CN106523167B - 计算发动机扭矩请求值的车辆、系统和方法 - Google Patents

计算发动机扭矩请求值的车辆、系统和方法 Download PDF

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CN106523167B
CN106523167B CN201610797751.XA CN201610797751A CN106523167B CN 106523167 B CN106523167 B CN 106523167B CN 201610797751 A CN201610797751 A CN 201610797751A CN 106523167 B CN106523167 B CN 106523167B
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value
torque request
request value
engine
vehicle
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CN106523167A (zh
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M·L·怀特
M·G·彼得鲁奇
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GM Global Technology Operations LLC
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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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    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
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    • 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
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  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

一种用于计算车辆发动机扭矩请求值的方法，包括车辆控制器接收与再生扭矩对应的再生扭矩请求值，所述再生扭矩由能量回收机构产生。所述车辆控制器进一步接收期望加速值，并且基于所述再生扭矩请求值和所述期望加速值来计算所述发动机扭矩请求值。所述车辆控制器然后可以根据所述发动机扭矩请求值来操作所述发动机。

Description

计算发动机扭矩请求值的车辆、系统和方法
技术领域
本发明通常涉及具有电动再生能力的车辆和相关方法。
背景技术
许多传统车辆利用摩擦制动器来减慢和/或停止车辆。通常，制动垫片可以结合车轮的转子或鼓。由于车辆运动产生的能量因此作为制动垫片、转子和/或鼓的表面的热量而损失。
电动车辆和混合电动车辆常常利用再生制动在减慢和/或停止车辆的同时回收能量。通常，电动机联接至车辆的车轴。电动机通过车辆动能的转换产生电力而用作发电机。该电力可以存储在电池中或者直接用于操作车辆。在另一配置中，车辆可以配备有飞轮，该飞轮用于能量存储。
典型的再生制动系统仅在车辆正在减速时产生电力。在一些状况下，当车辆正在加速时产生电力可能是有益的。
发明内容
提供了一种车辆，该车辆包括联接至至少一个车轮的第一车轴以及联接至至少一个车轮的第二车轴。发动机联接至第一车轴，以驱动联接至第一车轴的所述至少一个车轮。车辆还包括联接至第二车轴的能量回收机构。控制器与内燃机进行通信，并配置成至少基于再生扭矩请求值和期望加速值来计算发动机扭矩请求值。
还提供了一种用于计算车辆的发动机扭矩请求值的方法。该方法包括：车辆控制器接收与再生扭矩对应的再生扭矩请求值，所述再生扭矩由能量回收机构产生。车辆控制器还接收期望加速值。然后基于再生扭矩请求值和期望加速值来计算发动机扭矩请求值。然后可根据发动机扭矩请求值操作发动机。
从以下结合附图对实施本教导的最佳模式的详细描述中，将很容易清楚本教导的上述特征和优点以及其它特征和优点。
附图说明
图1是根据一个示例性实施例的车辆的框图；
图2是根据一个示例性实施例的计算发动机扭矩请求值的方法的流程图；
图3是示出了根据一个示例性实施例的车辆速度与修改因子之间的关系的图；
图4是示出了根据一个示例性实施例的变速器齿轮变档与修改因子之间的关系的图。
具体实施方式
本领域普通技术人员将认识到，诸如“之上”、“之下”、“向上”、“向下”、“顶部”、“底部”、“前”、“后”等的术语用于描述附图，并不表示对由所附权利要求限定的本发明范围的限制。此外，本教导可以在此处就功能和/或逻辑块部件和/或各种处理步骤方面进行描述。应当明白，这些块部件包括由配置成执行具体功能的任意数目硬件、软件和/或固件部件组成。此外，如本文所使用的术语“联接”，可表示部件之间的直接连接或部件之间的间接连接(其中，两个部件彼此不物理接触)。
参照附图(其中，同样的标号贯穿多个图表示同样的部件)，本文示出和描述了车辆100、系统115和方法200。
参照图1，车辆100包括第一车轴102和第二车轴104。至少一个车轮106联接至每个车轴102、104。在示例性实施例(其中，车辆100具体化为汽车(未单独标号))中，两个车轮106联接至每个车轴102、104。然而，应当了解，在另一示例性车辆100中(诸如摩托车(未示出))，单个车轮106可以联接至每个车轴102、104。当然，如本领域技术人员所了解的，任意数量的车轮106可以联接至每个车轴102、104。车轮106可以可操作地接合地面、道路和/或其它表面，如本领域技术人员所了解的。例如，轮胎(未示出)可以联接至车轮106中的一个或多个，同样如本领域技术人员所了解的。
车辆100还包括发动机108。在示例性实施例中，发动机108为内燃机(未单独标号)。然而，应当了解，可以具体化其它类型的发动机108。在一个实例中，发动机108可以具体化为内燃机，例如，蒸汽发动机。在另一实例中，发动机108可以具体化为电动机。本领域技术人员将了解，其它装置可以具体化为本文所述的发动机108。
发动机108联接至第一车轴102，以驱动联接至第一车轴102的至少一个车轮106。也就是说，示例性实施例的发动机108产生旋转运动，该旋转运动用于使车轮106转动，如本领域技术人员所公知的。在示例性实施例中，变速器110联接在发动机108与第一车轴102之间。变速器110包括各种传动装置，以改变发动机与第一车轴102之间的转速比。
能量回收机构112联接至第二车轴104。能量回收机构112可以根据第二车轴104的运动(即，旋转)产生电力。在所示实施例中，能量回收机构112为电动机(未单独标号)，该电动机可用作发电机。然而，通过利用电动机来具体化能量回收机构112，机构112还可以促动第二车轴104的运动(即，旋转)。也就是说，能量回收机构112可以驱动第二车轴104，因而在某些情况和/或状况下可以驱动车辆100。
车辆100进一步包括能量存储单元114，其电连接至能量回收机构112。能量存储单元114可以具体化为包括一个或多个电子电池和/或电化学电池的电池组(未单独标号)。如本领域技术人员所了解的，能量存储单元114还可以具体化为电容器(未示出)。能量回收机构112可以向能量存储单元114发送电力，反之亦然。
能量存储单元114还可以利用飞轮(未示出)来具体化。在一个实例中，能量回收机构112包括齿轮组，该齿轮组以机械方式附接至飞轮，以产生飞轮转速。转速然后可以直接分散到第二车轴104。当然，本领域技术人员将了解，对于能量存储，可以有飞轮的其它具体化方式。
在示例性实施例中，第一车轴和第二车轴以机械方式彼此分开。这样，发动机108和能量回收机构112彼此断开联接。换种说法，车辆100包括断开联接推进系统(未标号)。然而，应当了解，可以另选地具体化其它断开联接推进系统实施例，其中，车轮上的推进致动器施加扭矩，而另一车轮上的推进/能量回收致动器可以捕获能量。
所示实施例的车辆100包括用于控制车辆的各个方面的系统115。因此，系统115还包括至少一个控制器116。在示例性实施例中，示出了一个控制器116，但本领域技术人员应了解，可以利用多个控制器116。示例性实施例的控制器116包括能够进行计算并执行指令(即，运行程序)的处理器118。处理器118可以利用微处理器、微控制器、专用集成电路(“ASIC”)或其它合适的设备来具体化。当然，控制器116可包括多个处理器118，其可以或可以不布置在多个位置。示例性实施例的控制器116还包括能够存储数据并与处理器118进行通信的存储器120。存储器120可以利用半导体(未示出)或任何其它合适的装置来具体化。也可以利用多个存储器120。
控制器116与发动机108进行通信，使得可以向发动机108发送数据和/或从发动机108接收数据。也就是说，控制器116可以与单独的发动机控制单元(未示出)进行通信，和/或与用于控制发动机108的各种装置中的任何一个进行通信。控制器116还与能量存储单元114进行通信，使得可以向能量存储单元114发送数据和/或从能量存储单元114接收数据。控制器116还可以与变速器110和能量存储单元114进行通信。控制器116还可以与一个或多个传感器122进行通信。例如，一个传感器122可以联接至加速踏板(未示出)，以从车辆100的驾驶员接收期望的加速。
发动机108可以用来通过能量回收机构112经由“通过道路充能”程序对能量存储单元114间接地充能。更具体地说，联接至发动机108的至少一个车轮106旋转，以使车辆100沿道路移动。由于由发动机108提供的移动，联接至能量回收机构112的至少一个车轮106因此也旋转。这允许能量回收机构112产生电力，所述电力可存储在能量存储单元114中。因此，即使当车辆正加速时，也可以对能量存储单元114进行充能。
当然，能量回收机构112将用来使车辆100减速。因而，由发动机108产生的扭矩量必须足以在满足能量存储单元114的充能需求之前首先满足车辆100的加速需求。因此，应确定发动机请求的扭矩量，即，发动机扭矩请求值。
现在参照图2，可以利用控制器116和/或如本领域技术人员了解的其它装置来具体化计算发动机扭矩请求值的方法200。方法200包括：在202处，利用车辆控制器116接收再生扭矩请求值。此值对应于所请求的再生扭矩的量。再生扭矩请求值可以由在控制器116中运行的另一个例程或程序来确定，并且与对能量存储单元114进一步充能所需要的电荷量有关。再生扭矩请求值可以受限于车辆100的动态驱动条件。
再生扭矩请求值可以由一个或多个因子来修改。这些因子可以包括(但不限于)车辆100的速度以及车辆100的变速器的换档齿轮。
因而，方法200可以进一步包括：在204处，基于车辆100的速度修改再生扭矩请求值，以产生修改后再生扭矩请求值。更具体地说，在示例性实施例中，将再生扭矩请求值乘以基于车辆速度的修改因子。图3示出了示例性曲线300，其中，修改因子是介于0与1之间的数字并示出在垂直轴302上，并且车辆100的速度示出在水平轴304上。例如，修改因子在低速时(例如，当车辆100停止或开始移动时)可以为0，并且在高速时可以为1。当然，图3中所示的示例性修改因子仅仅是可以具体化的多种可能性中的一种。
方法200还可以包括：在206处，基于变速器110的齿轮换档进一步修改来自204中的修改后再生扭矩请求值。更具体地说，在示例性实施例中，基于齿轮换档是否正在进行、变速器在其间换档的具体齿轮以及变速器齿轮换档的阶段(即，接合或脱离)，将修改后再生扭矩请求值乘以限制因子，以重新定义修改后再生扭矩请求。图4示出了示例性曲线400，其中，限制因子示出在垂直轴402上且变速器齿轮换档阶段示出在水平轴404上。例如，限制因子在未发生齿轮换档时可以为1，在发生变速器110的脱离406时可以下降至0.2，并且然后在发生变速器110的接合408时恢复为1。当然，图4中所示的示例性修改因子仅仅是可以具体化的多种可能性中的一种。
示例性实施例的方法200还包括：在208处，利用车辆控制器116接收期望加速值。此期望加速值在一个实施例中可以对应于由车辆100的驾驶员致动的加速踏板的位置。方法200接着可以包括：在210处，基于期望加速值计算期望加速扭矩值。期望加速扭矩值是用于车辆100具体化驾驶员期望的加速所需要的扭矩输出的量。
修改后再生扭矩请求值和期望加速值用来计算发动机扭矩请求值。因而，示例性实施例的方法200还包括：在212处，至少部分地基于修改后再生扭矩请求值和期望加速扭矩值来计算发动机扭矩请求值。在图2中的214处，发动机扭矩请求值然后用来控制发动机108的操作，例如转速。
其它因子也可以用来计算发动机扭矩请求值。这些因子包括(但不限于)变速器齿轮比、最终传动比、估计损耗扭矩值、气动阻力扭矩值、最大发动机扭矩值以及关于车辆100是否正在轨道(例如，跑道、竞速赛道、运动场或运动街道)上行驶的确定。第6,408,229号美国专利中描述了用于确定车辆100是否正在轨道上行驶的一种技术。
所估计的损耗扭矩值使用变速器齿轮比、最终传动比、发动机速度、发动机扭矩和/或制动器阻力的函数来计算。这些因子被转换为基于扭矩的值以便于后续计算。气动阻力扭矩值是基于也被转换为基于扭矩的值的气动阻力值。气动阻力值可以基于车辆100的气动性质是恒定的。或者，气动阻力值可以基于改变车辆100的气动性质(例如，折叠式车顶(未示出)、天窗(未示出)的打开或改变扰流器(未示出)的位置)而改变。
在示例性实施例中，计算发动机扭矩请求值包括计算发动机扭矩附加值和总加速扭矩值如下：
发动机扭矩附加值＝(最大发动机扭矩值*变速器齿轮比*最终传动比)-第二修改后再生扭矩值
总加速扭矩值＝期望加速扭矩值+估计损耗扭矩值+气动阻力扭矩值
然后对发动机扭矩附加值和总加速扭矩值进行比较。
如果发动机扭矩附加值大于总加速扭矩值，则计算发动机扭矩请求值如下：
发动机扭矩请求值＝期望加速扭矩值+估计损耗扭矩值+气动阻力扭矩值+第二修改后再生扭矩值。
当发动机扭矩附加值大于总加速扭矩值时，还可以考虑车辆100是否正在轨道上行驶。如果车辆未在轨道上行驶，则控制器116还可以确定变速器110的最有效操作齿轮以及发动机108的最有效操作条件，以具体化期望加速扭矩并且使损耗最小化。更有效操作条件可以通过经由活性燃料管理例程减少正消耗燃料的发动机气缸、改变节气门位置和/或火花正时来具体化。当然，如本领域技术人员所了解的，可以采用其它技术来产生发动机108的最有效操作条件。如果车辆100正在轨道上行驶，则通过预定性能驱动齿轮换档方式来确定变速器110的操作齿轮，且可以由此方式来约束发动机扭矩请求值。
如果发动机扭矩附加值不大于总加速扭矩值(即，发动机扭矩附加值小于或等于总加速扭矩值)，则重新计算修改后再生扭矩值如下：
修改后再生扭矩值＝(最大发动机扭矩值*变速器齿轮比*最终传动比)-期望加速扭矩值-估计损耗扭矩值-气动阻力扭矩值
一旦根据以上等式再次修改修改后再生扭矩值，就可以将其输出到能量回收机构112。
在计算发动机扭矩请求值后，方法200在214处根据发动机扭矩请求值继续操作发动机。在一个实施例中，控制器116可以将这个值发送到单独的发动机控制模块(未示出)。或者，如本领域技术人员所了解的，控制器116可以与发动机108(例如，燃料喷射器)的各个部件进行通信，并且可以利用该值直接操作发动机。
附图或视图的详尽描述是对本发明的支持和描述，但本发明的范围仅由权利要求书限定。虽然已经详细描述了用于实施所要求教义的一些最佳模式和其它实施例，但是存在用于实践在所附权利要求中限定的本发明的各种替代设计和实施例。

Claims (7)

1.一种用于计算车辆发动机扭矩请求值的方法，所述方法包括：
利用车辆控制器接收与再生扭矩对应的再生扭矩请求值，所述再生扭矩由能量回收机构产生；
利用所述车辆控制器接收期望加速值；
利用所述车辆控制器，基于所述再生扭矩请求值和所述期望加速值来计算发动机扭矩请求值；
其中，计算所述发动机扭矩请求值包括计算发动机扭矩附加值和总加速扭矩值；
其中，计算所述发动机扭矩附加值包括求解方程：发动机扭矩附加值＝(最大发动机扭矩值*变速器齿轮比*最终传动比)-修改后再生扭矩请求值；
其中，计算所述总加速扭矩值包括求解方程：总加速扭矩值＝期望加速值+估计损耗扭矩值+气动阻力扭矩值+修改后再生扭矩请求值；以及
利用所述车辆控制器，根据所述发动机扭矩请求值来操作所述发动机。
2.根据权利要求1所述的方法，进一步包括：修改所述再生扭矩请求值以限定修改后再生扭矩请求值。
3.根据权利要求2所述的方法，其中，修改所述再生扭矩请求值包括：将所述再生扭矩请求值乘以乘法因子以限定所述修改后再生扭矩请求值，其中，所述乘法因子基于所述车辆的速度。
4.根据权利要求3所述的方法，进一步包括：基于所述车辆变速器中的换挡重新限定所述修改后再生扭矩请求值。
5.根据权利要求4所述的方法，其中，重新限定所述修改后再生扭矩请求值包括：将所述修改后再生扭矩请求值乘以限制因子以重新限定所述修改后再生扭矩请求值，其中，所述限制因子基于所述变速器中的所述换挡。
6.根据权利要求5所述的方法，其中，基于所述再生扭矩请求值和所述期望加速值来计算所述发动机扭矩请求值还被限定为基于所述修改后再生扭矩请求值和所述期望加速值来计算所述发动机扭矩请求值。
7.根据权利要求5所述的方法，其中，基于所述再生扭矩请求值和所述期望加速值来计算所述发动机扭矩请求值进一步包括基于以下各项中的至少一者来计算所述发动机扭矩请求值：变速器齿轮比、最终传动比、估计损耗扭矩值、气动阻力扭矩值、最大发动机扭矩值以及车辆在行驶轨道上运行的确定。
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