CN106064622B - 混合动力/电动车辆马达控制 - Google Patents

混合动力/电动车辆马达控制 Download PDF

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Publication number
CN106064622B
CN106064622B CN201610261865.2A CN201610261865A CN106064622B CN 106064622 B CN106064622 B CN 106064622B CN 201610261865 A CN201610261865 A CN 201610261865A CN 106064622 B CN106064622 B CN 106064622B
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electric machine
transmission
gear
controller
vehicle
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CN106064622A (zh
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王小勇
罗吉特·乔赫里
马克·斯蒂芬·耶马扎基
杰弗里·艾伦·多林
邝明朗
梁伟
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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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
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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Abstract

公开一种混合动力/电动车辆马达控制。车辆包括：阶梯传动比自动变速器，具有可接合以提供前进挡和倒档的离合器；电机，选择性地结合到变速器；主泵，由电机提供动力并供油以致动所选择的变速器离合器；挡位选择器，被配置为选择变速器挡位；控制器，被配置为当挡位选择器选择驻车挡或空挡时停止电机，响应于在电机停止时挡位选择器选择前进挡或倒挡，使用较高的控制器增益在转速控制模式下操作电机，直到电机和主泵达到第一转速阈值为止，以减小可液压致动的变速器离合器中的至少一个的接合延迟，并在电机和主泵超过第一转速阈值时使用较低的控制器增益操作电机。

Description

混合动力/电动车辆马达控制
技术领域
本公开涉及一种在变速器从驻车挡或空挡接合期间的混合动力或电动车辆的控制，所述混合动力或电动车辆具有连接到阶梯传动比变速器的电机。
背景技术
在具有连接到自动阶梯传动比变速器的电动马达/发电机的各种类型的混合动力和电动动力传动系统构造中，可以在变速器处于驻车挡或空挡时停止马达以节约能量。当马达停止时，由马达驱动的变矩器泵轮和变速器主油泵也停止。当驾驶员将挡位选择器从驻车挡或空挡移动到前进挡或倒挡时，一个或更多个离合器被接合以将变速器置于适当的前进挡或倒挡，从而向车轮提供扭矩并推进车辆。然而，在变速器主油泵不运转时，由任何辅助油泵提供的管路压力不足以快速地接合换挡离合器。结果是，车轮扭矩传递可能被推迟。如果驾驶员在将挡位选择器移动到前进挡或倒挡时踩下加速踏板，任何明显的延迟可能特别成问题。
发明内容
在各种实施例中，车辆包括：阶梯传动比自动变速器，具有可液压致动的多个离合器，所述离合器可以选择性地接合以提供至少一个前进挡和至少一个倒挡；电机，选择性地结合到变速器；主泵，由电机提供动力并供油以致动可液压致动的多个变速器离合器中所选择的那些变速器离合器；挡位选择器，被配置为选择用于自动变速器的驻车、空挡、前进和倒车状态中的一个；控制器。所述控制器被配置为：当挡位选择器选择驻车挡或空挡时停止电机；响应于在电机停止时挡位选择器选择前进挡或倒挡，使用较高的控制器增益在转速控制模式下操作电机，直到电机和主泵达到第一转速阈值为止，以减小可液压致动的变速器离合器中的至少一个的接合延迟；当电机和主泵超过第一转速阈值时，使用较低的控制器增益操作电机。车辆还可包括电池和连接到电池以将加压的油提供到变速器的电动辅助泵。所述控制器可被配置为：响应于挡位选择器选择前进挡或倒挡且在电机和主泵达到第一转速阈值之后，检测到制动踏板被踩下而停止电机并操作电动辅助泵。所述控制器被进一步配置为：响应于在电机和主泵达到第一转速阈值之后加速踏板被踩下，在扭矩控制模式下操作电机以将所需扭矩传递到车轮。所述控制器被进一步配置为：在电机和主泵达到第一转速阈值之后，响应于制动踏板和加速踏板处于松开的位置(未被踩下)，使用较低的控制器增益在转速控制模式下操作电机，以将爬行扭矩传递到车轮。
在一个实施例中，车辆包括：电动辅助泵，可操作以供油到变速器。所述控制器被进一步配置为操作电动辅助泵直到电机和主泵达到第二转速阈值为止，所述第二转速阈值高于第一转速阈值。
根据本发明的一个实施例，车辆进一步包括：内燃机，通过上游离合器选择性地结合到电机的输入轴/输出轴，所述电机的输入轴/输出轴通过下游离合器选择性地结合到变速器。
实施例还包括车辆，车辆包括：电机，通过上游离合器结合到发动机并通过下游离合器结合到阶梯传动比自动变速器；控制器，被配置为在变速器处于驻车挡或空挡时停止电机，并响应于选择行驶挡而命令较高的电机电流直到电机达到第一转速为止并在其后命令较低的电机电流，以减小变速器离合器接合延迟。所述车辆可包括由电机驱动的主变速器泵以及电动辅助变速器泵。
在各种实施例中，车辆可包括控制器，所述控制器被配置为：响应于选择行驶挡而操作电动辅助泵直到电机达到高于第一转速的第二转速为止。所述控制器被配置为：响应于选择行驶挡而操作电动油泵，并在电机达到第一转速之后响应于踩下制动踏板而停止电机，同时保持电动油泵运行。所述控制器可使用较高的控制系统增益在转速控制模式下操作电机直到电机达到第一转速为止，并且在电机达到第一转速之后使用较低的控制系统增益。所述控制器可在电机达到第一转速之后响应于加速踏板信号，在扭矩控制模块下操作电机。在一些实施例中，所述控制器被进一步配置为：响应于电机达到第一转速之后加速踏板未被踩下，使用较低的控制系统增益在转速控制模式下操作电机以将爬行扭矩提供到车轮。所述控制器可被进一步配置为：在行驶挡被选择并且电机已达到第一转速时，响应于制动踏板被踩下而停止电机。
实施例还包括用于控制混合动力车辆的方法，所述混合动力车辆具有结合到发动机和液压致动的自动变速器的电机。所述方法可包括：响应于控制器接收指示挡位选择器从非行驶状态改变为行驶状态的信号而控制电机以较高的速率使变速器泵转速加速，直到所述泵达到第一转速为止，并在其后以较低的速率使变速器泵转速加速，以减小变速器接合延迟。在一个实施例中，所述方法包括：控制器在变速器泵的转速达到第一转速之后响应于制动踏板被踩下而停止电机。所述方法还可包括：响应于接收所述信号，控制器操作电动变速器泵直到所述泵达到高于第一转速的第二转速。在各种实施例中，所述方法包括：控制器施加较高的控制系统增益直到变速器泵达到第一转速为止，并且在变速器泵达到第一转速之后施加较低的控制系统增益。所述方法还包括：响应于来自加速踏板的信号，控制器将马达的操作从转速控制模式改变为在扭矩控制模式下操作。在一些实施例中，所述方法包括：响应于来自加速踏板的指示加速踏板未被踩下的信号，控制器在转速控制模块下操作马达以将爬行扭矩提供到车轮。
代表性实施例可具有一个或更多个相关的优点。例如，在马达已被停止之后，根据各种实施例的车辆控制在驻车挡/空挡到行驶挡之间转换期间显著地减小自动变速器挡位接合延迟，使得对于驾驶员来说，车轮扭矩传递是快速和直观的。各种实施例利用相关动力传动系统构造的特征减小接合延迟，而不将任何讨厌的扭矩扰动引入到车轮。由于在前进或倒挡离合器被接合前，当驾驶员移动挡位选择器或换挡器时是马达控制在操作，所以传动系是断开的并且没有扭矩被从动力传动系统传递到车轮。此外，在泵轮(马达)转速低于特定转速(例如，约350rpm)时，即使变速器离合器被接合，变矩器也不传递扭矩。此外，在各种代表性实施例中，例如，在马达以约300到350rpm旋转时，由主油泵所产生的压力足以接合变速器离合器。因此，本公开识别出存在时间窗口，在时间窗口中可以使用较高的控制系统增益强有力地操作马达，以使马达快速地加速并旋转到相应的接合速度阈值，而不将任何扰动引入到车轮，从而更快地接合相关的变速器离合器并减小挡位选择器移动与到车轮的扭矩传递之间的延迟。
通过下面结合附图对实施例的详细描述，与各种实施例相关联的上述优点以及其它优点和特点对于本领域普通技术人员将显而易见。
附图说明
图1是示出了根据本公开的代表性实施例的在自动变速器的挡位接合期间用于控制具有电机的车辆的系统或方法的操作的框图；
图2是示出了根据本公开的代表性实施例的控制具有电机的车辆的系统或方法的操作的流程图。
具体实施方式
在此描述本公开的实施例。然而，应理解，公开的实施例仅为示例并且其它实施例可以采用各种和替代的形式。附图不一定按比例绘制；一些特征会被夸大或最小化以显示特定部件的细节。所以，在此公开的具体结构和功能细节不应被解释为限制，而仅作为用于教导本领域技术人员以各种形式使用实施例的代表性基础。如本领域的普通技术人员将理解的，参考任一附图示出和描述的各种特征可以与一个或更多个其它附图中示出的特征组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能期望用于特定应用或实施方式。
图1示出了根据实施例的混合动力车辆10的示意图。虽然示出的代表性实施例是混合动力车辆，但本领域的普通技术人员将认识到，本公开在各种其它类型车辆中的使用是有益的，例如，诸如电动车辆或插电式混合动力电动车辆。类似地，本公开不限于参考图1所示出和描述的特定动力传动系统或传动系构造，并且可以将此处所描述的各种特性应用到其它混合动力车辆和电动车辆构造中。在示出的代表性实施例中，车辆10包括发动机12以及作为马达/发电机(M/G)14实施的电机(根据特定的操作模式作为马达和发电机)。在一些实施例中，电机可以通过牵引马达来实施，牵引马达具有产生电能的单独的发电机。类似地，虽然在代表性实施例中示出了单个M/G 14，但是各种车辆构造可包括多于一个电机或马达/发电机。M/G 14被构造为将扭矩传递到发动机12或车轮16。
在图1的代表性实施例中，使用第一离合器18(还被称为分离式离合器或上游离合器)将M/G 14选择性地结合或连接到发动机12。离合器18还可包括阻尼器机构(诸如，一系列板和弹簧)，阻尼器机构被构造为当分离式离合器18接合时，帮助抑制在发动机12和M/G14之间传递的扭矩改变。将发动机12的输出轴连接到分离式离合器18，进而将分离式离合器18连接到M/G 14的输入轴70。在示出的代表性实施例中，输入轴70延伸通过M/G 14，但是根据特定实施方式，具有单独输入轴和输出轴的M/G 14的其它构造是可能的。
第二离合器22(还被称为起动离合器或下游离合器)将M/G 14连接到变速器24，并且在起动离合器22接合时传递到变速器24的输入扭矩流动通过起动离合器22。可以控制起动离合器22将包括M/G 14和发动机12的传动系26与变速器24、差速器28和车辆驱动车轮16隔离。虽然离合器18、22被描述并示出为液压离合器，但是也可使用其它类型的离合器(诸如机电离合器)。在示出的代表性实施例中，下游离合器22可作为旁通离合器62被实施在变矩器52中，旁通离合器62可以在变矩器52旋转时提供机械耦合，所述机械耦合绕过泵轮60和涡轮54提供的液力耦合。在不同的实施例中，下游、起动或第二离合器22可以指用于车辆10的各种联结装置，包括传统离合器或如所示的具有旁通(锁止)离合器的变矩器。
如前面所描述的，在一些实施例中，下游离合器22由具有旁通离合器62的变矩器52实施。在这些实施例中，M/G 14的输入/输出轴70驱动变矩器52的泵轮60，泵轮60与涡轮54流体地结合，涡轮54被结合到自动阶梯传动比变速器24的变速器输入轴56。变矩器52可使用该流体结合传递扭矩，并且可根据泵轮60和涡轮54之间的转速差产生扭矩倍增。变矩器52的旁通或锁止离合器62可以选择性地接合，以在泵轮侧和涡轮侧之间建立机械连接用于直接的扭矩传递。旁通离合器62可打滑和/或断开，以控制传递通过下游离合器装置22的扭矩量。
在一些实施例中，发动机12是直喷式内燃发动机。可以使用各种其它类型的发动机或原动机，诸如具有一个或更多个燃料源(诸如，柴油、生物燃料、天然气、氢或诸如此类)的进气口喷射发动机。类似地，例如，可以使用诸如氢燃料电池的其它原动机来为车辆提供动力。可以使用M/G 14起动发动机12，以使用通过离合器18提供的扭矩来转动发动机12。可替代地，车辆10可包括操作性地连接(例如，通过皮带或齿轮驱动)到发动机12的电动起动机30。可以使用起动机30来提供扭矩，以在不增加来自M/G 14的扭矩的情况下起动发动机12。这样在发动机起动期间隔离M/G 14并且可以消除或降低扭矩扰动(否则扭矩扰动将从M/G 14到发动机12传递的扭矩中产生)以协助发动机起动。
如在图1的代表性实施例中所示出的，M/G 14可以与电池32通信，电池32可以是高电压电池。M/G 14可被构造为在动力输出超过驾驶员需求时在各种操作模式下对电池32充电，各种操作模式可包括在更有效率的操作点或超过当前扭矩需求的稳定的操作点处操作发动机12、再生制动等。在一个示例中，电池32被构造为连接到外部电网，例如，对于具备对电池再充电能力的插电式混合动力电动车辆(PHEV)，使用结合到充电站电源插座的车载充电器和电动车辆供电设备(EVSE)(未特别示出)从外部电网进行充电。还可以将低电压电池20设置为为起动机30或其它车辆组件提供动力，并且可通过DC/DC转换器34将低电压电池20连接到电池32。
如前所述，变速器24是以包括差速器28的常规方式连接到驱动轮16的自动阶梯传动比变速器。车辆10可包括非驱动轮，或可包括分动箱和第二差速器以主动地驱动所有车轮。
变速器24具有提供各种可选择的传动比的齿轮箱50，传动比除了用于车辆10的驻车和空挡状态之外，还可包括一个或更多个前进传动比和一个或更多个倒挡传动比。变速器齿轮箱50可包括通常由标号58指示的液压致动的离合器C1、C2和C3，离合器C1、C2和C3与一个或更多个行星齿轮组(未示出)协作以提供预定数量的前进和倒挡离散挡位或传动比。如在下文中更详细描述的，可基于相关的车辆和环境操作状况而通过相关的控制器自动选择前进传动比，或者通过操作者使用PRNDL或挡位选择器76手动选择前进传动比。与统称为非行驶状态或挡位的空挡或驻车状态相比，前进传动比和倒挡传动比可以统称为行驶挡位、行驶状态或行驶传动比，。类似地，前进传动比还可以统称为变速器或挡位选择器处于行驶状态。
用于变速器的加压流体由主变速器泵36提供。主变速器泵36连接到M/G 14或邻近于M/G 14，使得主变速器泵36随着M/G 14的输入/输出轴70转动，以将加压流体或油供应到变速器24。当包括主变速器泵36的传动系26的部分处于静止，即，当电机或M/G 14停止或不转动时，主变速器泵36也处于静止和未激活状态。如在下文中更详细描述的，响应于挡位选择器76从驻车或空挡(P/N)位置换到前进或倒挡(或行驶)位置，可以使用较高的控制系统增益在转速控制模式下更强有力地操作M/G 14以将较高的电流和相关的加速度提供到M/G14，直到M/G的转速和主泵36的相应速度达到相关的第一阈值，以提供加压的油或流体而致动变速器24的离合器58，来降低接合延迟。一旦取得或达到接合转速阈值，可以使用较低的控制系统增益和相关的较低的电流和加速度来更保守地操作M/G 14。
为了在主泵36未激活时提供加压的变速器流体，车辆10可包括辅助泵38，辅助泵38可被电驱动，例如由电池32通过DC/DC转换器34驱动。在一些实施例中，当仅有辅助泵38运转时，辅助泵38为变速器24提供变速器流体的一部分，以使变速器24在操作中受限制，例如，变速器24受限于某些致动器或传动比。如在下文中更详细描述的，辅助泵38可结合主泵36运转，以在各种运转状况下进一步减小一个或更多个变速器离合器58的接合延迟。类似地，在主泵36减速和停止时，可以运转辅助泵38以保持一个或更多个变速器离合器58的接合。
如图1总体所示，M/G 14、离合器18、22、58、主变速器泵36和辅助离合器泵38可以至少部分地位于电动发电机壳体40中，电动发电机壳体40可与变速器壳体集成在一起，或者可替代地，是车辆10中的单独壳体。因此，由主泵36和/或辅助泵38所提供的加压流体还可以用于致动离合器18并提供M/G 14的冷却和润滑。
尽管各种离合器(诸如离合器18、22)的操作可关于压力或者加压流体或油进行描述(意味着离合器是液压离合器)，但是也可以使用诸如机电离合器或变矩器的其它类型的装置。就液压离合器来说，离合器片上的压力与扭矩容量有关。同样地，作用在非液压离合器片上的力也与扭矩容量有关。当离合器18和/或离合器22被锁定或接合时，在离合器两侧的传动系组件的转速是相同的。当所述离合器被部分地使用或打滑时，可产生从离合器一侧到另一侧的转速差。当下游离合器22是用于变矩器的旁通离合器时，下游离合器22可被认为在其完全断开时是打滑的，这是因为即使没有扭矩传递通过旁通离合器，在离合器上也存在转速差。
可以根据诸如出厂换挡规律的换挡规律而使用变速器控制单元(TCU)42来控制自动阶梯传动比变速器24的操作，所述换挡规律致动离合器58和齿轮箱中各种其它元件以控制变速器输入轴56和输出轴64之间的传动比。通常，当参照图2的描述来操作主泵36或辅助泵38时，TCU 42可以改变换挡规律或变速器24的操作。TCU 42还可以用于控制电动发电机壳体40中的M/G 14、离合器18、22以及任何其它组件。
发动机控制单元(ECU)44被配置为控制发动机12的运转。车辆系统控制器(VSC)46在TCU 42和ECU 44之间传输数据，并且还与各种车辆传感器以及包括挡位选择器(PRNDL)76、加速踏板78和制动踏板80的驾驶员输入进行通信。用于车辆10的控制系统48可包括任意数量的控制器，并且可被集成到单个控制器中，或者具有各种模块。控制器中的一些或全部可以通过控制器局域网(CAN)或其它系统连接。控制系统48通常可被称为控制器并被配置为在多个不同状况中的任何状况下，控制变速器24的各种组件、电机或M/G 14、起动机30和发动机12的操作。如参照图2更详细描述的，控制器或控制系统48可以在挡位选择器76处于驻车或空挡(M/G)位置或状态时停止M/G 14。类似地，响应于挡位选择器76从P/N或非行驶状态变更为诸如R、D、L的行驶状态，通过从电池32施加较高的电流，控制系统48可施加较高的控制系统增益或多个增益，并在转速控制模式下操作M/G 14更快地或更强有力地对M/G 14和相关联的主泵36加速，直到M/G 14的转速达到第一阈值为止，而在其后将较低的控制系统增益和相关的电流施加到M/G 14。
VSC 46基于来自例如PRNDL 76、加速踏板78和制动踏板80的信号解释驾驶员需求(例如，车轮扭矩需求)，并随后确定用于发动机12和M/G 14的适当的操作模式(诸如转速控制模式或扭矩控制模式)，并选择适当的挡位或变速器状态以将相关的车轮扭矩传递到车轮16。此外，VSC 46可以确定每个动力源需要提供多少扭矩以满足驾驶员请求的车轮扭矩并满足任何附件需求。在硬件和/或软件中实施的控制逻辑可以包括在控制系统48中控制M/G14和变速器24的操作的算法、程序或配置，通常如图2的流程图表示的，以在M/G 14和主变速器泵36停止而挡位选择器76从P/N挡移动或变更到前进挡或倒挡时，减小变速器或离合器接合的延迟。
如图1的代表性实施例中所示，以及参照图2的流程图更详细地描述，车辆10包括阶梯传动比自动变速器24，阶梯传动比自动变速器24具有可选择性地接合的多个液压致动的离合器58以提供至少一个前进挡和至少一个倒挡。车辆10可包括通过下游离合器22和/或变矩器52选择性地结合到变速器24的电机14。通过电机14提供动力的主泵36供油以致动从多个液压致动的变速器离合器58中所选择的液压致动的变速器离合器58。被配置为选择自动变速器24的驻车、空挡、前进和倒挡行驶状态中的一个的挡位选择器76与控制器(诸如TCU 42、ECU44和/或VSC 46，统称为控制器或控制系统48)通信，所述控制器被配置为在挡位选择器76选择驻车或空挡时停止电机14。响应于挡位选择器76在电机14停止时选择前进或倒挡，控制器或控制系统48使用较高的控制器增益在转速控制模式下操作电机14直到电机14和主泵36达到第一转速阈值为止，以减小液压致动的变速器离合器58中的至少一个的接合延迟。此后，当电机14和主泵36超过第一转速阈值时，控制器或控制系统48使用较低的控制器增益或控制系统增益操作电机14。
在一个实施例中，车辆10包括通过上游离合器18结合到发动机12并通过下游离合器22结合到阶梯传动比自动变速器24的电机14。控制器或控制系统48被配置为在变速器24被挡位选择器76选择为处于驻车或空挡时停止电机14。响应于选择行驶挡(诸如R、D或L)，控制器或控制系统48从电池32和相关电子设备处命令较高的电机电流，直到电机14达到第一转速为止，并且在此后命令较低的电机电流，以减小变速器24的齿轮箱50中的一个或更多个离合器58的变速器离合器接合延迟。
现在参考图2，流程图示出了根据本公开的各种实施例的用于控制车辆减小自动变速器接合延迟的系统或方法的操作。流程图200总体上示出了由作为控制系统48(图1)的一部分的硬件和/或软件执行的控制逻辑、功能或特征。一个或更多个控制器可包括处理器、处理电路或由流程图代表的其它控制电路，流程图被配置为执行或控制示出的特征或功能。
图2示出了用于可使用一个或更多个处理策略(诸如，事件驱动、中断驱动、多任务、多线程等)实施的系统或方法的代表性控制策略和/或逻辑。因此，可以按照所示的顺序、并行地、以不同的顺序执行示出的各种步骤或功能，或者在某些情况下省略各种步骤或功能。尽管不总是明确示出，但本领域普通技术人员将认识到，根据所使用的特定处理策略，可重复地执行一个或更多个示出的步骤或功能。类似地，不一定需要处理的顺序而实现在此描述的特征和优点，但是在此提供处理的顺序以便于说明和描述。控制逻辑可以主要以由被配置为执行所示的任务或功能的基于微处理器的控制器所执行的软件实现。当然，根据特定应用，控制逻辑可以实现在一个或更多个控制器或处理器的软件、硬件或者软件和硬件的组合中。当控制逻辑实现在软件中时，控制逻辑可被设置在具有代表由处理器或计算机执行的代码或指令的存储数据的一个或者更多个非暂时性计算机可读存储装置或介质中。
在各种实施例中，通常如框210所示，控制器或控制系统可以在挡位选择器处于驻车或空挡(P/N)时使电机或M/G 14停止转动以节能。换句话讲，所述控制器在变速器或车辆处于驻车或空挡时停止电机。如框212所示，在变速器挡位选择器或挡位状态从P/N变换到前进或倒挡时，如214处所示，所述控制器使用较高的控制器增益在转速控制模式下操作电机。如框214所示，所述控制器还可操作电动辅助变速器泵。较高的控制系统增益导致由控制系统电子设备(通过电池32供电)所施加的较高的电流以及相应的马达转速的较高的加速度。如框216所示，施加较高的控制系统增益直到马达转速(以及相应的主变速器泵转速)达到或超过相应的转速阈值。如在218处所示，更强有力的控制和所产生的电机转速的加速度有助于从主泵36更快地供应加压流体，以为选择的变速器挡位接合液压致动的变速器离合器。加压流体还通过电动辅助泵38的操作来提供。
在电机如216处所示达到第一速度阈值并且变速器离合器如框218所示正在接合或已经接合后，如框220和框222所示，所述控制器响应于制动踏板被踩下而停止电机。如框224所示，响应于电机达到比第一转速阈值高的第二转速阈值，并且如框220所示制动踏板未被踩下，所述控制器可如226处所示关闭电动辅助泵。响应于在228处所示的加速踏板被踩下，所述控制器可如230处所示在扭矩控制模式下操作电机以传递需要的扭矩。如果分别如框220和框228所示，既不踩下制动踏板也不踩下加速踏板，所述控制器可如232处所示通过较低的控制系统增益在转速控制模式下操作电机，以将爬行扭矩提供到车轮。
总体上如图1和图2所示，用于控制具有结合到发动机12和液压致动的自动变速器24的电机14的混合动力车轮10的方法包括：响应于控制器48接收指示挡位选择器76从非行驶状态(P/N)变更到行驶状态(前进、倒挡、D、R、L等)，控制电机14以较高的速率使变速器泵36的转速加速，直到泵达到第一转速(阈值1)为止，并且此后以较低的速率使变速器泵的转速加速，以减小变速器接合延迟。所述方法可包括：在变速器泵达到第一转速(阈值1)之后，如222处所示，控制器响应于制动踏板被踩下而停止电机。所述方法还可包括：控制器或控制系统48响应于从挡位选择器76接收到信号而操作电动变速器泵38，直到所述泵达到高于第一转速(阈值1)的第二转速(阈值2)为止。
在一些实施例中，所述方法可包括：如214处所示，控制器或控制系统48施加较高的控制系统增益以控制电机14，直到变速器泵达到第一转速(阈值1)为止，并在变速器泵36达到第一转速(阈值1)之后如232处所示施加较低的控制系统增益。所述方法还可包括：响应于如228处所示的来自加速踏板的信号，控制器或控制系统48将电机马达的操作从214、232处的转速控制模式变更到230处的扭矩控制模式下操作。所述方法还可包括：响应于如228处所示的来自加速踏板的指示加速踏板78未被踩下的信号，控制器或控制系统48在232处的转速控制模式下操作电机14以将爬行扭矩提供到车轮。
因此，根据本公开的各种实施例在电机或马达/发电机已停止之后在驻车/空挡与行驶挡之间的转换期间显著地减小自动变速器挡位接合的延迟，以使车轮扭矩传递对于驾驶员是快速和直观的。各种实施例利用相关动力传动系统构造的特征减小接合延迟，而不将任何讨厌的扭矩扰动引入到车轮。由于在前进或倒挡离合器接合前驾驶员移动挡位选择器或换挡器时是更强有力的马达控制在操作，所以传动系是断开的并且没有扭矩将被从动力传动系统传递到车轮。此外，在泵轮(电动马达/电机)转速低于特定转速阈值(例如，约350rpm)时，即使变速器离合器正接合，变矩器也不传递扭矩。此外，在各种代表性实施例中，例如，在马达以约300到350rpm旋转时，由主油泵和/或辅助油泵所产生的压力足以接合变速器离合器。因此，本公开的代表性实施例使用时间窗口，在时间窗口中可以使用较高的控制系统增益强有力地操作马达，以使马达快速地加速并旋转到相应的接合速度阈值，而不将任何扰动引到车轮，从而更快地接合相关的变速器离合器并减小挡位选择器移动与到车轮的扭矩传递之间的延迟。
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所要求保护的主题的所有可能的形式。更确切地，说明书中使用的词语为描述性词语而非限制，并且应理解在不脱离本公开的精神和范围的情况下可以做出各种改变。此外，可以组合各个实施的实施例的特征以形成未明确描述或说明的进一步的实施例。尽管一个或更多个实施例可能已经被描述为提供优点或者就一个或更多个期望特性来说优于其它实施例或现有技术，但是本领域普通技术人员应该认识到，根据具体应用和实施方式，为了达到期望的整体系统属性，可以在各个特征之间进行折衷。这些属性可包括但不限于：成本、强度、耐久性、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、易组装性等。因此，被描述为在一个或更多个特性上不如其它实施例合意的任何实施例并不在所要求保护的主题的范围之外。

Claims (9)

1.一种车辆，包括：
电机，通过上游离合器结合到发动机并通过下游离合器结合到阶梯传动比自动变速器；
主变速器泵，由电机驱动；
控制器，被配置为：在变速器处于驻车或空挡时停止电机，并响应于选择行驶挡而命令较高的电机电流直到电机达到第一转速为止，并在其后命令较低的电机电流，以减小变速器离合器接合的延迟。
2.如权利要求1所述的车辆，进一步包括：
电动辅助变速器泵，所述控制器被进一步配置为：响应于选择行驶挡而操作电动辅助变速器泵直到电机达到高于第一转速的第二转速为止。
3.如权利要求1所述的车辆，进一步包括：
电动油泵，所述控制器被进一步配置为：响应于选择行驶挡而操作电动油泵，并在电机达到第一转速之后响应于制动踏板被踩下而停止电机同时保持电动油泵运行。
4.如权利要求1所述的车辆，所述控制器使用较高的控制系统增益在转速控制模式下操作电机直到电机达到第一转速为止，并且在电机达到第一转速之后使用较低的控制系统增益。
5.如权利要求4所述的车辆，所述控制器在电机达到第一转速之后在扭矩控制模式下操作电机。
6.如权利要求4所述的车辆，在电机达到第一转速之后，响应于加速踏板被踩下，所述控制器在扭矩控制模式下操作电机。
7.如权利要求4所述的车辆，所述控制器被进一步配置为：在电机达到第一转速之后，响应于加速踏板未被踩下，使用较低的控制系统增益在转速控制模式下操作电机，以将爬行扭矩提供到车轮。
8.如权利要求1所述的车辆，所述控制器被进一步配置为：在行驶挡被选择并且电机已达到第一转速时，响应于制动踏板被踩下而停止电机。
9.一种车辆，包括：
阶梯传动比自动变速器，具有多个可液压致动的变速器离合器，所述离合器能够选择性地接合以提供至少一个前进挡和至少一个倒挡；
电机，选择性地结合到所述阶梯传动比自动变速器；
主泵，由电机提供动力并供油以致动所述多个可液压致动的变速器离合器中被选择的那些变速器离合器；
挡位选择器，被配置为选择用于所述阶梯传动比自动变速器的驻车、空挡、前进和倒车状态中的一个；
控制器，被配置为：当挡位选择器选择驻车挡或空挡时停止电机；响应于在电机停止时挡位选择器选择前进挡或倒挡，使用较高的控制器增益在转速控制模式下操作电机，直到电机和主泵达到第一转速阈值为止，以减小所述多个可液压致动的变速器离合器中的至少一个的接合延迟；当电机和主泵超过第一转速阈值时，使用较低的控制器增益操作电机。
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