CN105673229B - 用于混合动力电动车辆的废气再循环的控制方法 - Google Patents

用于混合动力电动车辆的废气再循环的控制方法 Download PDF

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CN105673229B
CN105673229B CN201510672467.5A CN201510672467A CN105673229B CN 105673229 B CN105673229 B CN 105673229B CN 201510672467 A CN201510672467 A CN 201510672467A CN 105673229 B CN105673229 B CN 105673229B
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exhaust gas
gas recirculation
load
pressure
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CN105673229A (zh
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柳印相
徐仁起
河京杓
金伯植
权奇荣
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Hyundai Motor Co
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
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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
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Abstract

用于混合动力电动车辆的废气再循环的控制方法包括检测进气歧管的压力。确定进气歧管的压力与大气压力之间的差值。确定引擎的负载，该引擎通过燃烧燃料和经由进气歧管提供的外界空气而产生扭矩。当差值小于或等于参考压力并且引擎的负载小于或等于参考负载时，根据引擎的旋转速度将废气再循环阀的打开率控制为第一值。

Description

用于混合动力电动车辆的废气再循环的控制方法
相关申请的交叉引证
本申请要求于2014年12月2日在韩国知识产权局提交的韩国专利申请第10-2014-0170348号的优先权，其全部内容通过引证结合于此。
技术领域
本公开涉及用于混合动力电动车辆的废气再循环的控制方法。更具体地，本公开涉及这样一种用于混合动力电动车辆的废气再循环的控制方法，即使进气歧管的压力增大也能稳定地控制废气再循环(EGR)阀。
背景技术
混合动力电动车辆使用两种或更多种不同的动力源，其为通过燃烧燃料获得驱动扭矩的引擎以及用电池电源获得驱动扭矩的马达。
混合动力电动车辆能够提供最优输出扭矩，这取决于在通过两个动力源(即，引擎和马达)驱动车辆时引擎和马达是如何运转的。
混合动力电动车辆具有废气再循环(EGR)系统，该废气再循环(EGR)系统将废气再循环到燃烧室中以降低燃料消耗。
混合动力电动车辆将引擎的制动平均有效压力控制在高水平以提高燃料效率并且将艾金森循环(Atkinson cycle)应用于进气和压缩过程。因此，与一般引擎车辆相比，可以将进气歧管的压力控制在高水平。
此外，当废气从排气管道再循环至进气管道时，节气阀由于流入新鲜空气而能更大程度地打开，从而可能进一步增大进气歧管的压力。
因此，在废气再循环阀的前侧与后侧之间产生压力差，这样使得可能降低控制废气再循环阀打开的稳定性。
此外，当关闭废气再循环阀以解决以上问题时，燃料消耗可能会增大并且废气的质量可能劣化。
在本背景技术部分中公开的以上信息仅用于增强对本发明的背景的理解，因此，其可能包含未构成在该国家对本领域技术人员已知的现有技术的信息。
发明内容
本公开致力于提供用于混合动力电动车辆的废气再循环的控制方法，其优点在于即使进气歧管的压力增大也能控制废气再循环(EGR)阀。
根据本发明构思的示例性实施方式，用于混合动力电动车辆的废气再循环的控制方法包括检测进气歧管的压力。确定进气歧管的压力与大气压力之间的差值。确定引擎的负载，该引擎通过燃烧燃料和经由进气歧管供应的外界空气而产生扭矩。当差值小于或等于参考压力并且引擎的负载小于或等于参考负载时，根据引擎的旋转速度将废气再循环阀的打开率控制为第一值。
该方法还可以包括当差值小于或等于参考压力并且引擎的负载大于参考负载时将废气再循环阀的打开率控制为0。
该方法还可以包括当差值大于参考压力时根据废气再循环阀的通量将废气再循环阀的打开率控制为第二值。
通过从总负载中减去马达的负载来确定引擎的负载。
根据引擎的旋转速度确定引擎的进气阀和排气阀的打开时间。
根据废气再循环阀的打开率确定引擎的点火时间。
根据引擎的最大负载确定引擎的进气阀和排气阀的打开时间。
在废气再循环阀的打开率为0的情况下确定引擎的点火时间。
如上所述，根据本发明构思的示例性实施方式，当进气歧管的压力大于预定压力时，可根据引擎的旋转速度将废气再循环阀控制在预定打开率，使得可以防止废气再循环阀因进气歧管的压力变化而产生振荡。
此外，在大负载条件下通过操作废气再循环阀而使废气再循环，所以可以提高混合动力电动车辆的燃料效率。
附图说明
图1是应用根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法的混合系统的示意图。
图2是示出了根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的系统的示意性框图。
图3是示出了根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法的流程图。
图4是示出了根据传统技术的废气再循环阀的打开率与进气歧管的压力之间关系的曲线图。
图5是示出了根据本发明构思的示例性实施方式的废气再循环阀的打开率与进气歧管的压力之间关系的曲线图。
具体实施方式
在下面的详细说明中，已经仅通过示意图示出并描述了本发明构思的仅某些示例性实施方式。如本领域技术人员应当认识到的，在不背离本公开的精神或范围的情况下，可以用各种不同的方式对所描述的实施方式进行修改。
在整个说明书以及所附的权利要求书中，除非有明确相反的说明，否则词语“包括(comprise)”以及诸如“包括(comprises)”或者“包括(comprising)”的变形应被理解为旨在包括所述元件，但并不排除任何其他的元件。
在整个说明书中，相同的参考标号表示相同的元件。
应当理解的是，本文中所使用的术语“车辆(vehicle)”或“车辆的(vehicular)”或其他类似术语包括广义的机动车辆包括混合动力车辆、插电式混合动力车辆以及其他替代燃料车辆(例如，使用源于非石油资源的燃料)。如本文中提及的，混合动力电动车辆是具有两个或多个动力源的车辆，例如，汽油动力和电力动力的车辆。
此外，应当理解的是，可通过至少一个控制器来执行一些方法。术语“控制器”指的是包括存储器和处理器的硬件装置，该硬件装置被配置为执行应当解释为其算法结构的一个或多个步骤。存储器被配置为存储算法步骤，并且处理器具体被配置为执行所述算法步骤以进行下文进一步描述的一个或多个进程。
此外，本公开的控制逻辑可体现为在计算机可读介质上的非易失性计算机可读介质，计算机可读介质包括由处理器、控制器等执行的可执行程序指令。计算机可读介质的实例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存、智能卡和光学数据存储装置。计算机可读介质也可分布在连接网络的计算机系统中，使得例如通过远程通信服务器(telematics server)或控制器局域网络(CAN)以分布式方式存储和执行计算机可读介质。
下文将参照附图详细描述本发明构思的示例性实施例。
图1是应用根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法的混合系统的示意图。
如图1中示出的混合系统是本发明构思的更好地理解且易于描述的示例性实施方式。因此，根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法不仅可以应用于如图1中示出的混合系统，而且也可应用于所有其他混合系统。
如在图1中示出的，应用根据本发明构思的示例性实施方式的用于控制混合动力电动车辆的扭矩减少的方法的混合系统包括混合控制单元(HCU)10、电子控制单元(ECU)12、马达控制单元(MCU)14、变速器控制单元(TCU)16、引擎20、引擎离合器22、马达24、变速器26、以及电池28。
HCU 10控制在混合动力电动车辆的整个操作中互相交换信息的其他控制器的操作，因此HCU 10通过与其他控制器合作控制引擎20和马达24的输出转矩。
ECU 12根据引擎20的条件(诸如，驾驶员的需求扭矩、冷却剂温度、以及引擎扭矩)来控制引擎20的整个操作。
MCU 14根据驾驶员的需求扭矩、混合动力电动车辆的驱动模式、以及电池28的SOC状态来控制马达24的整个操作。
TCU 16控制变速器26的整个操作，诸如，取决于引擎20和马达24的输出转矩的变速器26的转速比以及再生制动的量。
引擎20在运行时输出动力作为动力源。
引擎离合器22布置在引擎20与马达24之间以接收HCU 10的控制信号并且根据混合动力电动车辆的驱动模式选择性地连接引擎20和马达24。
马达24通过经由逆变器从电池28施加的三相交流电压而运转以产生扭矩，并且作为发电机运转并在下行模式(coast-down mode)中将可再生能源供应到电池28。
变速器26将通过耦接和释放引擎离合器22确定的引擎20的输出扭矩和马达24的输出扭矩的总和作为输入扭矩而供应，并且根据车辆速度和行驶状态选择换挡，从而将驱动力输出至驱动轮并且保持行驶。
电池28由多个单元电池组成并且存储高电压(例如，400V至450V DC)以用于将电压供应至马达24。
电池28将电压供应至马达24以用于在HEV模式中支持从引擎20输出的电力或者在EV模式中提供驱动力，并且通过再生制动能量充电。
如上文描述的混合系统对本领域技术人员是明显的，因此将省略对其的详细说明。
图2是示出根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的系统的示意性框图。
如在图2中示出的，根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的系统包括引擎20、马达24、点火时间改变装置(ignition timing varyingdevice，点火计时改变装置)30、阀操纵装置32、废气再循环阀34、节气阀36、以及控制器50。
点火时间改变装置30根据引擎20的状态来改变引擎20的点火时间，并且阀操纵装置32根据引擎20的状态通过加速或迟滞凸轮轴的旋转而控制进气阀和排气阀。
废气再循环阀34控制废气从排气管道再循环至进气管道的流动，并且节气阀36对提供给引擎20的空气量进行控制。
控制器50控制点火时间改变装置30、阀操纵装置32、废气再循环阀34、节气阀36、引擎20、以及马达24。
即，控制器50可以通过设置在混合动力电动车辆中的几个控制器之间的共同操作控制来执行稍后描述的根据本公开的用于混合动力电动车辆的废气再循环的控制方法。例如，可以使用作为顶部上级控制器的混合控制单元(HCU)、控制整体引擎操作的引擎控制单元(ECU)、以及控制驱动马达的整个操作的马达控制单元(MCU)。因此，为了方便描述，在本说明书和权利要求中，设置在混合动力电动车辆中的几个控制器被称为控制器50。
对于这样的目标，可以用通过预定程序操作的至少一个微处理器来实现控制器50，并且预定程序可以编程为执行根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法的每个步骤。
在下文中，将参考图3至图5详细描述根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法。
图3是示出根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法的流程图。
如在图3中所示出的，根据本发明构思的示例性实施方式的用于混合动力电动车辆的废气再循环的控制方法始于在步骤S200中检测进气歧管的压力开始。
进气歧管布置在引擎20的进气侧，所以进气歧管的一侧接收外界空气，并且进气歧管的另一侧连接至燃烧室。通常，由于吸取外界空气的操作，所以进气歧管的压力低于大气压力。
然而，当在压缩过程中应用艾金森循环并且使进气阀的关闭时间迟滞时，进气歧管的压力可能增大。
因此，通过废气再循环阀朝向进气歧管再循环的废气可以被无规律地供应。可以通过压力传感器来检测进气歧管的压力或者从根据运行状态的预定映射数据(map data)中选择进气歧管的压力。
当在步骤S200中检测到进气歧管的压力时，控制器50确定进气歧管的压力与大气压力之间的差值并且在步骤S210中将差值与参考压力进行比较。
当在步骤S210中差值大于参考压力时，在步骤S220中控制器50根据废气再循环阀34的通量将废气再循环阀34的打开控制为第二值。
在本发明构思的示例性实施方式中，控制器50通过使用再循环废气的通量、废气再循环阀34的前侧的压力、废气再循环阀34的前侧的温度、以及废气再循环阀34的前侧与后侧之间的压力比来确定废气再循环阀34的有效截面面积，并且基于废气再循环阀34的有效截面面积控制废气再循环阀的打开率。
此外，可参考再循环废气的通量为0的状态根据再循环废气的通量来确定引擎20的进气阀及排气阀的打开时间。
此外，可以根据再循环废气的通量来确定点火时间。
当在步骤S210中差值小于或等于参考压力时，在步骤S230中控制器50将引擎的负载与参考负载进行比较。
可以基于混合动力电动车辆的油门踏板的位置值来确定引擎的负载。
当在步骤S230中引擎的负载小于参考负载时，在步骤S240中，控制器50将废气再循环阀34的打开率控制为第一值。
换言之，控制器50将废气再循环阀34的打开率控制为与引擎20的旋转速度对应的固定值。
此外，可以根据引擎20的旋转速度来确定引擎20的进气阀及排气阀的打开时间，并且可以根据废气再循环阀的打开率来确定引擎的点火时间。
与此相反，当在步骤S230中引擎的负载大于或等于参考负载时，在步骤S240中控制器50控制废气再循环阀34关闭。即，控制器50将废气再循环阀34的打开控制为0。
此外，可以根据引擎20的最大负载确定引擎20的进气阀和排气阀的打开时间，并且可以根据引擎20的最大负载确定点火时间。
控制器50可以通过使用以下等式计算废气再循环的通量。
废气再循环的通量＝f{废气再循环阀的有效截面面积，废气再循环阀的前侧的压力，废气再循环阀的前侧的温度，废气再循环阀的前侧与后侧之间的压力比}
换言之，可以通过使用废气再循环阀的有效截面面积、废气再循环阀的前侧的压力、废气再循环阀的前侧的温度、以及废气再循环阀的前侧与后侧之间的压力比的函数来计算废气再循环的通量。
图4是示出根据传统技术的废气再循环阀的打开率与进气歧管的压力之间关系的曲线图，而图5是示出根据本发明构思的示例性实施方式的废气再循环阀的打开率与进气歧管的压力之间关系的曲线图。
在图4和图5中，横轴表示进气歧管的压力，而纵轴表示废气再循环阀的打开率。
如在图4中示出的，根据传统技术，当进气歧管的压力增大并且进气歧管的压力与大气压力之间的差值小于参考值时，废气再循环阀的打开率被控制为0。
因此，燃料消耗可能增大并且废气的质量可能劣化。
另一方面，如在图5中示出的，当进气歧管的压力与大气压力之间的差值大于参考值时，根据本发明构思的示例性实施方式的控制器50将废气再循环阀34的打开率控制为设定值。
因此，可以使废气稳定地再循环，从而可以提高混合动力电动车辆的废气的质量和燃料效率。
尽管结合了目前被认为是实践示例性实施方式描述了本发明，但应当理解，本发明不限于所公开的示例性实施方式。相反，本公开内容旨在涵盖包括在所附权利要求的精神和范围内的各种修改和等同布置。

Claims (7)

1.一种用于混合动力电动车辆的废气再循环的控制方法，包括：
检测进气歧管的压力；
确定所述进气歧管的压力与大气压力之间的差值；
确定引擎的负载，所述引擎通过燃烧燃料和经由所述进气歧管供应的外界空气而产生扭矩；以及
当所述差值小于或等于参考压力并且所述引擎的负载小于或等于参考负载时，根据所述引擎的旋转速度将废气再循环阀的打开率控制为第一值，
其中，所述控制方法还包括：
当所述差值小于或等于所述参考压力并且所述引擎的负载大于所述参考负载时，将所述废气再循环阀的打开率控制为0。
2.根据权利要求1所述的控制方法，还包括：
当所述差值大于所述参考压力时，根据所述废气再循环阀的通量将所述废气再循环阀的打开率控制为第二值。
3.根据权利要求1所述的控制方法，其中，通过从总负载中减去马达的负载来确定所述引擎的负载。
4.根据权利要求1所述的控制方法，其中，根据所述引擎的旋转速度确定所述引擎的进气阀和排气阀的打开时间。
5.根据权利要求1所述的控制方法，其中，根据所述废气再循环阀的打开率确定所述引擎的点火时间。
6.根据权利要求1所述的控制方法，其中，根据所述引擎的最大负载确定所述引擎的进气阀和排气阀的打开时间。
7.根据权利要求1所述的控制方法，其中，在所述废气再循环阀的打开率为0的情况下确定所述引擎的点火时间。
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