CN105473400B - 用于混合动力车辆实现一致的超限响应的动态减速度控制 - Google Patents

用于混合动力车辆实现一致的超限响应的动态减速度控制 Download PDF

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CN105473400B
CN105473400B CN201480045842.7A CN201480045842A CN105473400B CN 105473400 B CN105473400 B CN 105473400B CN 201480045842 A CN201480045842 A CN 201480045842A CN 105473400 B CN105473400 B CN 105473400B
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motor
deceleration
vehicle
internal combustion
combustion engine
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CN105473400A (zh
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史蒂夫·利金斯
西蒙·梅萨尔
理查德·柯克曼
马修·汉科克
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Jaguar Land Rover Ltd
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Land Rover UK Ltd
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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Abstract

混合动力车辆能够由内燃机、电动马达或二者来直接驱动。为了提供一致的超限响应，扭矩控制器根据例如传动速度比率、车辆坡度和车辆质量来确定适当的减速度特性，并且命令电动马达和引擎贡献负扭矩，其满足需要的减速度特性。在车辆驾驶员命令的改变(例如，速度比率的改变)的情况下，“提示”功能对特性进行修改。

Description

用于混合动力车辆实现一致的超限响应的动态减速度控制
技术领域
本发明涉及混合动力车辆，一般地，混合动力车辆具有每个都能驱动车辆车轮的内燃机和电动马达。
背景技术
混合动力车辆是众所周知的，并且一般包括内燃机和由电池提供动力的电动马达。可以由引擎、由马达或由引擎和马达的组合来为车辆提供动力。在后一种情况下，已经开发出精密的控制来确保驾驶员需要的车轮扭矩，而任何额外的扭矩用于对电池进行充电，可以通过均衡由引擎和马达传送的扭矩来传送精密控制，以便符合预定目标，其例如可以基于最小化油耗、最大化范围以及最大化车辆性能中的一个。一般地，电池充电的优化状态根据预定目标而变化。
车辆电池可以由引擎的常用发电机或由充当发电机的马达来再充电；在后一种情况中，马达可以由车轮(再生制动)或由引擎来驱动。
为了将熟悉的反馈提供给驾驶员(其可能是更熟悉更加标准的非混合动力车辆的特征的人)，期望提供关于超限的基本上一致的减速程度，超限在本说明书中定义为：在没有制动辅助的情况下，一般在加速器踏板的大体零位置处的车辆减速。
在混合动力车辆中，提供一致的减速度有点成问题。如果引擎正在运转并且与动力传动系统完全啮合，则混合动力车辆可以响应于脚离开加速器踏板而呈现正常的减速(如果避免来自马达的额外的负扭矩的话)。
然而，如果引擎从动力传动系统断开并且车辆在仅电动模式下操作，则减速可以单独由马达(充当发电机)提供。在这种情况下，可以凭经验确定由引擎施加的减速度扭矩(扭矩克服摩擦和泵损)，并且使得马达通过充当发电机(并且因此对电池再充电)来提供等效减速度扭矩。
如果电池被完全充电，则出现困难，因为马达控制系统可以防止马达充当发电机，所以无法实现正常的减速。
此外，基于引擎的摩擦和泵损的负扭矩(减速度)目标不考虑对车辆驾驶员来说是明显的外部车辆条件，诸如坡度、传动的速度比率和车辆质量；这些条件的改变将会使得车辆驾驶员期待不同的减速度曲线。
当马达(作为发电机)仅提供负扭矩的一部分而其余部分由引擎经由滑动离合器来提供时，提供一致的减速度变得更加困难。
因此，需要实现一致的超限的更好的方法和装置。
发明内容
本发明的方面在所附权利要求中进行限定。
根据本发明的方面，提供有获得混合动力车辆的一致的超限响应的方法，该混合动力车辆能够由内燃机、由电动马达或由其组合来直接驱动，所述马达能够作为发电机来操作，并且所述方法包括：确定目标减速度；基于车辆速度、传动速度比率、坡度、车辆质量和车辆模式来确定修改的目标减速度；测量实时车辆减速度；持续地确定所述修改的目标减速度和所述实时减速度之间的差；以及命令所述引擎和/或马达通过生成负扭矩来提供所述差。
无论车辆状况如何，贯穿车辆驾驶期间，一致的超限响应向驾驶员提供正常的感觉。例如，如果电池的充电状态高使得再生制动不可充分使用，则该方法利用引擎制动来确保给驾驶员的感觉与当再生制动可充分使用时感受的感觉一致。
目标减速度通常是仅在引擎模式(亦即，不具有马达，其对动力传送系统输出扭矩具有影响)中操作的车辆的减速度。
因此，本发明提供了减速度的动态控制，当至少部分减速度扭矩由充当发电机的马达来提供时，通过持续地调节减速度扭矩来单独模拟内燃机的动态控制。
将理解的是，由马达/发电机提供的减速度扭矩本身可以是动态的，并且受制于车辆电池的充电状态和车辆上其它电气负荷。车辆电池的充电通常处于响应于驱动输出扭矩的充电控制器的控制下，充电控制器例如是电子控制单元，其具有处理器和针对车辆使用的不同条件而优化的多个充电映射或特性。
由电子传动控制器来确定减速度扭矩的动态控制，该控制器具有处理器和多个减速度映射，其在车辆的不同使用条件下给出了所需的减速率。传动控制器接收例如道路速度、选定速率和坡度的输入，以便确定适当的减速度映射，并且传动控制器包括反馈回路，其目标在于实际的道路速度紧跟理想的道路速度。反馈回路可以具有10mS或更好的刷新率。
可以通过对要在各种操作模式下应用本发明的车辆进行实证检验来确定合适的减速度映射。
本发明的方面涉及混合动力车辆的扭矩控制器，并且涉及适用于实施本发明的方法的混合动力车辆。
从所附权利要求来看，本发明的特点将是明显的。
在本申请的范围内，明确地设想了在先前段落中的各种方面、实施例、示例和替代设置，在权利要求中以及/或者在下面的描述和附图中，并且尤其是其各个特征可以独立地或以任何组合的形式被采用。结合一个实施例来描述的特征适用于所有实施例，除非这样的特征不相容。
附图说明
从以下附图中仅以示例方式显示的实施例的下列描述来看，本发明的其它特征将会是明显的，在附图中：
图1是并行混合动力车辆的示意图；
图2是图示了本发明的第一实施例的示意图；以及
图3是图示了本发明的第二实施例的示意图。
具体实施方式
参考图1，并行混合动力车辆具有包含内燃机101的传动系统，该内燃机101的输出经由离合器102连接至电动马达/发电机103的输入，电动马达/发电机103转而具有用于经由第二离合器104来驱动车辆的输出。传动轴105等将离合器104的输出连接至车辆的动力传动系统，尤其是车辆的驱动车轮。
离合器控制器106控制离合器102、104，以根据需要来传送更多或更少的驱动扭矩，并且扭矩控制器107确定电池108是从马达/发电机103取得能量还是将能量提供给马达/发电机103。
将会明显的是，图1的串联布置允许由引擎101单独进行驱动，在这种情况下，离合器102和104完全啮合并且马达/发电机103是被动的。替代地，离合器102可以是完全脱离的，并且由马达/发电机103单独来提供驱动。
在进一步的替代中，引擎101和马达/发电机103二者可以进行组合，以提供增强的驱动扭矩，例如用于快速加速。
每个引擎101和马达/发电机103也可以仅贡献部分可能的扭矩。例如，可以通过常规的方法(例如减少加油)或通过滑动离合器102来减少向动力传动系统供应的引擎扭矩。马达扭矩可以通过扭矩控制器107来修改，尤其是在来自电池108的可用电荷较低的情况下。
电池的再充电可以是通过机会型的再生制动，其通过起到发电机作用的马达，或者直接来自引擎的独立发电机，或者通过驱动马达的引擎。在后一种情况下，部分引擎输出扭矩可以驱动发电机103，而部分引擎输出扭矩可能用于至传动轴105的输出扭矩。
控制器106、107可以进行通信来确定操作的模式，以便由引擎并且由马达/发电机传送的部分扭矩满足例如针对最经济、最大加速或最大范围来优化的预定目标。
然而，本发明不涉及控制器106、107之间的交互作用，但是将容易理解的是，需要有些复杂的控制程序来确保优化的操作用于车辆使用的所有条件。
本发明涉及提供一致的超限响应的方法和装置，以用于引擎101和马达/发电机103的所有可能的操作条件。
参考图2，车辆的电子扭矩控制器11包括多个基于单独依靠引擎制动的车辆减速度特性的减速度映射。根据例如车辆传动的选择速度比率、道路坡度和车辆运行时的地形，许多这样的映射可能是必要的。因此，将会意识到的是，减速度将会根据车辆使用的条件来变化，并且例如与较高速度比率相比，在较低速度比率下更快，当下坡行进时较慢，当上坡行进时较快，并且例如在沙地上比碎石路面上更快。
可以根据其它的外部条件来修改减速度映射，诸如环境温度和环境压力。
可以通过测试车辆凭借经验来确定减速度映射，以及/或者可以根据合适的算法来计算减速度映射。本发明本身不涉及确定减速度映射。
设想将实时选择相关减速度映射，主要是因为可以在车辆减速时命令降档或升档，其可以转而改变减速度的预期率。降档或升档可以作为对车辆的自动控制的响应，或由于车辆驾驶员的手动干预。
为了选择适用的减速度特性，控制器11设置有与以下对应的输入：车辆速度12、选定的传动速度比率13、车辆模式(例如正常或运动)14、地形类型(例如高速、沙、泥、冰、雪等)15和坡度(正或负)16。这样的输入通常采用电信号的形式，从车辆的合适的传感器或从CANBUS等可获得所述电信号。
任何这样的输入可以具有阈值，其改变低于没有实施的目标减速度的改变。例如，可能需要±0.5％的坡度改变。
控制器11根据这些输入12-16来选择或计算目标减速度特性17。可以使用10毫秒或更好的刷新率。
在减速期间的手动超驰控制的情况下，例如，考虑传动降档的驾驶员请求或地形模式的改变，传动“提示”功能18可以被设置成修改目标减速度特性17。关于超限的降档例如将会增加引擎速度，并且增加减速率。可以凭经验确定使用“提示”功能18的改变状态的进入或退出的影响，或预测关于车辆性能的标准，以便修改的减速度特性19准确地表示减速度，其可以当经受提示改变时在输入条件12-16下预期。
为了给车辆驾驶员适当的反馈，通常修改的减速度特性19将在先前目标减速度特性和当前目标减速度特性之间提供平稳过渡。例如，该过渡可以在预定时期内完成，例如五秒或更短。
修改的特性19表示目标减速度，其在处理器20中被转变至目标超限扭矩21，其转而首先被施加至车辆的电动马达/发电机103。马达/发电机提供再生制动并且使车辆减速，而实时减速度23被施加为至比较器24的闭合回路反馈，比较器24转而计算目标减速度和实时减速度之间的差，以提供更新的目标超限扭矩21。借助于闭合回路控制，实时减速度可以非常接近于修改的减速度特性19。
为了确保优化的燃料经济性，如果可能的话，由马达/发电机103来提供负扭矩。如果不足的负扭矩可从马达/发电机获得，则可以经由离合器102从引擎101提供额外的负扭矩。在这个模式中，引擎燃料供应可以被切断，以及/或者引擎的泵送扭矩可以通过气门升程或定时的变化来增加。
图2的布置提供了反馈控制，其目标在于负(减速度)扭矩密切配合期望的特性。
图3图示了对图2的布置的修改，其可以为负扭矩请求给出更快的响应。
在修改的布置中，修改的特性19被附加地提供至假设模块24，其输出需要的负扭矩至附加模块25。目标超限扭矩21也被输出至附加模块25，以便总和被施加至马达/发电机103。借此，可以改进反馈回路的初始响应，以便实际减速度密切对应于所需的减速度。
进一步的改进是可能的，并且例如坡度的输入26可以被直接提供至处理器20，以便防止在遇到坡度的情况下太快或太慢的响应。
在至此附加的权利要求的范围内，可以对于本发明进行变化和修改。
从下列标号的段落来看，本发明的方面是明显的：
1.一种获得混合动力车辆的一致的超限响应的方法，所述混合动力车辆能够由内燃机、电动马达或其组合来直接驱动，所述马达能够被操作为发电机，并且所述方法包括：
参考车辆速度、传动速度比率、坡度、车辆质量和车辆模式中的一个或更多个来确定目标减速度；
测量实时车辆减速度；
持续地确定所述目标减速度和所述实时减速度之间的差；以及
命令所述引擎和马达通过生成负扭矩来提供所述差。
2.根据方面1所述的方法，其中，由所述马达最大限度地提供所述差。
3.根据方面1所述的方法，其中，由所述引擎在某种程度上提供所述差，所述引擎在燃料供应被切断的模式中进行操作。
4.根据方面3所述的方法，其中，所述引擎适用于经由离合器来供应负扭矩，并且滑动所述离合器以改变其负扭矩输出。
5.根据方面1所述的方法，还包括：识别传动速度比率的降档；参考降档的传动比率来修改所述目标减速度；以及平滑过渡至修改的目标减速度。
6.根据方面5所述的方法，其中，在预定时期内完成所述过渡。
7.根据方面1所述的方法，还包括以下预备步骤：对加速器踏板的大体上零运动进行检测，以实现超限响应的要求。
8.根据方面1所述的方法，还包括：确定负扭矩的估计来实现目标减速度；施加所述估计作为至所述引擎和马达的初始命令；以及此后持续地确定所述差，并且命令所述引擎和马达来提供所述差。
9.根据方面1所述的方法，还包括：
持续地监视坡度；
检测超过坡度阈值的坡度的改变；以及
根据超过坡度阈值的坡度改变来调整所述目标减速度。
10.一种混合动力车辆的扭矩控制器，所述扭矩控制器包括处理器和存储器，所述存储器具有针对所述车辆的多个减速度特性，并且所述处理器适用于实施方面1所述的方法。
11.一种能够由内燃机、电动马达或其组合来直接驱动的混合动力车辆，所述车辆适用于实施方面1所述的方法。

Claims (11)

1.一种获得混合动力车辆的一致的超限响应的方法，所述混合动力车辆能够由内燃机、电动马达或其组合来直接驱动，所述电动马达能够被操作为发电机，并且所述方法包括：
参考车辆速度、传动速度比率、坡度、车辆质量和车辆模式中的一个或更多个来确定目标减速度；
测量实时车辆减速度；
持续地确定所述目标减速度和所述实时车辆减速度之间的差；
命令所述内燃机和/或电动马达通过生成负扭矩来提供所述差；
识别传动速度比率的降档；
参考降档的传动速度比率来修改所述目标减速度；以及
平滑过渡至修改的目标减速度。
2.根据权利要求1所述的方法，其中，由所述电动马达最大限度地提供所述差。
3.根据权利要求1或权利要求2所述的方法，其中，由所述内燃机在某种程度上提供所述差，所述内燃机在燃料供应被切断的模式中进行操作。
4.根据权利要求3所述的方法，其中，所述内燃机适用于经由离合器来供应负扭矩，并且滑动所述离合器以改变其负扭矩输出。
5.根据权利要求1或2所述的方法，其中，在预定时期内完成所述过渡。
6.根据权利要求5所述的方法，其中，在驾驶员请求传动降档的情况下，确定修改的目标减速度。
7.根据权利要求1或2所述的方法，还包括以下预备步骤：对加速器踏板的大体上零运动进行检测，以实现超限响应的要求。
8.根据权利要求1或2所述的方法，还包括：确定负扭矩的估计来实现目标减速度；施加所述估计作为至所述内燃机和电动马达的初始命令；以及此后持续地确定所述差，并且命令所述内燃机和/或电动马达来提供所述差。
9.根据权利要求1或2所述的方法，还包括：
持续地监视坡度；
检测超过坡度阈值的坡度的改变；以及
根据超过坡度阈值的坡度改变来调整所述目标减速度。
10.一种混合动力车辆的扭矩控制器，所述扭矩控制器包括处理器和存储器，所述存储器具有针对所述车辆的多个减速度特性，并且所述处理器适用于实施权利要求1-9中的任一项所述的方法。
11.一种能够由内燃机、电动马达或其组合来直接驱动的混合动力车辆，所述车辆适用于实施权利要求1-9中的任一项所述的方法。
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