CN105620461A - 控制发动机离合器的装置和方法 - Google Patents
控制发动机离合器的装置和方法 Download PDFInfo
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- CN105620461A CN105620461A CN201510547097.2A CN201510547097A CN105620461A CN 105620461 A CN105620461 A CN 105620461A CN 201510547097 A CN201510547097 A CN 201510547097A CN 105620461 A CN105620461 A CN 105620461A
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- 239000007858 starting material Substances 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 6
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- 239000002360 explosive Substances 0.000 description 2
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- 230000005520 electrodynamics Effects 0.000 description 1
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- 230000003287 optical effect Effects 0.000 description 1
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract
本发明提供了一种控制发动机离合器的方法和装置。该方法包括:当发动机为停止时,确定是否满足发动机启动条件;以及当满足发动机起动条件时,通过操作混合启动器/发电机(HSG)来执行发动机启动操作。确定发动机转速是否大于或等于第一基准转速,以减少HSG扭矩。接着,确定发动机转速是否大于或等于第二基准转速,以计算发动机的目标转速。使用发动机的目标转速执行发动机的转速控制,同时确定是否满足发动机离合器接合条件。当满足发动机离合器接合条件时,接合发动机离合器。
Description
技术领域
本发明涉及一种用于控制发动机离合器的装置和方法。
背景技术
如在本领域中众所周知的,混合动力车使用内燃发动机和电池一起提供动力。换句话说,混合动力车辆使用内燃发动机的扭矩和电动机的扭矩的组合。一般来说,混合动力车辆包括发动机、电动机、被配置为调整发动机和电动机之间的扭矩的发动机离合器、变速器、差动齿轮装置、高压电池、被配置为启动发动机或基于发动机的输出产生动力的混合启动器/发电机(HSG:hybridstarter&generator)、以及车轮。该HSG可以指代一体化启动器/发电机(ISG:integratedstarter&generator)。
混合动力车辆能够:在电动车辆(EV)模式下行驶,在该模式下,通过基于根据对加速器踏板和制动器踏板的操控的加速或减速意图、车辆速度、电池的充电状态(SOC)等来接合或释放(例如,松开)发动机离合器,以此使用电动机的扭矩;在混合动力电动车辆(HEV)模式下行驶,在该模式下,发动机的扭矩被用作主动力,而电动机的扭矩被用作辅动力;以及在再生制动模式下行驶,在该模式下,在对车辆进行制动期间或车辆由于惯性而行驶期间,通过电动机的电能产生来回收制动和惯性能量,以对高压电池进行充电。由于混合动力车辆使用发动机的机械能和电池的电能两种动力,利用发动机和电动机的最佳工作区域,并且在制动时回收能量,因此可以提高燃料效率并且可以高效地使用能量。
在根据现有技术控制发动机离合器的方法中,当EV模式切换到HEV模式(即,当发动机启动)时,通过在发动机转速与电动机转速同步之后接合发动机离合器,以此可以确保驾驶性,防止在作为不同扭矩源的发动机和电动机之间传递扭矩时发生接合冲击。具体地,基于电动机的转速(即,发动机离合器的输出轴的转速),使用滤波器生成发动机的目标转速(即,发动机离合器的输入轴的目标转速),并且调整发动机的转速以跟踪(例如,对应于)该目标转速。然而,如图7所示,当发动机的目标转速是随时间变化的或发生扰动时,使用根据现有技术操作发动机离合器的方法进行精确控制可能是困难的。因此,可能会发生发动机转速的过冲,接合发动机离合器所需的时间增加,并且可能发生接合冲击。
上述在背景技术部分公开的信息仅用于增强对本发明的背景技术的理解,因此它可能包含不构成在该国中本领域技术人员已知的现有技术的信息。
发明内容
本发明提供了一种用于控制发动机离合器的装置和方法,其具有当混合动力车辆的模式从EV模式切换到HEV模式时减小接合发动机离合器所需的时间并且减小接合冲击的优点。
根据本发明的示例性实施例的用于控制发动机离合器的方法可以包括以下步骤:当发动机为停止时,确定是否满足发动机启动条件;当满足发动机启动条件时,通过驱动混合启动器/发电机(HSG)来执行发动机启动操作;确定发动机转速是否大于或等于第一基准转速;当发动机转速大于或等于第一基准转速时,减少HSG扭矩;确定发动机转速是否大于或等于第二基准转速;当发动机转速大于或等于第二基准转速时,计算发动机的目标转速;使用发动机的目标转速来执行发动机的转速控制;当执行转速控制时,确定是否满足发动机离合器接合条件;以及当满足发动机离合器接合条件时,接合发动机离合器。
通过驱动HSG来执行发动机启动操作的步骤可以包括,通过保持最大HSG扭矩来增加发动机转速。该方法还可以包括以下步骤:当发动机转速小于第一基准转速时,继续保持最大HSG扭矩。计算发动机的目标转速的步骤可以包括:当发动机转速达到第二基准转速时,基于第二基准转速和电动机转速来计算初始偏移;划分初始偏移以生成偏移输入;以及对偏移输入进行内插,以生成内插的偏移输入。
划分初始偏移以生成偏移输入的步骤可以包括:将从0到初始偏移的范围划分成多个子范围;确定与各子范围对应的斜率;以及生成按所确定的斜率增加的偏移输入。划分初始偏移以生成偏移输入的步骤可以包括:计算与初始偏移的第一预设比例对应的第一值;计算与初始偏移的第二预设比例对应的第二值;生成按第一斜率增加的偏移输入,直到偏移输入从0达到第一值;当偏移输入达到第一值时,生成按第二斜率增加的偏移输入,直到偏移输入从第一值达到第二值;以及当偏移输入达到第二值时,生成按第三斜率增加的偏移输入,直到偏移输入从第二值达到初始偏移。
第一斜率可以通过考虑(例如,基于)当发动机转速达到第二基准转速时的发动机转速的斜率来确定。第二斜率Δ2可以通过在满足公式的值中考虑(例如,基于)第一斜率来确定,其中MaxTQ是在当前行驶状态下包含发动机和HSG的扭矩源输出的最大扭矩,J是发动机离合器的输入轴的转动惯量。第三斜率可以通过考虑(例如,基于)第二斜率和电动机转速的斜率来确定。
划分初始偏移以生成偏移输入的步骤可以包括:基于初始偏移来确定发动机离合器的接合完成时的目标时刻;将从发动机转速达到第二基准转速的时刻到目标时刻的区间划分成多个子区间;确定与各子区间对应的斜率;以及生成按所确定的斜率增加的偏移输入。
多个子区间可以包括第一子区间、第二子区间和第三子区间,并且可以通过考虑当发动机转速达到第二基准转速时的发动机转速的斜率来确定与第一子区间对应的第一斜率。可以通过在满足公式的值中考虑第一斜率来确定与第二子区间对应的第二斜率Δ2,其中MaxTQ是在当前行驶状态下包含发动机和HSG的扭矩源输出的最大扭矩,J是发动机离合器的输入轴的转动惯量。可以通过考虑第二斜率和电动机转速的斜率来确定与第三子区间对应的第三斜率。
计算发动机的目标转速的步骤还可以包括:计算电动机转速和初始偏移之间的差值;以及将内插的偏移输入加上电动机转速和初始偏移之间的差值。执行发动机的转速控制的步骤包括:计算发动机的目标转速和发动机的当前转速之间的差值;使用发动机的目标转速和发动机的当前转速之间的差值来计算反馈控制输入;使用发动机离合器的输入轴的转动惯量和发动机的目标转速来计算前馈控制输入;基于发动机的当前转速,使用逆标称模型和至少一个低通滤波器来计算扰动控制输入;以及使用反馈控制输入、前馈控制输入和扰动控制输入来计算扭矩命令。
特别地,逆标称模型可以被设计成满足公式其中J是发动机离合器的输入轴的转动惯量。低通滤波器Q(s)可以被设计成满足公式其中n大于或等于m,ah和bg是设计参数并且被设计成在扰动中所包括的最大频率wm或其之下的频率处,满足公式
当满足公式|WO-WI|≤W1时,可以满足发动机离合器接合条件,其中WO是电动机转速,WI是发动机转速,W1是第一预设值。当同时满足公式|WO-WI|≤W1和时,可以满足发动机离合器接合条件,其中WO是电动机转速,WI是发动机转速,W1是第一预设值,W2是第二预设值。
根据本发明的示例性实施例的用于控制发动机离合器的装置可以包括:数据检测器,其被配置为检测用于操作发动机离合器的数据;扭矩源,其连接到发动机离合器的输入轴并且包含发动机和混合启动器/发电机(HSG);以及控制器,其通过预定程序进行动作以基于数据来操作发动机离合器。
如上所述,根据本发明的示例性实施例,当混合动力车辆的模式从EV模式切换到HEV模式时,通过使用发动机的转速调节,可以减小接合发动机离合器所需的时间并且减小接合冲击。
附图说明
从下面结合附图进行的详细描述中,本公开的上述目的、特征和优点以及其它目的、特征和优点将更加清楚。
图1是示出根据本发明的示例性实施例的混合动力车辆的结构的示例性方框图;
图2是示出根据本发明的示例性实施例的控制发动机离合器的方法的示例性流程图;
图3是用于解释根据本发明的示例性实施例的控制发动机离合器的方法的示例性图示;
图4是示出根据本发明的示例性实施例的控制发动机转速的方法的示例性流程图;
图5是用于解释根据本发明的示例性实施例的产生偏移输入的示例性图示;
图6是示出根据本发明的示例性实施例的发动机转速和电动机转速的示例性图示;以及
图7是示出根据现有技术的发动机转速和电动机转速的示例性图示。
符号说明
10:发动机
20:电动机
30:发动机离合器
40:变速器
50:电池
60:HSG
70:差动齿轮装置
80:车轮
90:数据检测器
100:控制器
具体实施方式
应当理解,在此使用的术语“车辆”或“车辆的”或者其他类似的术语包括一般机动车辆,例如客运汽车(包括运动型多功能车辆(SUV))、公共汽车、卡车、各种商用车辆、水运工具(包括各种艇和船)、飞机等,并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其他替代燃料车辆(例如,从石油以外的资源得到的燃料)。如在此提到的,混合动力车辆是具有两个或更多个动力源的车辆,例如,既有汽油动力又有电动力的车辆。
虽然示例性实施例被描述为使用多个单元来执行示例性过程,但是应当理解,示例性过程也可以由一个或复数个模块执行。此外,应当理解,术语控制器/控制单元是指包括存储器和处理器的硬件设备。存储器被配置为存储模块,并且处理器被具体配置为运行所述模块以执行下面进一步描述的一个或多个过程。而且,本发明的控制逻辑可以被体现为计算机可读介质上的非暂时性计算机可读媒介,其包含可执行程序指令,可执行程序指令由处理器、控制器/控制单元等执行。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光学数据存储设备。计算机可读记录介质也可以分布在与计算机系统耦合的网络中,使得计算机可读媒介以分布式方式例如由远程信息处理服务器或者控制器局域网(CAN)存储和执行。
在此使用的术语只是出于描述特定实施例的目的,并非意图限制本发明。如在此使用的,单数形式“一”、“一个/一种”以及“该/所述”意在也包括复数形式,除非上下文清楚地指出。还应当理解,当在本说明书中使用时,术语“包括”和/或“包含”指明所叙述的特征、整数、步骤、操作、元素和/或部件的存在,但不排除存在或增加一个或多个其他特征、整数、步骤、操作、元素、部件和/或其群组。如本文所使用的,术语“和/或”包括一个或多个相关所列项的任何和所有结合。
除非具体说明或者从上下文显而易见,否则如在此使用的,术语“大约”被理解为在本领域正常公差的范围内,例如,在平均值的2个标准方差内。“大约”可以被理解为在所叙述的值的10%、9%、8%、7%、6%、5%、4%、3%、2%、1%、0.5%、0.1%、0.05%或者0.01%内。除非从上下文清楚地得出,否则在此提供的所有数值均由术语“大约”修饰。
在下文中,将参照附图更全面地描述本发明,在附图中示出了本发明的示例性实施例。如本领域技术人员将认识到的,所描述的示例性实施例能够以各种不同的方式进行修改,所有这些都不脱离本发明的精神或范围。此外,由于附图中所示的每个部件出于方便描述而被任意地示出,因此本发明并不特定限于附图中所示的部件。
图1是示出根据本发明的示例性实施例的混合动力车辆的结构的示例性方框图。如图1所示,根据本发明的示例性实施例的混合动力车辆可以包括:发动机10、电动机20、被配置为调整发动机10和电动机20之间的扭矩的发动机离合器30、变速器40、电池50、混合启动器/发电机(HSG)60、差动齿轮装置(DG)70、车轮80、数据检测器90和控制器100。
发动机10可以被配置为燃烧燃料以产生动力,并且诸如汽油发动机、柴油发动机和LPI发动机的各种发动机可以被用作发动机10。关于混合动力车辆的扭矩传递,从发动机10和电动机20产生的扭矩可以被选择性地传递到变速器40的输入轴,而从变速器40的输出轴输出的扭矩可以经由差动齿轮装置70传递到车轴。车轴可以被配置为使车轮80旋转,从而通过从发动机10和/或电动机20产生的扭矩来使混合动力车辆行驶。
电池50可以被配置为在EV模式和HEV模式下向电动机20提供电力,并且可以在再生制动模式下用从电动机回收电力来进行充电。HSG60可以被配置为启动发动机10或基于发动机10的输出来产生电力。发动机离合器30可以被设置在发动机10和电动机20之间。发动机离合器30的输入轴可以连接到发动机10,并且发动机离合器30的输出轴可以连接到电动机20。
在本说明书中,将包含连接到发动机离合器30的输入轴以产生扭矩的发动机10和HSG60的构成称为扭矩源5。数据检测器90可以被配置为检测用于操作发动机离合器30的数据,并且从数据检测器90检测到的数据可以被发送到控制器100。数据检测器90可以包括加速器踏板位置检测器91、制动器踏板位置检测器92、车辆速度检测器93、充电状态(SOC)检测器94、电动机转速检测器95和发动机转速检测器96。具体地,各种检测器可以是本领域技术人员公知的传感器。各种传感器可以由控制器操作,以便控制器检测由传感器获得或收集到的数据。
加速器踏板位置检测器91可以被配置为检测或感测加速器踏板的位置值(例如,加速器踏板的接合度或施加在加速器踏板上的压力量),并且将与其对应的信号发送到控制器100。当加速器踏板被完全接合时,加速器踏板的位置值可以是100%,并且当加速器踏板被松开时(例如,没有压力施加在踏板上或踏板被释放),加速器踏板的位置值可以是0%。制动器踏板位置检测器92可以被配置为检测或感测制动器踏板的位置值(例如,制动器踏板的接合度),并且将与其对应的信号发送到控制器100。当制动器踏板被完全接合时,制动器踏板的位置值可以是100%,并且当制动踏板被松开时(例如,释放),制动踏板的位置值可以是0%。
车辆速度检测器93可以被配置为检测或感测车辆速度,并且将与其对应的信号发送到控制器100。车辆速度检测器93可以被安装在车轮80处。SOC检测器94可以被配置为检测或确定电池50的SOC,并且将与其对应的信号发送到控制器100。另外,SOC检测器94可以被配置为测量电池50的电流和电压,从而根据电流和电压来估计电池50的SOC,然后将该数据发送到控制器。电动机转速检测器95可以被配置为检测电动机转速(即,发动机离合器30的输出轴的转速),并且将与其对应的信号发送到控制器100。发动机转速检测器96可以被配置为检测发动机转速(即,发动机离合器30的输入轴的转速),并且将与其对应的信号发送到控制器100。
此外,控制器100可以被配置为基于混合动力车辆的运转条件来调整发动机10的转速和电动机200的转速,并且在EV模式和HEV模式之间执行模式切换。控制器100可以由通过预定程序而动作的一个或多个微处理器来实现。预定程序可以包括用于执行下面将要描述的根据本发明的示例性实施例的控制发动机离合器30的方法中所包括的每个步骤的一系列命令。
在下文中,将参考图2到图6详细描述一种用于控制混合动力车辆中的发动机离合器的方法。
图2是示出根据本发明的示例性实施例的控制发动机离合器的方法的示例性流程图,图3是示出根据本发明的示例性实施例的控制发动机离合器的方法的示例性图示,图4是示出根据本发明的示例性实施例的调整发动机转速的方法的示例性流程图,图5是示出根据本发明的示例性实施例的产生偏移输入的示例性图示,以及图6是示出根据本发明的示例性实施例的发动机转速和电动机转速的示例性图示。
参照图2到图6,根据本发明的示例性实施例的用于控制发动机离合器的方法可以包括:在步骤S10处,在发动机10为停止时,由控制器确定是否满足发动机启动条件。发动机启动条件可以包括请求从EV模式切换到HEV模式的条件。例如,可以通过考虑驾驶者的需求动力、电池50的SOC等来设置发动机启动条件。驾驶者的需求动力可以基于需求扭矩和车辆速度来计算。
当在步骤S10处不满足发动机启动条件时,控制器100可以终止根据本发明的示例性实施例的控制发动机离合器30的方法。换句话说,发动机10可以保持在停止状态。当在步骤S10处满足发动机启动条件时,在步骤S20处,控制器100可以被配置为通过驱动HSG60来执发动机启动操作。具体地,控制器100可以被配置为保持最大HSG扭矩以增加发动机转速WI。最大HSG扭矩是HSG60可以输出的最大扭矩,并且可以基于电池50的SOC而改变。
此外,在步骤S30处,控制器100可以被配置为将发动机转速WI与第一基准转速α进行比较。第一基准转速α可以由本领域技术人员根据可应用于根据本发明的示例性实施例的控制发动机离合器的方法的车辆类型和发动机类型来设置。当在步骤S30处,发动机转速WI小于第一基准转速α时,控制器100可以被配置为继续保持HSG最大扭矩。
当在步骤S30处,发动机转速WI大于或等于第一基准转速α时,在步骤S40处,控制器100可以被配置为降低HSG扭矩。具体地,控制器100可以被配置为将HSG的扭矩降低到约初始HSG扭矩命令β。该初始HSG扭矩命令β可以是当控制器100进入发动机离合器30的转速控制区间时的HSG扭矩命令。初始HSG扭矩命令β可以通过实验预先确定。特别地,初始HSG扭矩命令β可以通过用下文将描述的第一子区间中的偏移输入Offset1的斜率与电动机转速WO的斜率之和乘以发动机离合器30的输入轴的转动惯量(inertia)来确定。
接着,在步骤S50处,控制器100可以被配置为使用燃料的燃烧来产生发动机扭矩。当产生发动机扭矩时(即,在发动机膨胀(explosion)区间期间),在步骤S60处,控制器100可以被配置为确定是否满足转速控制进入条件。当发动机转速WI大于或等于第二基准转速γ时,可以满足转速控制进入条件。第二基准转速γ可以是在发动机扭矩可以被调整时的初始发动机转速。第二基准转速γ可以由本领域技术人员根据可应用于根据本发明的示例性实施例的控制发动机离合器的方法的车辆类型和发动机类型来设置。
当在步骤S60处,发动机转速WI小于第二基准转速γ时,控制器100可以从步骤S40重新开始。当在步骤S60处,发动机转速WI大于或等于第二基准转速γ时,在步骤S70处,控制器100可以被配置为计算发动机10的目标转速WI_Target。在下文中,将详细描述产生发动机10的目标转速廓线(profile)的过程。
满足转速控制进入条件的时刻可以指代初始时刻t0。换句话说,初始时刻t0可以是当发动机转速WI达到第二基准转速γ时的时刻。在步骤S702处,控制器100接着可以被配置为基于在初始时刻t0处的电动机转速WO_t0和发动机转速WI_t0(即,第二基准转速γ)来计算初始偏移Init_Offset。具体地,初始偏移Init_Offset可以是通过从电动机转速WO_t0减去第二基准转速γ来确定的值。
此外,控制器100可以被配置为使用初始偏移Init_Offset和电动机转速WO来产生发动机10的目标转速廓线。控制器100可以包括偏移划分器102和插值滤波器104。在步骤S704处,控制器100可以被配置为划分初始偏移Init_Offset,以产生偏移输入Offset1。此外,在步骤S706处,控制器100可以被配置为对偏移输入Offset1进行内插,以产生内插的偏移输入Offset2。下文中,将参考图5描述产生偏移输入Offset1和Offset2的过程。
控制器100可以被配置为按下述两种方案来划分初始偏移Init_Offset以生成偏移输入Offset1。
1)划分从0到初始偏移Init_Offset的范围的方法
控制器100可以被配置为将从0到初始偏移Init_Offset的范围划分成多个子范围。图5示出了从0到初始偏移Init_Offset的范围可以被划分成3个子范围,但是本发明不限于此。从0到初始偏移Init_Offset的范围可以被划分成可应用于本发明的技术精神的更多或更少的子范围。
控制器100可以被配置为确定与每个子范围对应的斜率,并且可以被配置为生成按所确定的斜率增加的偏移输入Offset1。由于发动机10的目标转速WI_Target的突然变化可能会产生将发动机10连接到HSG60的皮带的滑移或发动机转速WI的过冲,因此可以基于这种考虑来确定与每个子范围对应的斜率。例如,控制器100可以被配置为计算与初始偏移Init_Offset的第一预设比例c1对应的第一值Y1和与初始偏移Init_Offset的第二预设比例c2对应的第二值Y2。
此外,控制器100可以被配置为生成如下偏移输入Offset1,该偏移输入按第一斜率Δ1增加,直到偏移输入Offset1从0达到第一值Y1。第一斜率Δ1可以基于在发动机膨胀区间中的发动机转速WI的斜率来确定。换句话说,第一斜率Δ1可以被确定为防止在初始时刻t0之前和之后发动机转速WI的过冲。
当偏移输入Offset1达到第一值Y1时,控制器100可以被配置为生成如下偏移输入Offset1,该偏移输入按第二斜率Δ2增加,直到偏移输入Offset1从第一值Y1达到第二值Y2。第二斜率Δ2可以在满足以下公式1的值中基于第一斜率Δ1来确定。
公式1
其中,MaxTQ是在当前行驶状态下扭矩源5可以输出的最大扭矩,并且J是发动机离合器30的输入轴的转动惯量(例如,从扭矩源5到发动机离合器30的整个转动惯量)。转动惯量J可以通过实验预先确定。
当偏移输入Offset1达到第二值Y2时,控制器100可以被配置为生成如下偏移输入Offset1,该偏移输入按第三斜率Δ3增加,直到偏移量输入Offset1从第二值Y2达到初始偏移Init_Offset。第三斜率Δ3可以通过考虑第二斜率Δ2和电动机转速WO的斜率来确定。换句话说,第三斜率Δ3可以被确定以防止在发动机离合器30的接合完成之前和之后发动机转速WI的过冲。因此,偏移输入Offset1可以被生成为随着时间的推移而增加的值。
2)确定发动机离合器30的接合完成时的目标时刻tf的方法
控制器100可以被配置为基于初始偏移Init_Offset来确定发动机离合器30的接合完成时的目标时刻tf。接着,控制器100可以被配置为将从初始时刻t0到目标时刻tf之间的区间划分成多个子区间。图5示出了从初始时刻t0到目标时刻tf之间的区间被划分成3个子区间,但是本发明不限于此。从初始时刻t0到目标时刻tf之间的区间可以被划分成更多或更少的子区间。
此外,控制器100可以被配置为确定与每个子区间对应的斜率,并且生成按所确定的斜率增加的偏移输入Offset1。例如,多个子区间可以包括第一子区间、第二子区间和第三子区间。控制器100可以被配置为确定第一时刻t1和第二时刻t2以防止在初始时刻t0之前和之后发动机转速WI的过冲、以及在目标时刻tf之前和之后发动机转速WI的过冲。具体地,控制器100可以被配置为使用下列公式2和公式3来确定第一时刻t1和第二时刻t2。
公式2
Init_Offset=Δ1×(t1-t0)+Δ2×(t2-t1)+Δ3×(tf-t2)
公式3
t2=c3×t1
其中,c3可以通过实验被确定为具有本领域技术人员确定的比例。与划分从0到初始偏移Init_Offset的范围的方法类似,控制器100可以被配置为确定与第一子区间对应的第一斜率Δ1、与第二子区间对应的第二斜率Δ2、以及与第三子区间对应的第三斜率Δ3。换句话说,第一斜率Δ1可以通过考虑发动机膨胀区间中的发动机转速WI的斜率来确定,第二斜率Δ2可以在满足公式1的值中通过考虑第一斜率Δ1来确定,并且第三斜率Δ3可以通过考虑第二斜率Δ2和电动机转速WO的斜率来确定。由于初始偏移Init_Offset、初始时刻t0和目标时刻tf可以被预先确定,因此控制器100可以被配置为确定第一时刻t1和第二时刻t2,它们是公式2和公式3的两个未知值。
控制器100可以另外被配置为生成如下偏移输入Offset1,该偏移输入从初始时刻t0到第一时刻t1按第一斜率Δ1增加,从第一时刻t1到第二时刻t2按第二斜率Δ2增加,并且从第二时刻t2到目标时刻tf按第三斜率Δ3增加。因此,偏移输入Offset1可以被生成为随着时间的推移(即,相对于时间)而增加的值。
当生成偏移输入Offset1时,在步骤S706处,控制器100可以被配置为使用插值滤波器104来对偏移输入Offset1进行内插,以使偏移输入Offset1平滑地改变。插值滤波器104可以包括低通滤波器(LPF),但是本发明不限于此。插值滤波器104可以使用样条插值法。
在步骤S708处,控制器100还可以被配置为计算电动机转速WO和初始偏移Init_Offset之间的差值WD1。在步骤S710处,控制器100还可以被配置为使用电动机转速WO和初始偏移Init_Offset来计算发动机10的目标转速WI_Target。具体地,控制器100可以被配置为将内插的偏移输入Offset2加上差值WD1来计算发动机10的目标转速WI_Target。当在步骤S70处计算出发动机10的目标转速WI_Target时,在步骤S80处,控制器100可以被配置为使用该目标转速WI_Target来执行发动机10的转速控制。
此外,控制器100可以被配置为在步骤S802处,接收发动机10的当前转速WI_Current,并且在步骤S804处,计算发动机10的目标转速WI_Target和发动机10的当前转速WI_Current之间的差值WD2。接着,控制器100可以被配置为在步骤S806处,使用该差值WD2来计算反馈控制输入Ufb。换句话说,控制器100可以包括比例积分微分(PID)控制器106,其被配置为接收差值WD2以输出反馈控制输入Ufb。然而,本发明的精神不限于此。代替PID控制器106,能够执行反馈控制的配置可应用于本发明的技术精神。
此外,在步骤S808处,控制器100可以被配置为使用发动机离合器30的输入轴的转动惯量J和发动机10的目标转速WI_Target来计算前馈控制输入Uff。换句话说,控制器100可以包括微分器108,其被配置为接收发动机10的目标转速WI_Target以输出目标转速WI_Target的微分值。接着,控制器100可以被配置为通过将转动惯量J乘以该微分值来计算前馈控制输入Uff。
控制器100可以包括扭矩源5的逆标称模型(nominalinversemodel)110以及去除扰动d(即,未知项)的低通滤波器112和114中的至少一个。低通滤波器Q(s)112和114可以被设计成满足下述公式4。
公式4
其中,n大于或等于m,ah和bg是设计参数并且被设计为在扰动d中所包括的最大频率wm或其之下,满足下述公式5。
公式5
逆标称模型被设计为满足下述公式6。
公式6
其中,J是发动机离合器30的输入轴的转动惯量。
换句话说,转矩源5的标称模型被设计为满足下述公式7。
公式7
在步骤S810处,控制器100可以被配置为基于发动机10的当前转速WI_Current,使用逆标称模型110和低通滤波器112和114来计算扰动控制输入Ud。接着,在步骤S812处,控制器100可以被配置为使用反馈控制输入Ufb、前馈控制输入Uff和扰动控制输入Ud来计算扭矩命令U。扭矩源5可以被配置为基于扭矩命令U来产生扭矩。扭矩命令U可以被适当地分配到发动机10和HSG60。
此外,在步骤S814处,控制器100可以被配置为从发动机转速检测器96接收发动机10的当前转速WI_Current。如图6所示,发动机转速WI可以增加到与电动机转速WO大约相同的转速。在执行发动机10的转速控制时,在步骤S90处,控制器100可以被配置为确定是否满足发动机离合器的接合条件。当满足下述公式8时,可以满足发动机离合器的接合条件。
公式8
|WO-WI|≤W1
其中,WO是电动机转速,WI是发动机转速,以及W1是第一预设值。
第一预设值W1可以由本领域技术人员基于可适用于根据本发明的示例性实施例的控制发动机离合器的方法的车辆类型和发动机10类型来设置。换句话说,控制器100可以被配置为当发动机转速与电动机转速同步时,完成发动机10的转速控制。替换地,当同时满足公式8和下述公式9时,可以满足发动机离合器的接合条件。
公式9
其中W2是第二预设值。
第二预设值W2可以由本领域技术人员基于可应用于根据本发明的示例性实施例的控制发动机离合器的方法的车辆类型和发动机10类型来设置。换句话说,控制器100可以被配置为通过在发动机转速的斜率与电动机转速的斜率同步时接合发动机离合器30,与发动机转速和电动机转速同步相比,减少接合冲击。当在步骤S90处不满足发动机离合器接合条件时,控制器100可以被配置为继续执行发动机10的转速控制。当在步骤S90处满足发动机离合器接合条件时,在步骤S100处,控制器100可以被配置为接合发动机离合器30。之后,控制器100可以被配置为执行扭矩控制以满足驾驶者需求扭矩。
如上所述,根据本发明的示例性实施例,当模式从EV模式切换到HEV模式时,通过使用发动机10的转速控制,可以减小接合发动机离合器30所需的时间,并且可以减小接合冲击。
虽然结合目前被认为是示例性实施例的内容描述了本发明,但是应当理解,本发明并不限于所公开的示例性实施例,相反,意在覆盖权利要求的精神和范围内所包括的各种修改和等同布置。
Claims (21)
1.一种控制发动机离合器的方法,所述方法包括以下步骤:
当发动机为停止时,由控制器确定是否满足发动机启动条件;
当满足发动机启动条件时,由所述控制器通过操作混合启动器/发电机(HSG)来执行发动机启动操作;
由所述控制器确定发动机转速是否大于或等于第一基准转速;
当发动机转速大于或等于所述第一基准转速时,由所述控制器减少HSG扭矩;
由所述控制器确定发动机转速是否大于或等于第二基准转速;
当发动机转速大于或等于所述第二基准转速时,由所述控制器计算发动机的目标转速;
由所述控制器使用所述发动机的目标转速来执行发动机的转速控制;
当执行转速控制时,由所述控制器确定是否满足发动机离合器接合条件;以及
当满足发动机离合器接合条件时,由所述控制器接合发动机离合器。
2.如权利要求1所述的方法,其中通过操作HSG来执行发动机启动操作的步骤包括:
由所述控制器通过保持最大HSG扭矩来增加发动机转速。
3.如权利要求2所述的方法,还包括以下步骤:
当发动机转速小于所述第一基准转速时,由所述控制器继续保持所述最大HSG扭矩。
4.如权利要求1所述的方法,其中计算发动机的目标转速的步骤包括:
当发动机转速达到所述第二基准转速时,由所述控制器基于所述第二基准转速和电动机转速来计算初始偏移;
由所述控制器划分所述初始偏移以生成偏移输入;以及
由所述控制器对偏移输入进行内插,以生成内插的偏移输入。
5.如权利要求4所述的方法,其中划分所述初始偏移以生成偏移输入的步骤包括:
由所述控制器将从0到所述初始偏移的范围划分成多个子范围;
由所述控制器确定与各子范围对应的斜率;以及
由所述控制器生成按所确定的斜率增加的偏移输入。
6.如权利要求4所述的方法,其中划分所述初始偏移以生成偏移输入的步骤包括:
由所述控制器计算与所述初始偏移的第一预设比例对应的第一值;
由所述控制器计算与所述初始偏移的第二预设比例对应的第二值;
由所述控制器生成按第一斜率增加的偏移输入,直到偏移输入从0达到所述第一值;
当偏移输入达到所述第一值时,由所述控制器生成按第二斜率增加的偏移输入,直到偏移输入从所述第一值达到所述第二值;以及
当偏移输入达到所述第二值时,由所述控制器生成按第三斜率增加的偏移输入,直到偏移输入从所述第二值达到所述初始偏移。
7.如权利要求6所述的方法,其中所述第一斜率是通过考虑当发动机转速达到所述第二基准转速时的发动机转速的斜率来确定的。
8.如权利要求6所述的方法,其中所述第二斜率Δ2是在满足公式的值中通过考虑所述第一斜率来确定的,
其中MaxTQ是在当前行驶状态下包含发动机和HSG的扭矩源输出的最大扭矩,J是发动机离合器的输入轴的转动惯量。
9.如权利要求6所述的方法,其中所述第三斜率是通过考虑所述第二斜率和电动机转速的斜率来确定的。
10.如权利要求4所述的方法,其中划分所述初始偏移以生成偏移输入的步骤包括:
由所述控制器基于所述初始偏移来确定发动机离合器的接合完成时的目标时刻;
由所述控制器将从发动机转速达到所述第二基准转速的时刻到所述目标时刻的区间划分成多个子区间;
由所述控制器确定与各子区间对应的斜率;以及
由所述控制器生成按所确定的斜率增加的偏移输入。
11.如权利要求10所述的方法,其中所述多个子区间包括第一子区间、第二子区间和第三子区间,并且
通过考虑当发动机转速达到所述第二基准转速时的发动机转速的斜率来确定与所述第一子区间对应的第一斜率。
12.如权利要求11所述的方法,其中在满足公式的值中通过考虑所述第一斜率来确定与所述第二子区间对应的第二斜率Δ2,
其中MaxTQ是在当前行驶状态下包含发动机和HSG的扭矩源输出的最大扭矩,J是发动机离合器的输入轴的转动惯量。
13.如权利要求12所述的方法,其中通过考虑所述第二斜率和电动机转速的斜率来确定与所述第三子区间对应的第三斜率。
14.如权利要求4所述的方法,其中计算发动机的目标转速的步骤还包括:
由所述控制器计算电动机转速和初始偏移之间的差值;以及
由所述控制器将内插的偏移输入加上电动机转速和初始偏移之间的差值。
15.如权利要求1所述的方法,其中执行发动机的转速控制的步骤包括:
由所述控制器计算发动机的目标转速和发动机的当前转速之间的差值;
由所述控制器使用发动机的目标转速和发动机的当前转速之间的差值来计算反馈控制输入;
由所述控制器使用发动机离合器的输入轴的转动惯量和发动机的目标转速来计算前馈控制输入;
由所述控制器基于发动机的当前转速,使用逆标称模型和至少一个低通滤波器来计算扰动控制输入;以及
由所述控制器使用所述反馈控制输入、所述前馈控制输入和所述扰动控制输入来计算扭矩命令。
16.如权利要求15所述的方法,其中所述逆标称模型被设计成满足公式
其中J是发动机离合器的输入轴的转动惯量。
17.如权利要求15所述的方法,其中所述低通滤波器Q(s)被设计成满足公式
其中n大于或等于m,ah和bg是设计参数并且被设计成在扰动中所包括的最大频率wm以下的频率下,满足公式
18.如权利要求1所述的方法,其中当满足公式|WO-WI|≤W1时,满足发动机离合器接合条件,
其中WO是电动机转速,WI是发动机转速,W1是第一预设值。
19.如权利要求1所述的方法,其中当同时满足公式|WO-WI|≤W1和时,满足发动机离合器接合条件,
其中WO是电动机转速,WI是发动机转速,W1是第一预设值,W2是第二预设值。
20.一种用于控制发动机离合器的装置,其包括:
数据检测器,其被配置为检测用于操作发动机离合器的数据;
扭矩源,其连接到发动机离合器的输入轴并且包含发动机和混合启动器/发电机(HSG);以及
控制器,其通过预定程序进行动作以基于所述数据来操作发动机离合器,其中所述预定程序包括用于执行操作发动机离合器的方法的一系列命令,所述方法包括以下步骤:
当发动机为停止时,确定是否满足发动机启动条件;
当满足发动机启动条件时,通过操作HSG来执行发动机启动操作;
确定发动机转速是否大于或等于第一基准转速;
当发动机转速大于或等于所述第一基准转速时,减少HSG扭矩;
确定发动机转速是否大于或等于第二基准转速;
当发动机转速大于或等于所述第二基准转速时,计算发动机的目标转速;
使用发动机的目标转速执行发动机的转速控制;
当执行转速控制时,确定是否满足发动机离合器接合条件;以及
当满足发动机离合器接合条件时,接合发动机离合器。
21.一种包含由控制器执行的程序指令的非暂时性计算机可读介质,所述计算机可读介质包括:
当发动机为停止时,确定是否满足发动机启动条件的程序指令;
当满足发动机启动条件时,通过操作混合启动器/发电机(HSG)来执行发动机启动操作的程序指令;
确定发动机转速是否大于或等于第一基准转速的程序指令;
当发动机转速大于或等于所述第一基准转速时,减少HSG扭矩的程序指令;
确定发动机转速是否大于或等于第二基准转速的程序指令;
当发动机转速大于或等于所述第二基准转速时,计算发动机的目标转速的程序指令;
使用发动机的目标转速执行发动机的转速控制的程序指令;
当执行转速控制时确定是否满足发动机离合器接合条件的程序指令;以及
当满足发动机离合器接合条件时接合发动机离合器的程序指令。
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KR101646116B1 (ko) | 2016-08-12 |
CN105620461B (zh) | 2019-08-09 |
EP3088228B1 (en) | 2020-12-02 |
US20160137191A1 (en) | 2016-05-19 |
KR20160059829A (ko) | 2016-05-27 |
US10479352B2 (en) | 2019-11-19 |
EP3088228A2 (en) | 2016-11-02 |
EP3088228A3 (en) | 2017-03-15 |
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