CN105752074B - 基于再生制动请求的变矩器离合器容量 - Google Patents

基于再生制动请求的变矩器离合器容量 Download PDF

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Publication number
CN105752074B
CN105752074B CN201610007163.1A CN201610007163A CN105752074B CN 105752074 B CN105752074 B CN 105752074B CN 201610007163 A CN201610007163 A CN 201610007163A CN 105752074 B CN105752074 B CN 105752074B
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torque
clutch
vehicle
torque converter
engine
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CN105752074A (zh
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伯纳德·D·内佛西
弗朗西斯·托马斯·康诺利
邝明朗
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
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Abstract

本申请公开基于再生制动请求的变矩器离合器容量。一种车辆包括发动机、变速器、和配置为提供驱动扭矩和再生制动扭矩的电机。电机通过离合器选择性地与发动机连接。车辆额外包括具有连接电机和变速器的相关联的旁通离合器的变矩器。旁通离合器具有相关联的扭矩容量。车辆进一步包括控制器。控制器配置为：响应于指示预期再生制动请求的制动请求，在再生制动事件之前将扭矩容量增加与和预期再生制动事件相关联的预期再生制动扭矩对应的量。

Description

基于再生制动请求的变矩器离合器容量
技术领域
本申请涉及用于车辆的控制系统和方法，该车辆包括具有变矩器的混合动力传动系统，该变矩器具有设在牵引马达和变速器之间的相关联的旁通离合器。
背景技术
常规机动车辆可包括具有变矩器的变速器以对流体动力连接提供扭矩放大。当车辆处于驻车状态时，流体动力连接允许发动机在连接至变速器时继续运行。此外，变矩器提供扭矩放大以辅助车辆启动并且提供传动系扭矩扰动的减缓。扭矩放大或扭矩比随着变矩器输入元件(泵轮)与输出元件(涡轮)之间的速度差或滑动而变化。可设置变矩器离合器或旁通离合器以机械或摩擦地连接泵轮和涡轮以消除滑动和相关联的损失以提高效率。旁通离合器具有指示变矩器在不打滑时可传输的最大扭矩的相关联的离合器容量。
类似地，混合动力车辆动力传动系统可包括具有设在电机下游(即在电机与车轮之间)的变矩器的变速器或齿轮箱。电机可配置为提供驱动扭矩(其习惯上可被称为正扭矩)或再生制动扭矩(其可被称为负扭矩)。
发明内容
根据本申请的车辆包括发动机、变速器和配置为提供驱动扭矩和再生制动扭矩的电机。电机通过离合器选择性地与发动机连接。车辆额外包括连接电机和变速器的具有相关联的旁通离合器的变矩器。旁通离合器具有相关联的扭矩容量。车辆进一步包括控制器。控制器配置为：响应于指示预期再生制动请求的制动请求，在再生制动事件之前，将扭矩容量增加与和预期再生制动事件相关联的预期再生制动扭矩对应的量。
在各种实施例中，制动请求可通过驾驶员驱动制动踏板或驾驶员释放加速器踏板而启动。在一些实施例中，控制器配置为以基于旁通离合器的启用(capacitization)响应速率的速率增加扭矩容量。
根据本申请的控制车辆的方法，其中，车辆具有发动机、牵引马达、配置为选择性地连接发动机和牵引马达的离合器、和连接马达和齿轮箱的变矩器，该方法包括增加与变矩器相关联的旁通离合器的扭矩容量。响应于与制动请求相关联的再生制动扭矩的预期应用而增加扭矩容量。将扭矩容量增加与预期再生制动扭矩对应的量。该方法额外包括：响应于制动请求，在扭矩容量增加之后，控制牵引马达以提供再生制动扭矩。根据本发明的一个实施例，所述制动请求通过驾驶员驱动制动踏板而启动。
根据本发明的一个实施例，所述制动请求通过驾驶员释放加速器踏板而启动。
根据本发明的一个实施例，以基于所述旁通离合器的启用响应速率的速率增加所述扭矩容量。
根据本申请的车辆包括牵引车轮、配置为将再生制动扭矩提供至牵引车轮的电机、配置为选择性地可操作地连接电机和牵引车轮的离合器、和至少一个控制器。控制器配置为：响应于基于制动请求的至离合器的输入扭矩的大小的预期增加，在大小增加之前，增加与离合器相关联的扭矩容量。
根据本申请的实施例提供了很多优点。例如，本申请说明书中公开的实施例提供了控制电机下游的离合器以在启动再生制动事件之前确保充足的离合器容量的系统和方法。此外，根据本申请的实施例可减少车辆摩擦制动器的使用，延长了各种制动部件的使用寿命。
当与附图结合时，本申请的上述和其他优点和特征将从以下优选实施例的具体描述中变得清楚。
附图说明
图1以示意的形式示出了根据本申请的车辆的实施例；和
图2以流程图的形式示出了根据本申请的控制车辆的方法。
具体实施方式
本说明书中描述了本申请的多个实施例。然而，应理解，公开的实施例仅仅为示例并且其它实施例可采取各种和可替代的形式。附图不需要按比例绘制；一些特征可被放大或缩小以显示特定部件的细节。因此，本说明书中公开的具体结构和功能细节不应被认为是限制，但仅仅认为是用于教导本领域技术人员以多种形式利用这些实施例的代表性基础。如本领域技术人员将理解的，参考任一附图说明和描述的各种特征可与一幅或更多其它附图中说明的特征结合以形成未明确说明或描述的实施例。说明的特征的组合提供了用于典型应用的代表性实施例。然而，可能需要与本申请的教导一致的特征的各种组合和变型以用于特定应用或实施。
参考图1，示出了根据本申请的实施例的混合动力电动车辆(HEV)的示意图。图1示出了部件之间的代表性关系。车辆内的部件的实体布局和定向可改变。HEV 10包括动力传动系统12。动力传动系统12包括驱动传动装置16的发动机14，传动装置16可被称为模块化混合动力传动装置(MHT)。如下文将进一步详细描述地，传动装置16包括电机(比如电动马达/发电机(M/G)18)、相关联的牵引电池20、变矩器22和多阶梯传动比自动变速器、或齿轮箱24。
发动机14和M/G 18均为用于HEV 10的驱动源。发动机14通常表示可包括内燃发动机(比如由汽油、柴油或天然气提供动力的发动机)或燃料电池的动力源。发动机14产生发动机动力和对应的发动机扭矩，当发动机14与M/G 18之间的分离离合器26至少部分地接合时，该对应的发动机扭矩被施加至M/G 18。M/G 18可通过多种类型的电机中的任一种来实现。例如，M/G18可为永磁体同步马达。如下文将描述地，电力电子设备56根据M/G 18的需要调节电池20提供的直流(DC)电。例如，电力电子设备可向M/G 18提供三相交变电流(AC)。
当分离离合器26至少部分地接合时，从发动机14到M/G 18或从M/G 18到发动机14的动力流是可能的。例如，分离离合器26可接合并且M/G 18可运转为发电机以将曲轴28和M/G轴30提供的转动能转化为电能以存储在电池20中。分离离合器26还可分离以将发动机14与动力传动系统12的剩余部件隔离，使得M/G 18可用作HEV 10的唯一驱动源。轴30延伸通过M/G 18。M/G 18连续可驱动地连接至轴30，而仅当分离离合器26至少部分地接合时发动机14可驱动地连接至轴30。
M/G 18通过轴30连接至变矩器22。因此当分离离合器26至少部分地接合时，变矩器22连接至发动机14。变矩器22包括固定至M/G轴30的泵轮和固定至变速器输入轴32的涡轮。因此变矩器22在轴30与变速器输入轴32之间提供液压连接。当泵轮转得比涡轮更快时，变矩器22将动力从泵轮传输至涡轮。涡轮扭矩和泵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的比足够高时，涡轮扭矩为泵轮扭矩的倍数。还可设置变矩器旁通离合器34，变矩器旁通离合器34当被接合时摩擦或机械地连接变矩器22的泵轮和涡轮，允许更有效的动力传输。变矩器旁通离合器34可运转为起动离合器以提供平稳的车辆起动。在一些应用中，分离离合器26通常被称为上游离合器并且变矩器旁通离合器34(其可为起动离合器)通常被称为下游离合器。变矩器旁通离合器34具有相关联的离合器容量。可通过响应于来自相关联的控制器(比如动力传动系统控制单元(PCU)50)的信号增加或减少变矩器旁通离合器34中的夹紧力(例如通过增加或减少变矩器旁通离合器34中的液压压力)来调节离合器容量。
齿轮箱24可包括齿轮组(未示出)，这些齿轮组通过选择性地接合摩擦元件(比如离合器和制动器(未示出))而选择性地置于不同齿轮比以建立期望的多个离散或阶梯传动比。摩擦元件可通过换挡计划来控制，该换挡计划连接和分离齿轮组的一些元件以控制变速器输出轴36与变速器输入轴32之间的比。基于各种车辆和环境工况通过相关联的控制器(比如动力传动系统控制单元(PCU)50)使齿轮箱24从一个比自动变换为另一比。然后齿轮箱24将动力传动系统输出扭矩提供至输出轴36。
应当理解，与变矩器22一起使用的液压控制的齿轮箱24仅为齿轮箱或变速器装置的一个示例；任何接收来自发动机和/或马达的输入扭矩并且然后将扭矩以不同的比提供至输出轴的多比齿轮箱可接受用于本申请的实施例。例如，齿轮箱24可通过包括一个或多个伺服马达以使拨叉沿拨叉导轨平移/旋转以选择期望的齿轮比的自动机械(或手动)变速器(AMT)来实现。如本领域普通技术人员通常理解地，AMT可用于例如具有较高扭矩需求的应用。
如图1的代表性实施例所示，输出轴36连接至差速器40。差速器40通过连接至差速器40的各个轴44驱动一对车轮42。差速器将大约相同的扭矩传递给每个车轮42，同时允许轻微的速度差，比如当车辆转弯时。可使用不同类型的差速器或类似装置以将来自动力传动系统的扭矩分配至一个或多个车轮。在一些应用中，扭矩分配可取决于例如特定运转模式或工况而改变。
动力传动系统12进一步包括相关联的动力传动系统控制单元(PCU)50。虽然示出为一个控制器，但是PCU 50可为更大控制系统的一部分并且可通过车辆10中的各种其它控制器(比如车辆系统控制器(VSC))来控制。因此应当理解，动力传动系统控制单元50和一个或多个其它控制器可被共同称为“控制器”，该“控制器”响应于来自各个传感器的信号而控制各个驱动器以控制功能，比如起动/停止发动机14、使M/G 18运转以向车轮提供扭矩或对电池20充电、选择或计划变速器换挡等。控制器50可包括与多种类型的计算机可读存储装置或媒介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媒介可包括例如只读存储器(ROM)、随机存取存储器(RAM)、和保活存储器(KAM)中的易失性和非易失性存储器。KAM为当CPU掉电时可用于存储各种运转变量的持久或非易失性存储器。计算机可读存储装置或媒介可使用多种已知存储装置(比如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦除PROM)、闪速存储器、或能够存储数据(其中的一些表示在控制发动机或车辆过程中控制器使用的可执行指令)的任何其它电、磁、光或组合存储装置)中的任一种来实现。
控制器通过输入/输出(I/O)接口与各个发动机/车辆传感器和驱动器通信，I/O接口可实现为提供各种原始数据或信号调节、处理、和/或转化、短路保护等的单个集成接口。可替代地，在特定信号被供应至CPU之前，可使用一个或多个专用硬件或固件芯片调节和处理特定信号。如图1的代表性实施例中总体示出地，PCU 50可将信号通信至发动机14、分离离合器26、M/G 18、起动离合器34、变速器齿轮箱24和电力电子设备56和/或与来自发动机14、分离离合器26、M/G 18、起动离合器34、变速器齿轮箱24和电力电子设备56的信号通信。尽管未明确说明，本领域普通技术人员将认识上文识别的每个子系统内可由PCU 50控制的各个功能或部件。参数、系统、和/或可使用控制器执行的控制逻辑直接或间接驱动的部件的代表性示例包括燃油喷射正时、速率、和持续时间、节气门位置、火花塞点火正时(对于火花点火发动机)、进气/排气阀正时和持续时间、前端附件驱动(FEAD)部件(比如交流发电机、空调压缩机)、电池充电、再生制动、M/G运转、分离离合器26、起动离合器34的离合器压力、和变速器齿轮箱24等。通过I/O接口与输入通信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)、车辆速度(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速器踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其它排气组分浓度或存在、进气流量(MAF)、变速器挡位、比或模式、变速器油温度(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)。
PCU 50执行的控制逻辑或功能可由一幅或多幅附图中的流程图或类似图形来表示。这些附图提供了可使用一个或多个处理策略(比如事件驱动、中断驱动、多任务、多线程等)实现的代表性控制策略和/或逻辑。这样，可以按说明的顺序、并行地、或在省略一些步骤情况下执行说明的各个步骤或功能。尽管没有总是明确说明，本领域普通技术人员将认识到可取决于使用的特定处理策略而重复执行一个或多个说明的步骤或功能。类似地，该处理顺序不是实现本说明书中描述的特征和优点所必须需要的，而是为了便于说明和描述而提供的。可主要在由基于微处理器的车辆、发动机和/或动力传动系统控制器(比如PCU50)执行的软件中实现控制逻辑。当然，可取决于特定应用而在一个或多个控制器中的软件、硬件、或软件与硬件的组合中实现控制逻辑。当在软件中实现时，控制逻辑可设置在一个或多个计算机可读存储装置或介质(其具有表示由计算机执行的码或指令的存储数据)中以控制车辆或其子系统。计算机可读存储装置或介质可包括多个利用电、磁、和/或光存储器的已知物理装置中的一种或多种以保存可执行指令和相关联的校准信息、运转变量等。
车辆的驾驶员使用加速器踏板52以提供需求的扭矩、动力或驱动指令以推进车辆。通常，压低和释放踏板52产生加速器踏板位置信号，该加速器踏板位置信号可被控制器50解释为分别需要增加的动力和减少的动力。至少基于来自踏板的输入，控制器50指令来自发动机14和/或M/G 18的扭矩。控制器50还控制齿轮箱24内换挡的正时、以及分离离合器26和变矩器旁通离合器34的接合和分离。与分离离合器26类似，可在接合与分离位置之间的范围内调节变矩器旁通离合器34。除了泵轮与涡轮之间的流体动力连接产生的可变滑动之外，其还使变矩器22产生了可变滑动。可替代地，变矩器旁通离合器34可不使用调制运转模式而取决于特定应用来运转为锁止的或解锁的。
为了用发动机14驱动车辆，至少部分地接合分离离合器26以将至少一部分发动机扭矩通过分离离合器26传输给M/G 18，并且然后从M/G 18通过变矩器22和齿轮箱24。M/G18可通过提供额外动力转动轴30来辅助发动机14。这种运转模式可被称为“混合动力模式”或“电动辅助模式”。
为了用M/G 18作为唯一动力源驱动车辆，动力流保持相同，除了分离离合器26将发动机14与动力传动系统12的剩余部件隔离之外。这段时间期间发动机14中的燃烧可被停用或关闭以节省燃料。牵引电池20将存储的电能通过线路54传递至可包括例如逆变器的电力电子设备56。电力电子设备56将来自电池20的DC电压转化为AC电压以被M/G 18使用。PCU50指令电力电子设备56将来自电池20的电压转化为提供至M/G 18的AC电压以向轴30提供正扭矩或负扭矩。这种运转模式可被称为“纯电动”运转模式。
在任一运转模式中，M/G 18可用作马达并且对动力传动系统12提供驱动力。可替代地，M/G 18可用作发电机并且将来自动力传动系统12的动能转化为电能以存储在电池20中。例如当发动机14对车辆10提供推进动力时，M/G 18可用作发电机。
车辆的驾驶员使用制动踏板53提供制动或负扭矩需求以使车辆变慢。通常，压低和释放制动踏板53产生制动踏板位置信号，该制动踏板位置信号可被控制器50解释为分别需要增加的制动或减少的制动。至少基于来自踏板的输入，控制器50指令来自车辆制动器(未示出)的制动扭矩。车辆制动器通常包括摩擦制动器。M/G 18可额外用作发电机以提供再生制动，其中来自转轮42的转动能通过齿轮箱24被传输回来并且转化为电能以用于存储在电池20中。
应当理解，图1中示出的示意图仅仅是示例而不意味着限制。可以预期利用发动机和马达的选择性接合以通过变速器传递的其它配置。例如，M/G 18可从曲轴28偏置，和/或可提供额外的马达以起动发动机14。不超出本申请的范围的情况下，可以预期其它配置。
用于控制变矩器22的已知方法涉及响应于至变矩器22的泵轮的输入扭矩变化来调节变矩器旁通离合器34的离合器容量。该输入扭矩可为发动机扭矩、电机扭矩、和/或其他传动系扭矩的和。响应于输入扭矩的增加，增加离合器容量，并且响应于输入扭矩的减少，减少离合器容量。在常规(即，非混合动力)动力传动系统中，这种控制是有利的，因为当调节离合器容量时输入扭矩的大的变化导致离合器打滑，有助于过滤传动系的瞬时变化。
然而，如图1中示出的实施例中的，在具有设在电机下游的变矩器的混合动力传动系统中，在一些情况下，仅在输入扭矩已变化之后调节离合器容量可能是不期望的。在再生制动事件期间，M/G 18将负扭矩施加至变速器的输入。在该事件期间，变矩器旁通离合器34的打滑可导致至变矩器22的输入速度的降低。响应于该速度降低，变速器泵的速度也降低，其可导致额外的离合器打开或变速器打滑。此外，如果变矩器旁通离合器不具有充足的离合器容量，当启用(capacitized)变矩器旁通离合器时会施加摩擦制动以提供制动扭矩来满足制动请求。
参考图2，以流程图形式示出了根据本申请的控制车辆的方法。算法始于框60。如运转62处示出的，确定制动请求是否存在。如框63处示出的，制动请求可例如响应于驾驶员驱动制动踏板或驾驶员释放加速器踏板(“升高踏板制动”)。如果是，如框64处示出的，那么将再生制动请求计算为制动扭矩。如果否，如框66处示出的，将再生制动请求设置为0。
任一种情况下，如框68处示出的，计算变矩器旁通扭矩容量需求。如框70处示出的，随后将扭矩容量裕度加入计算需求。作为非限制性示例，可设置计算的扭矩需求的约20％的裕度。如框72处示出的，随后应用第一比限制，以生成基于再生制动请求的比限制的扭矩需求。该比限制基于变矩器旁通离合器的启用响应速率。实施第一比限制以确保指令的离合器容量的改变不会比变矩器旁通离合器本身能够启用更快。如框74处示出的，随后将生成的基于再生制动请求的比限制的扭矩需求加入常规离合器容量计算以获得组合的扭矩需求。
如框76处示出的，然后根据组合的扭矩需求指令启用变矩器旁通离合器。因为框68-74中示出的扭矩容量计算是响应于再生制动请求本身而执行的，在实际应用再生制动扭矩之前可启动该启用。因此，当指令电机提供再生制动扭矩时，变矩器旁通离合器容量可能已被相应增加。
如框78处示出的，然后估算实际变矩器容量。如框80处示出的，然后应用第二比限制。第二比限制基于动力传动系统和再生制动系统的容量。随后算法返回运转62。
当然上述系统和方法的变型是可能的。作为示例，该方法可不仅与变矩器旁通离合器还可与可在电机和牵引车轮之间滑动的其他装置结合使用。
如可看出的，上述系统和方法可提供了多个优点。在启动制动事件之前增加变矩器旁通离合器容量以提供充足容量用于再生制动事件。因此，可避免至变矩器的输入速度的潜在的有害降低。此外，因为在驱动再生制动器之前变矩器旁通离合器具有充足容量，在制动事件开始时可能不需要如现有技术的系统中一样接合摩擦制动器，因此减少了摩擦制动器的磨损。
本申请中公开的过程、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，该数据和指令包括但是不限于永久地存储在不可写入存储介质(比如ROM装置)上的信息、可变地存储在可写入存储介质(比如软盘、磁带、CD、RAM装置、和其它磁性介质和光学介质)上的信息。所述过程、方法或算法还可在软件可执行对象中实现。可替代地，所述过程、方法或算法可利用合适的硬件组件(比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。
虽然上文描述了示例性实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性而非限定的词语，并且应理解，在不脱离本申请的精神和范围的情况下可作出各种改变。如之前描述的，可组合多个实施例的特征以形成可能没有明确描述或说明的本发明的进一步的实施例。虽然关于一个或多个期望特性，多个实施例可被描述为提供优点或优于其它实施例或现有技术的实施方式，但是本领域普通技术人员认识到，可以折中一个或多个特征或特性以实现期望的整体系统属性，这取决于具体应用和实施方式。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等。这样，关于一个或多个特性被描述为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并不在本申请的范围之外并且可能期望用于特定应用。

Claims (4)

1.一种车辆，包括：
牵引车轮；
电机，配置为向所述牵引车轮提供再生制动扭矩；
离合器，配置为选择性地可操作地连接所述电机和牵引车轮；和
至少一个控制器，配置为：响应于基于制动请求的至所述离合器的输入扭矩的大小的预期增加，在所述大小增加之前，增加与所述离合器相关联的扭矩容量。
2.根据权利要求1所述的车辆，其中，所述制动请求通过驾驶员驱动制动踏板而启动。
3.根据权利要求1所述的车辆，其中，所述制动请求通过升高踏板制动请求来启动。
4.根据权利要求1所述的车辆，其中，所述控制器配置为以基于所述离合器的启用响应速率的速率增加所述扭矩容量。
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