燃料率减少值大于所述发动机的怠速燃料率,那么使用所述离合器将所述发动机从车辆变速箱上断开。
16.根据权利要求15所述的系统,其特征在于,所述混合动力控制器还构造为:
确定因从所述第一操作状态到所述第二操作状态的转换所导致的预期的储能率增长值;且
将所述预期的储能率增长值与混合动力效率指数相乘,以确定预期的燃料减少率。
17.根据权利要求15所述的系统,其特征在于,将在时间T内的所述混合动力效率指数定义为:
其中:燃料率推进=所述发动机为了产生当前由发动机和电机的组合所产生的推进扭矩所需的燃料率;
燃料率发动机=所述发动机在由所述电机辅助车辆推进时的当前燃料率,且
储能放电率=所述储能系统的储能放电率。
18.根据权利要求15-17中任一项所述的系统,其特征在于,所述混合动力控制器适应性地确定相对于时间段T的所述混合效率指数。
19.根据权利要求15-18中任一项所述的系统,其特征在于,所述怠速燃料率由所述混合动力控制器通过监测当所述发动机处于怠速状态时由所述发动机消耗的燃料量来确定。
20.根据权利要求19所述的系统,其特征在于,通过所述混合动力控制器将所述怠速燃料率确定为相对于所定义的时间段而测得的所述发动机的燃料率平均值。
21.根据权利要求15-20中任一项所述的系统,其特征在于,上述确定所述预期的储能率增长值的步骤包括:
确定断连储能率,所述断连储能率表示在所述发动机从所述变速箱上断开时的储能率;以及
确定连接储能率,所述连接储能率表示在所述发动机连接到所述变速箱时的储能率。
22.根据权利要求21所述的系统,其特征在于,所述断连储能率考虑到所述电机和所述储能系统中至少一个的物理限制。
23.根据权利要求21或22所述的系统,其特征在于,所述断连储能率考虑到所述储能系统的充电电流状态。
24.根据权利要求23所述的系统,其特征在于,如果所述储能系统的充电电流状态在预定阈值之上,那么所述混合动力控制器通过所述离合器使所述发动机保持与所述变速箱连接。
25.根据权利要求21-24中任一项所述的系统,其特征在于,所述断连储能率考虑到所述储能系统的最大储能率限值。
26.根据权利要求21-25中任一项所述的系统,其特征在于,所述连接储能率考虑到所述发动机在与所述变速箱连接时的制动效果。
27.根据权利要求15-26中任一项所述的系统,其特征在于,在抬起油门的状态下发生所述第一操作状态和所述第二操作状态。
28.根据权利要求15-27中任一项所述的系统,其特征在于,所述混合动力控制器构造为:如果所述发动机从所述车辆变速箱上断开,那么将所述发动机保持在怠速状态中。
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AU2014241858B2 (en) | 2016-06-09 |
EP2969688A1 (en) | 2016-01-20 |
CA2899498C (en) | 2021-05-25 |
EP2969688A4 (en) | 2017-04-26 |
CN105189235B (zh) | 2018-01-19 |
US20150367843A1 (en) | 2015-12-24 |
EP2969688B1 (en) | 2022-12-21 |
US9738272B2 (en) | 2017-08-22 |
WO2014158826A1 (en) | 2014-10-02 |
US20170349165A1 (en) | 2017-12-07 |
KR20150129322A (ko) | 2015-11-19 |
US10562519B2 (en) | 2020-02-18 |
KR102165371B1 (ko) | 2020-10-14 |
CA2899498A1 (en) | 2014-10-02 |
AU2014241858A1 (en) | 2015-08-27 |
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