CN105501218B - 车辆 - Google Patents
车辆 Download PDFInfo
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- CN105501218B CN105501218B CN201510645280.6A CN201510645280A CN105501218B CN 105501218 B CN105501218 B CN 105501218B CN 201510645280 A CN201510645280 A CN 201510645280A CN 105501218 B CN105501218 B CN 105501218B
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Classifications
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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
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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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
- B60K6/22—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
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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
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- 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
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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
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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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
- B60K6/48—Parallel type
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- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Life Sciences & Earth Sciences (AREA)
- Health & Medical Sciences (AREA)
- Atmospheric Sciences (AREA)
- Environmental & Geological Engineering (AREA)
- Toxicology (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
提供了一种车辆,一种混合动力车辆包括发动机和通过分离式离合器选择性地连接到发动机的电机。至少一个控制器发出控制发动机、电机和离合器的命令。在巡航控制期间,控制器控制发动机和电机的扭矩输出,以及离合器的打滑,从而试图使车速保持在巡航控制设定速度。例如,当发动机关闭且需要额外的扭矩来保持速度时,控制器可发出使发动机从关闭改变到开启的命令。当车辆经历道路负载的振荡时,控制器延迟或禁止发动机开/关状态的改变一定时间量,所述时间量是基于与道路负载相关联的振荡的。
Description
技术领域
本公开总体上涉及一种混合动力车辆中的控制系统,该控制系统在巡航控制期间延迟发动机停止/起动动作(activity)。
背景技术
混合动力电动车辆(HEV)包括发动机和至少一个电机两者来向车轮提供驱动扭矩。还有多种类型的HEV。例如,“并联”式混合动力车辆通常包括选择性地使发动机或电机或者发动机和电机两者提供驱动扭矩的离合器。“串联”式混合动力车辆通常包括经常可驱动地连接到车轮的电机以及未机械地连接到车轮的发动机。换句话说,发动机并不提供推进车辆所需的任何扭矩。更确切地,在“串联”式混合动力车辆中,发动机驱动发电机产生电能,该电能储存在电池中和/或被电机使用。
任何类型的HEV都配备有操作者能够限定车辆行驶的设定速度的巡航控制系统。当巡航控制被操作者激活时,HEV的控制系统通过控制发动机和电机使车速保持在设定速度,以向车轮提供足够量的组合扭矩。如果电机能够单独提供保持HEV的速度的足够的扭矩,那么发动机可关闭以节省燃料。如果例如单独由电机不能满足扭矩而需要额外的扭矩,那么稍后必须起动发动机。在巡航控制期间过多的发动机停止和起动会影响车辆的操纵性和NVH。
发明内容
根据一个实施例,一种车辆包括发动机、电机和至少一个控制器。电机通过离合器选择性地连接到发动机并被构造为选择性地提供驱动扭矩。所述至少一个控制器被配置为在巡航控制期间响应于检测与车速的变化相关联的频率,使发动机的开/关状态的改变延迟一定时间量,所述时间量是基于所述频率的。
频率可基于实际车速和巡航控制设定车速之间的差的变化。与车速变化相关联的频率可以是道路负载的频率,所述道路负载包括都影响车辆的瞬时速度的道路坡度、风阻和车辆的质量。然后控制器可在时间量到期时改变发动机的开/关状态。检测基于车速随时间变化的斜率的正负(sign)的至少两个变化。
根据另一实施例,一种车辆包括动力传动系、巡航控制系统和至少一个控制器。动力传动系包括发动机和通过离合器选择性地连接到发动机的电机。所述至少一个控制器被配置为当致动巡航控制系统时禁止发动机的开/关状态改变一定时间量,所述时间量是基于与道路负载相关联的振荡的周期的。
道路负载与保持车速所必要的车轮扭矩对应。
道路负载由车辆负载、道路坡度或车速限定。
实际车速与巡航控制设定车速的差的变化指示振荡。
所述至少一个控制器还被配置为在巡航控制系统致动期间,至少基于命令的车速与实际车速之间的差随时间的变化而延迟发动机停止/起动。
所述至少一个控制器还被配置为响应于不存在振荡而使发动机的开/关状态能够改变。
时间量随着振荡周期朝向阈值增大而增大,且随着振荡周期在阈值之上增大而减小。
根据又一实施例,提供了一种控制混合动力车辆的方法,其中,混合动力车辆具有选择性地连接到电机的发动机。所述方法包括响应于操作者的输入而致动巡航控制模式操作。之后,在巡航控制期间,所述方法包括基于与车速变化相关联的频率而禁止发动机的开/关状态改变。
禁止包括使发动机停止/起动延迟一定时间量,所述时间量是基于所述频率的。
所述方法还包括响应于时间量到期而停止/起动发动机。
时间量随着频率减小而增大。
时间量随着频率朝向阈值减小而增大,且随着频率在阈值之下减小而减小。
附图说明
图1是根据一个实施例的混合动力电动车辆的示意;
图2是道路坡度对车辆的车轮扭矩的影响的示意性代表;
图3是在振荡周期和巡航控制期间车速振荡的示例性曲线图;
图4是当地道路坡度和普通道路坡度的变化和当地道路坡度振荡的周期的示意性曲线图;
图5是基于道路负载或道路坡度的振荡的发动机起动/停止延迟的示意性曲线图;
图6是示出了根据本公开的一个实施例的用于延迟发动机起动/停止的控制策略的流程图。
具体实施方式
在此描述本公开的实施例。然而,将理解的是,所公开的实施例仅仅是示例,其他实施例可采用各种和替代的形式。附图不一定按比例绘制;可夸大或最小化一些特征以示出特定组件的细节。因此,在此公开的具体结构和功能细节不应被解释为限制,而仅仅作为教导本领域技术人员以各种方式使用本发明的代表性基础。如本领域普通技术人员将理解的,可将参照任一附图示出并描述的各种特征与在一个或更多个其他附图中示出的特征相结合以产生未明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而,与本公开的教导一致的特征的各种组合和变型可期望用于特定应用或实施方式。
参照图1,示出了根据本公开实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性的关系。在车辆中组件的实际布局和朝向可变化。HEV 10包括动力传动系12。动力传动系12包括驱动传动装置16的发动机14,传动装置16可被称作模块化混合动力传动装置(MHT)。如将要在下面进一步详细地描述的,传动装置16包括诸如电动机/发电机(M/G)18的电机、关联的牵引电池20、变矩器22以及多级传动比自动变速器或齿轮箱24。
发动机14和M/G 18都是用于HEV 10的驱动源。发动机14通常代表可包括内燃发动机(例如,由汽油、柴油或天然气驱动的发动机)或者燃料电池的动力源。发动机14产生发动机功率和对应的发动机扭矩,该发动机扭矩在位于发动机14与M/G 18之间的分离式离合器26至少部分地接合时供应到M/G 18。M/G 18可通过多种类型的电机中的任何一个来实施。例如,M/G 18可以是永磁同步电动机。电力电子器件使由电池20提供的直流(DC)功率适应于M/G 18的需求,如将在下面描述的。例如,电力电子器件可向M/G 18提供三相交流电(AC)。
当分离式离合器26至少部分地接合时,动力从发动机14流到M/G 18或从M/G 18流到发动机14是可能的。例如,分离式离合器26可接合并且M/G 18可作为发电机操作,以将由曲轴28和M/G轴30提供的旋转能转换为将存储在电池20中的电能。分离式离合器26还可分离,以使发动机14与动力传动系12的剩余部分隔离,从而M/G 18可充当用于HEV 10的唯一的驱动源。轴30延伸穿过M/G 18。M/G 18持续可驱动地连接到轴30,然而仅在分离式离合器26至少部分地接合时发动机14才可驱动地连接到轴30。
M/G 18经由轴30连接到变矩器22。因此,在分离式离合器26至少部分地接合时变矩器22连接到发动机14。变矩器22包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。因此,变矩器22在轴30与变速器输入轴32之间提供液压耦合。在泵轮比涡轮更快地旋转时,变矩器22将动力从泵轮传递到涡轮。泵轮扭矩和涡轮扭矩的大小通常取决于相对速度。当泵轮速度与涡轮速度之比足够高时,涡轮扭矩是泵轮扭矩的多倍。还可设置变矩器旁通离合器34,在变矩器旁通离合器34接合时,变矩器旁通离合器34使变矩器22的泵轮和涡轮摩擦地或机械地结合,而允许更有效地传递动力。变矩器旁通离合器34可作为起步离合器操作,以提供平稳的车辆起步。可选地或相结合地,对于不包括变矩器22或变矩器旁通离合器34的应用而言,与分离式离合器26相似的起步离合器可设置在M/G 18与齿轮箱24之间。在一些应用中,分离式离合器26通常被称作上游离合器并且起步离合器34(可以是变矩器旁通离合器)通常被称作下游离合器。
齿轮箱24可包括齿轮组(未示出),该齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性接合而选择性地以不同的传动比布置,以建立期望的多个离散传动比或多级驱动传动比。摩擦元件可通过换挡计划来控制,该换挡计划使齿轮组的某些元件连接和分开来控制变速器输出轴36与变速器输入轴32之间的比率。齿轮箱24基于各种车辆和周围的操作环境通过关联的控制器(例如,动力传动系控制单元(PCU))从一个传动比自动地换挡到另一个传动比。然后,齿轮箱24向输出轴36提供动力传动系输出扭矩。
应理解的是,与变矩器22一起使用的液压控制的齿轮箱24仅仅是齿轮箱或变速器布置的一个示例;接收来自发动机和/或电动机的输入扭矩,然后以不同传动比将该扭矩提供至输出轴的任何多级传动比齿轮箱都是可接受的,而用于本公开的实施例。例如,齿轮箱24可通过机械式自动(或手动)变速器(AMT)而实施,该AMT包括一个或更多个伺服电动机以沿拨叉导轨移动/旋转换挡拨叉,从而选择期望的传动比。如本领域的普通技术人员通常地理解,AMT可用在(例如)具有更高扭矩需求的应用中。
如图1的代表性实施例所示,输出轴36连接到差速器40。差速器40经由连接到差速器40的各自的车轴44驱动一对车轮42。差速器40在允许轻微的速度差异的同时(例如,在车辆转弯时)向每个车轮42传递大体上相等的扭矩。不同类型的差速器或类似的装置可用于将扭矩从动力传动系分配到一个或更多个车轮。在一些应用中,扭矩分配可根据(例如)特定的操作模式或条件而变化。
动力传动系12还包括关联的控制器50,例如动力传动系控制单元(PCU)。虽然示出为一个控制器,但是控制器50可以是更大的控制系统的一部分并且可由遍布车辆10的各种其它的控制器(例如,车辆系统控制器(VSC))来控制。因此,应理解的是,动力传动系控制单元50和一个或更多个其它的控制器能够共同地称作“控制器”,该“控制器”响应于来自多种传感器的信号而控制各个致动器,以控制多个功能,诸如起动/停止发动机14、操作M/G 18以提供车轮扭矩或给电池20充电、选择变速器档位或按计划使变速器换挡等。控制器50可包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理单元(CPU)。计算机可读存储装置或介质可包括易失性存储器和非易失性存储器,例如只读存储器(ROM)、随机存取存储器(RAM)和不失效记忆体(KAM)。KAM是一种可用于在CPU断电时存储各种操作变量的持久性存储器或非易失性存储器。计算机可读存储装置或介质可采用多个已知的存储装置(例如,PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪速存储器或能够存储数据(这些数据中的一些代表由控制器使用来控制发动机或车辆的可执行指令)的任何其它电的、磁的、光学的或它们相结合的存储装置)中的任意存储装置来实现。
控制器经由输入/输出(I/O)接口与各种发动机/车辆传感器和致动器通信,该I/O接口可实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单独集成接口。可选地,一个或更多个专用的硬件或固件芯片可用于在特定的信号被供应到CPU之前调节并处理所述特定的信号。如图1的代表性的实施例通常示出的,控制器50可与到达和/或来自发动机14、分离式离合器26、M/G 18、起步离合器34、变速器齿轮箱24和电力电子器件56的信号通信。虽然没有明确地示出,但是本领域的普通技术人员将意识到,可由控制器50控制的各种功能或组件位于以上标示的子系统中的每个子系统中。可使用由控制器执行的控制逻辑而直接或间接地致动的参数、系统和/或组件的代表性示例包括燃料喷射时间、速率、持续时间、节气门阀位置、火花塞点火时间(用于火花点火式发动机)、进气阀/排气阀时间和持续时间、前端附件驱动(FEAD)组件(诸如交流发电机、空调压缩机)、电池充电、再生制动、M/G操作、用于分离式离合器26、起步离合器34的离合器或液压压力、以及变速器齿轮箱24等。通过I/O接口传递输入的传感器可用于指示(例如)涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮速度(WS1、WS2)、车速(VSS)、冷却液温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门阀位置(TP)、气压(TMP)、废气氧气(EGO)或其它废气组分浓度或存在度、进气流量(MAF)、变速器齿轮、变速器传动比或模式、变速器油温(TOT)、变速器涡轮速度(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)。
由控制器50执行的控制逻辑或功能可通过流程表或类似的图表表示在一个或更多个图中。这些图提供可使用一个或更多个处理策略(例如,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。同样地,示出的各种步骤或功能可以以示出的顺序执行、并行执行或在一些情况下被省略。虽然一直没有明确地示出,但是本领域的普通技术人员将意识到,一个或更多个示出的步骤或功能可根据正在使用的特定的处理策略而重复地执行。类似地,处理的顺序不一定需要获得在此描述的特征和优势,提供处理的顺序仅仅是为了便于说明和描述。控制逻辑可以主要由软件实施,该软件由基于微处理器的车辆、发动机和/或动力传动系控制器(例如,控制器50)执行。当然,控制逻辑可根据特定的应用由一个或更多个控制器中的软件、硬件或软件与硬件的结合实施。当由软件实施时,控制逻辑可设置在一个或更多个计算机可读存储装置或介质中,该计算机可读存储装置或介质存储了代表由计算机执行以控制车辆或其子系统的指令或代码的数据。计算机可读存储装置或介质可包括多个已知的物理装置中一个或更多个,该物理装置采用电的、磁的和/或光学的存储器以保持可执行指令和相关的校准信息、操作变量等。
车辆的驾驶员使用加速踏板52来提供需要的扭矩、动力或驱动命令以推进车辆。通常,踩下和释放踏板52分别产生可被控制器50解释为需要增大动力或减小动力的加速踏板位置信号。至少基于来自踏板的输入,控制器50控制来自发动机14和/或M/G 18的扭矩。
控制器50还控制齿轮箱24中的齿轮换挡正时,以及分离式离合器26与变矩器旁通离合器34的接合或分离。与分离式离合器26一样,变矩器旁通离合器34能够在接合位置与分离位置之间的范围内调节。除了由泵轮与涡轮之间的液力耦合产生可变滑移之外,这在变矩器22中也产生了可变滑移。可选地,根据特定的应用,变矩器旁通离合器34可操作为锁止或分离,而不使用被调节的操作模式。
为了由发动机14驱动车辆,分离式离合器26至少部分地接合,以通过分离式离合器26向M/G 18传递发动机扭矩的至少一部分,然后发动机扭矩从M/G 18经过变矩器22和齿轮箱24传递。M/G 18可通过提供额外的动力来辅助发动机14而使轴30转动。这种操作模式可被称作“混合动力模式”或“电力辅助模式”。
为了由用作唯一动力源的M/G 18驱动车辆,除了分离式离合器26使发动机14与动力传动系12的剩余部分隔离以外动力流保持不变。在此期间,发动机14中的燃烧可禁用或以其他方式关闭以节省燃料。牵引电池20通过线路54向可包括(例如)转换器的电力电子器件56传递所存储的电能。电力电子器件56将来自电池20的DC电压转换为供M/G 18使用的AC电压。控制器50命令电力电子器件56将来自电池20的电压转换为提供到M/G 18的AC电压,以向轴30提供正扭矩或负扭矩。这种操作模式被称作“纯电动”操作模式。
在任何操作模式中,M/G 18可作为电动机并提供用于动力传动系12的驱动力。可选地,M/G 18可作为发电机并将来自动力传动系12的动能转换为将存储在电池20中的电能。M/G 18可在(例如)发动机14提供用于车辆10的推进动力期间作为发电机。此外,M/G 18可在再生制动期间作为发电机,其中,在再生制动期间来自旋转的车轮42的旋转能通过齿轮箱24往回传递并被转换成电能而存储在电池20中。在这些情况中的任一情况下,可以说M/G 18提供负扭矩,从而这减小(或者未增大)了传递到车轮的总扭矩。当M/G 18作为电动机操作并向车轮提供扭矩时,可以说M/G 18提供正扭矩。
应理解的是,图1中的示意性示出仅仅是示例性的而并没有意图限定。可预期采用发动机与电动机的选择性的组合来通过变速器进行传递的其它构造。例如,M/G 18可相对于曲轴28偏移,可设置额外的电动机以起动发动机14,和/或M/G 18可设置在变矩器22与齿轮箱24之间。可预期不脱离本公开的范围的其它构造。
在任何混合动力车辆构造中,巡航控制系统都可通过诸如发动机和M/G的多种组件来设置并且可由控制器控制。在图1的混合动力车辆的实施例中,巡航控制系统可至少部分地由控制器50、发动机14、M/G 18和分离式离合器26限定。当车辆的操作者选择“巡航控制”操作时,操作者意于使车辆保持特定的车速而没有加速踏板的进一步输入。在巡航控制期间,控制器50与发动机14和M/G 18通信并控制发动机14和M/G 18,以满足使车辆保持在命令车速所必要的扭矩需求。
在巡航控制时,发动机14和/或M/G 18为了保持车速而需要输出的扭矩(也就是车辆的瞬时扭矩需求,即,在期望车速下推进车辆所需要的扭矩量)是“道路负载”的函数。道路负载根据在运动期间对车辆起反作用的所有力(例如,道路坡度(斜度),地形属性(岩石、泥土、铺筑路面、冰面等),车辆的重量,车辆的速度和风阻)而变化。图2示出了道路坡度对车轮扭矩和道路负载的影响。由于道路负载的这些限定因素,即使在平坦路面上进行巡航控制期间,道路负载也通常保持是正的。如果需要额外的扭矩来保持车辆的速度(即,正道路负载),则可由发动机或M/G提供额外的扭矩。道路负载还可以是负的。例如,当下山时,可采用负道路负载(即,车轮处超过推进车辆所需的扭矩的可用扭矩)而通过再生制动为电池充电。这在保持期望的车速的同时将多余的扭矩转换成电力储存在电池中。
混合动力车辆中的巡航控制系统(例如图1中所示出的)与期望的车速设定点的变化相响应,以增大或减小车速。巡航控制系统还在存在诸如道路负载变化的干扰的情况下控制车速为设定点车速。控制系统控制发动机模式选择(开/关)和M/G的扭矩输出,以在保持期望的车速的同时使燃料消耗最小。
一些道路负载因素可在巡航控制期间对车辆的路感产生干扰。例如,即使在命令的速度保持恒定时,陡的斜坡也会导致车辆的实际速度减小。车辆中现有的控制策略必须考量道路负载的增大,并相应地增大发动机和/或M/G的扭矩输出。如果在道路负载的这些增大期间发动机关闭,则控制器会被迫起动发动机以产生满足车辆需求并保持车速所必要的扭矩。上坡道路负载紧跟着下坡道路负载(或者反之亦然),如果未被考量,则会导致不期望的多次的发动机起动和停止。在更加不期望的情况下,道路负载会随时间显著且快速地振荡。一种导致这样的振荡的强烈的因素是车辆于道路上行驶时的道路坡度的变化。如果道路负载(例如,道路坡度)的这些振荡未被考量,则控制器会命令很多次不期望和不必要的发动机起动/停止,这会劣化车辆的NVH和操纵性。
根据本公开的多个实施例,鉴于以上所发现的示例性情况,提供了一种控制策略,该控制策略在巡航控制期间控制发动机和M/G,以改善车辆的NVH和操纵性。控制策略可在巡航控制期间基于导致实际的车速振荡的道路负载的振荡而发起发动机停止或起动延迟或另外地禁止发动机停止或起动,即便在发动机起动或停止这样的动作另外地对满足道路负载需求来说是必要的时。
图3示出了一种可能的巡航控制干扰,即,导致车辆的速度振荡的道路负载的振荡。在巡航控制期间将实际的车速(Vspeed_act)与保持恒定的命令的车速相比较,操作者不设置命令改变设定速度。道路坡度的改变(例如颠簸、坑洼等)会引发实际车速的振荡特性。可由控制器确定振荡周期(tosc),如图3中所示的峰值-峰值时间,或一个振荡周期的时间。根据道路负载的振荡特性,振荡周期在几分之一秒(例如,道路上的小突起)到数秒(例如,道路上的一系列山丘)范围内。道路负载和速度的振荡还会由于车辆行驶过崎岖地带之后车辆的悬架上的反作用力而引起。
还可通过控制器确定作为命令的车速与实际车速之间的差的误差(Vspeed_error)。控制器可通过引入延迟发动机关闭/再起动一段时间(延迟)的控制策略来使发动机关闭/再起动的繁忙度最小化,该段时间是该巡航控制速度误差的振荡周期的函数。这种延迟意在当由于负载的振荡特性停止或起动发动机是不必要的时,使发动机响应于保持巡航控制设定速度所需要的必要的扭矩的快速减小或增大而进行的非必要的停止或起动的可能性最小。换句话说,负载急剧增大之后负载急剧减小,特别当两者都随时间振荡时,不需要发动机立即起动/停止来满足保持巡航控制速度的必要的扭矩。发动机起动/停止的延迟可另外地减少随负载每次增大和减小而发生繁忙度。
下面限定控制策略的细节,以确定在巡航控制期间何时延迟发动机起动/停止以及延迟多长时间。在具有本公开的所有部分的情况下,这些细节并不意在限制而仅是本发明范围内的示例性控制方法。
使用诸如图1中所示的混合动力车辆,车辆加速度可被描述为:
其中,Rr是车轮滚动半径,Mveh是车辆的质量,Aveh是车辆加速度,ωwh是车轮速度,Iveh是车辆惯量,Teng是发动机扭矩,TMG是M/G扭矩,TRL是车辆的道路负载,该道路负载是上述其他变量中的车辆速度和传动比的函数,g是重力,θ是斜度或坡度,如图2中所示。
在道路负载、坡度和巡航控制设定速度恒定的情况下,车轮和车辆的速度都是恒定的。因此,存在以下的关系:
(Teng+TMG)=Tcc|ss=(TRL+RrMvehgsin(θ)) (3)
其中,Tcc|ss是稳定状态下巡航控制车轮扭矩,即,当实际车速恒定时巡航控制中的总车轮扭矩。
在道路坡度的变化引起道路负载的变化期间,稳定状态下的改变可被描述为:
Δ(Teng+TMG)=RrMvehg(sin(θ(t))-sin(θave)) (4)
其中,θave是道路坡度变化期间的平均斜度,θ(t)是在一个特定时间处的斜坡或坡度。图4是提供了平均斜度θave与其和道路坡度的波动(或者与车速或速度误差相对应的波动)的上坡和下坡之间的比较的示出。
在道路坡度振荡期间,如果巡航控制系统未与振荡相响应(即,如果总车轮扭矩保持不变),则车轮加速度可由给出上述关系的下面的等式表示:
基于以上的等式(4)和(5),θ(t)的振荡产生车轮速度和车速的振荡,以及命令的车轮扭矩和道路负载的振荡。这些值随时间被记录在存储介质中,且巡航控制系统通过增大发动机和/或M/G输出的扭矩以及若必要时停止/起动发动机而减小实际车速的变化。车速或巡航控制车轮扭矩Tcc的振荡的周期可通过测量巡航控制速度设定点速度的误差的振荡周期而确定:
Vspeed_err=Vspeed_cmd–Vspeed_act(t) (6)
其中,Vspeed_err是车速误差,Vspeed_cmd是命令的车速,Vspeed_act是实际的车速。这些因数中的每个都在上面进行了描述并在图3中示出。
车速误差Vspeed_err的振荡的周期与道路坡度振荡周期tosc对应。可另外地命令的发动机关闭/再起动动作可延迟一时间量,该时间量是巡航控制的车速误差的振荡周期的函数。可设置初始的最小延迟值,以分别在道路坡度快速减小或增大(导致期望的车轮扭矩和道路负载相应地快速减小)时使停止或起动发动机的可能性最小。最小的发动机关闭延迟时间在存在短时间的振荡tosc时禁止发动机关闭/再起动。然后控制策略计算命令的扭矩Tcc或巡航控制速度误差Vspeed_err的振荡,并利用振荡周期来调节发动机关闭/再起动延迟的时间长度。在延迟结束时,控制器能够使发动机起动/停止以满足扭矩需求。
图5示出了延迟命令的发动机起动/停止事件的时间量(tdelay_err_neg)的示例性曲线图,所述时间量基于振荡的周期tosc而变化。起动/停止延迟先随着振荡周期增大而从最小阈值增大。一旦振荡周期超过特定值,延迟便回降到最小值。这种方法用于基于振荡周期来增大避免发动机起动/停止的延迟时间,并且在周期超过特定阈值时,振荡周期变得足够长而使得瞬时坡度θ(t)与平均坡度θave之间的差变得不明显。
发动机关闭延迟还可基于从GPS导航系统接收到的信息(包括道路坡度的详细描述)而变化。例如,当车辆驶过特定路段时,车辆可存储与道路坡度相关的信息。道路坡度信息可通过GPS系统而与车辆的位置相关联,且组合信息可存储在车辆中或非车载服务器中(例如,云)。当车辆未来再次驶过这样的路段时,车辆可检索这种信息并预料到道路坡度的变化。然后,起动/停止延迟可被配置为基于检索到的即将到来的(或当前的)路段信息而变化。
图6是示出了由控制器实施的控制策略的一个实施例的流程图。在102处,基于车辆的操作者进行的这样的模式选择而致动巡航控制。这用于设定期望的车速,且控制器将通过使用发动机和/或M/G而试图将实际的车速保持在期望的车速。
在104处,控制器检查发动机是开启还是关闭。在巡航控制期间是否需要起动或停止发动机的答案最初是基于在起点时发动机是开启还是关闭的。
如果发动机开启,则在106处控制器确定巡航控制期间的当前的扭矩需求能否在不利用开启的发动机的情况下得以满足。另外包括在本步骤中的是,控制器可不论车轮处的扭矩是否需要发动机处于开启状态,都确定电池的荷电状态是否指示发动机依然保持开启以对电池充电。
如果在106处扭矩需求在不利用发动机的情况下不能得到满足,则在108处发动机保持开启,且程序结束。然而,如果在106处扭矩需求(和/或电池SOC)指示发动机可禁用或停止,则在110处控制器先将命令的车速与实际的车速比较。在112处,控制器确定在停止发动机之前保持发动机开启的延迟时间量。延迟时间根据命令的车速和实际车速之间的差的振荡的周期而确定,如上所述。延迟时间还可基于道路负载或道路坡度的振荡而确定,同样如上所述。在114处,在延迟时间之后发动机便停止。在116处,分离式离合器断开。这将发动机与M/G断开,从而发动机的拖曳(drag)不会传递到传动装置。稍后当需要发动机再次起动时离合器还可至少部分地接合。
如果在104处发动机关闭,则控制器确定在不利用发动机的情况下能否满足扭矩需求,这与106处类似。如果能,则在120处使发动机保持关闭,且M/G满足必要的推进扭矩。然而,如果确定需要起动发动机来满足扭矩(和/或电池SOC)需求,则控制器先在122处比较命令的车速与实际车速之间的差,然后在124处确定差的振荡的周期。一旦延迟时间已到期,那么在126处可接合分离式离合器且在128处可起动发动机。当接合分离式离合器并起动发动机时,需要来自M/G的额外的扭矩以暂时尽可能地满足扭矩需求同时还在运转发动机时弥补扭矩损失。然后,一旦发动机起动了,分离式离合器便可打滑(如果有必要减小传递到车轮的发动机扭矩)和/或可相应地减小M/G扭矩。
虽然以上对“周期”进行了引用,例如,速度或负载的振荡的周期,但是应该理解,在控制策略中可利用“频率”。换句话说,除了具体地确定振荡的一个周期的时间,控制策略还可通过确定在给定时间内振荡的次数来实施。
在此公开的过程、方法或算法可传输到处理装置、控制器或计算机/由处理装置、控制器或计算机实施,处理装置、控制器或计算机可能包括任何现存的可编程电子控制单元或专用电子控制单元。类似地,所述过程、方法或算法可被存储为可能以多种形式由控制器或计算机执行的数据和指令,所述多种形式包括但是不限于永久地存储在不可写入存储介质(例如,ROM装置)上的信息和可变地存储在可写入存储介质(例如,软盘、磁带、CD、RAM装置、其它磁性介质和光学介质)上的信息。所述过程、方法或算法还可能以软件可执行对象实现。可选地,所述过程、方法或算法可利用合适的硬件组件(例如,特定用途集成电路(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而整体或部分地实现。
虽然在上面描述了示例性实施例,但是并不意味着这些实施例描述了由权利要求所包含的所有可能形式。在说明书中使用的词语是描述性词语而非限制性词语,应该理解,在不脱离本公开的精神和范围的情况下能够进行各种改变。如之前描述的,各个实施例的特征可组合,以形成可能未明确描述或示出的本发明的进一步的实施例。虽然各个实施例可能已经被描述为提供优点或者在一个或更多个期望特性方面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认识到,根据具体应用和实施方式,一个或更多个特征或特性可折衷,以实现期望的总体系统属性。这些属性可包括但是不限于成本、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、装配容易性等。这样,被描述为在一个或多个特性方面比其它实施例或现有技术实施方式更不令人期望的实施例不在本公开的范围之外,且可期望用于具体应用。
Claims (6)
1.一种车辆,包括:
发动机;
电机,通过离合器选择性地连接到发动机,并被构造为选择性地提供驱动扭矩;
至少一个控制器,被配置为在巡航控制期间响应于检测与车速的变化相关联的频率,使发动机的开/关状态的改变延迟一定时间量,所述时间量是基于所述频率的。
2.根据权利要求1所述的车辆,其中,频率基于实际车速和巡航控制设定车速之间的差的变化。
3.根据权利要求1所述的车辆,还包括在所述时间量到期时改变发动机的开/关状态。
4.根据权利要求1所述的车辆,其中,检测基于车速随时间变化的斜率的正负的至少两个变化。
5.根据权利要求1所述的车辆,其中,所述时间量随着频率减小而增大。
6.根据权利要求5所述的车辆,其中,所述时间量随着频率朝向阈值减小而增大,且随着频率在阈值之下减小而减小。
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US9828964B1 (en) | 2016-07-26 | 2017-11-28 | Ford Global Technologies, Inc. | Calibration of engine auto-stop delay times |
WO2018185848A1 (ja) * | 2017-04-04 | 2018-10-11 | 日産自動車株式会社 | 車両の制御方法及び車両の制御装置 |
US10569760B2 (en) | 2017-06-09 | 2020-02-25 | Ford Global Technologies, Llc | Systems and methods for battery charging in a hybrid vehicle |
US10632989B2 (en) | 2017-06-09 | 2020-04-28 | Ford Global Technologies, Llc | System and method for operating a vehicle powertrain |
CN107491059B (zh) * | 2017-08-16 | 2019-08-06 | 安徽江淮汽车集团股份有限公司 | 一种汽车巡航配置自动识别方法及系统 |
KR102463467B1 (ko) * | 2018-08-22 | 2022-11-04 | 현대자동차주식회사 | 제어기 옵션 오판단 정정 장치 및 방법 |
JP7143722B2 (ja) * | 2018-10-31 | 2022-09-29 | トヨタ自動車株式会社 | 自車位置推定装置 |
US11214254B2 (en) * | 2019-05-01 | 2022-01-04 | Toyota Motor Engineering & Manufacturing North America, Inc. | Reutilization of regenerative braking energy for delaying an engine start event |
KR20210088779A (ko) * | 2020-01-06 | 2021-07-15 | 현대자동차주식회사 | 마일드 하이브리드 차량의 제어 방법 및 장치 |
KR20220004853A (ko) * | 2020-07-02 | 2022-01-12 | 현대자동차주식회사 | 수동 변속기 차량의 크루즈 컨트롤 제어 방법 및 이에 적용되는 크루즈 컨트롤 제어 장치 |
CN112360658B (zh) * | 2020-09-25 | 2022-04-26 | 东风小康汽车有限公司重庆分公司 | 兼容acc系统的发动机启停控制方法 |
JP7203076B2 (ja) * | 2020-12-02 | 2023-01-12 | 本田技研工業株式会社 | 車両制御装置 |
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DE102015116828A1 (de) | 2016-04-14 |
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