CN106553638B - 具有改进的基于功率域的零速控制的扭矩生成系统和方法 - Google Patents
具有改进的基于功率域的零速控制的扭矩生成系统和方法 Download PDFInfo
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Abstract
一种扭矩生成系统包括一个或多个扭矩生成装置、具有输出构件的变速器,以及控制器。当输出构件在零输出速度运行时,控制器执行控制系统运行的方法。控制器被编程为确定扭矩请求水平和输出构件的实际速度,以及当确定实际速度为零时,使用扭矩请求水平确定输出构件的有效速度为经校正的非零值。控制器使用有效速度和扭矩请求水平来计算传动系的有效功率。使用计算的有效功率执行关于传动系的控制动作,包括将传动系控制信号传输至所述扭矩生成装置,从而选择适当传动系运行模式。
Description
技术领域
本公开涉及一种具有改进的基于功率域的零速控制的扭矩生成系统。
背景技术
通常,响应于根据系统的有效输出扭矩得到的请求输出扭矩,对车辆传动系和其它复杂的扭矩生成系统加以控制。基于扭矩的控制,也被称为扭矩域控制,提供了以有效输出扭矩为形式的单一控制自由度。例如,传统的车辆传动系利用驾驶员的输出扭矩要求在扭矩域中进行控制,而驾驶员的输出扭矩要求又是根据扭矩请求水平和传动系唯一齿轮映射校准集来确定的。
作为对比,在基于功率域的控制系统中,或者功率域中系统的控制中,控制器判断机械功率的总量以及系统中发生的所有功率损失,机械功率的总量可以由系统任何数目的扭矩生成装置(如内燃机和电动机)所生成。功率域的控制提供两个控制自由度,即,扭矩和速度。因此,当应用到具有多于一个的扭矩生成装置的混合电动传动系和其它复杂系统时,功率域控制可以特别有用。
发明内容
本文中公开了一种扭矩生成系统和方法,旨在改善现有的功率域控制策略,特别是当扭矩生成系统在或接近零速度下运行时。在一个示例性实施例中,扭矩生成系统可以被实施为具有两个或多个扭矩生成装置(例如内燃机和一个或多个电动机)的混合电动车辆的传动系。在本发明的预期范围内可以设想其它实施例,例如非车辆实例中的固定功率装置。
本文中认识到,虽然基于功率域的控制策略部分地因为相对于基于扭矩域控制提供的额外控制自由度而提供了一定的性能优势,但在正被控制的系统在或非常接近零输出速度运行时基于功率的控制计算容易崩溃。即,功率是输出扭矩和速度的乘积,因此零输出速度对应于零输出功率。因此,当系统处于或接近零速时,典型的基于功率域的控制系统在区分不同水平的输出扭矩需求方面无效。本公开旨在帮助解决这一特定的控制问题,并由此改善扭矩生成系统的整体性能。
在一个示例性实施例中,扭矩生成系统包括至少一个扭矩生成装置、变速器和控制器。变速器包括输出构件。控制器被配置成当输出构件在零输出速度运行时,控制器控制传动系的运行。控制器被编程为确定扭矩请求水平和输出构件的实际速度,并最终确定输出构件的有效速度作为校准的非零值。当实际速度为零时,通过扭矩请求水平,例如根据本实施例的百分比发动机油门请求和/或电动机扭矩请求,来确定有效速度。控制器还使用所确定的有效速度和扭矩请求水平,计算传动系的有效功率。使用所计算的有效功率执行关于该系统的控制动作,包括将传动系控制信号传输至所述(一个或多个)扭矩生成装置,以选择适当传动系或其它运行模式。
还公开了一种用于控制零输出速度的扭矩生成系统的方法。该方法包括确定扭矩请求水平和输出构件的实际速度,并确定输出构件的有效速度作为校准的非零值。当实际速度为零时根据扭矩请求水平确定有效速度。该方法还包括使用所确定的有效速度和所确定的扭矩请求水平,计算传动系的有效功率。使用所计算的有效功率执行关于扭矩生成系统的控制动作。该控制动作包括将传动系控制信号传输至(一个或多个)扭矩生成装置,从而选择系统处于零输出速度时适当的运行模式。
以下结合附图对实施本发明的最佳方式进行的详细描述中能够很容易了解到本发明的上述特征和优点以及其它特征和优点。
附图说明
图1是如本文所述的一种示例性车辆的示意图,示例性车辆具有控制器,控制器被编程以提供在或接近零速度下基于功率域的控制。
图2A-C示出了可以供图1的控制器使用的性能痕迹的示例性实施例,其中性能痕迹示出了有效速度、实际速度和扭矩需求水平。
图3是示出了一种用于在扭矩生成系统中在或接近零速度下提供基于功率域的控制的示例性方法的流程图。
具体实施方式
参见附图,其中类似的数字指示几个视图中类似或相应的部分,一种扭矩生成系统10在图1中作为一示例性机动车辆示出。本领域的普通技术人员将理解,扭矩生成系统10可以是一种非机动车辆的一部分,或者可以在非车辆应用例如电厂或制造设施中使用。为了说明的一致性,图1的扭矩生成系统10下文中将在示例性机动汽车车辆的上下文中描述,并因此将被称为车辆10,但并不是说本公开的范围仅限于本实施例。
图1的车辆10包括控制器(C)50,其编程有用于实施方法100的计算机可读指令。指令的执行允许控制器50在车辆10在或接近零输出速度下运行时提供车辆10的传动系11的改进的基于功率域的控制。本文中认识到,在或接近零输出速度运行的旋转系统的机械功率有效地为零,如上所述,无论正被生成的输出扭矩的量多大。因此,控制器50被编程以选择性地提供车辆10的有效功率的非零表示,或更精确地,提供传动系11中使用的任何扭矩生成元件的有效功率的非零表示。这种方法的目的是允许控制器50更好的区分车辆10处于零输出速度时不同的扭矩请求水平。方法100的一个预期结果是允许基于功率的控制逻辑在零速条件下以更优化的方式起作用,而不需借助使用多个不同的控制域,其中根据请求输出扭矩量进行控制。
图1的控制器50可以被配置为一个或多个数字计算机,被专门编程以执行实施方法100的指令,其实例示于图3。为此目的,控制器50应包括足够的硬件以执行所需的步骤,例如存储器M和处理器P,以及其它硬件,如高速时钟、模拟数字和/或数字模拟电路、计时器、输入/输出电路和相关联装置,诸如收发机和信号调节和/或信号缓冲电路。存储器M应该包括足够有形的非暂态存储器,诸如磁或光只读存储器、快闪存储器等,以及随机存取存储器、电可擦除可编程只读存储器,等等。在一些车辆实施例中,控制器50可以是本领域中公知类型的混合控制模块。
传动系11可实施为具有内燃机(E)12、变速器(T)14及电机16的混合电动传动系。另外的电机16未示出,但是可以在其它实施例中使用,如本技术中所周知的。发动机12可以经由输入离合器CI,例如液力变矩器或摩擦离合器,与变速器14的输入构件13连接或断开。变速器14的输出构件15可以连接到一个或多个驱动轴18以传递输出扭矩至一组驱动轮20。
车辆10上的电力可以经由高电压能量存储系统22(例如,直流(DC)电池组和相关功率电子器件)而提供。能量存储系统22可以连接至功率逆变器模块24,其众所周知的在本领域中包括半导体开关和响应于脉宽调制或其它切换信号以将来自能量存储系统22的DC输出电压转换为适用于对电机16供电(且反之亦然)的多相电压的其它电子部件。
因此,作为传动系11的架构的部分,DC电压总线21可以将高电压能量存储系统22电连接至功率逆变器模块24,且AC电压总线23可以将功率逆变器模块24电连接至电机16。附加附件可以作为对传动系11的各个部件馈送的电气系统的部分,包括(例如)图1中为了说明简单而省略的辅助功率模块、辅助电池和一个或多个辅助电压装置。
图1中示出的传动系11是系统的实例,所述系统经历作为能量转换和存储的副产物的功率损耗。例如,由发动机12燃烧的化石燃料可产生已知量的可用机械功率。类似地,来自高电压能量存储系统22的电能可用于产生已知量的电力。然而,可用于对驱动轮20供电的总功率会从可用燃料和电池功率的总和中根据传动系11引发的任何功率损耗降低。例如,燃料燃烧过程会产生某些损耗,以及会产生由于相应的DC电压总线21和AC电压总线23上的任何电负荷和任何低电压部件的操作引起的电力损耗。变速器14和电机16中经历附加的机械功率损耗。发动机12的惯性、制动系统损耗和其它可能损耗进一步降低了可被传至一个或多个驱动轴18的可用功率量。因此基于功率域的控制逻辑必须正确地考虑这些损耗且最终确定可被传至驱动轮20的可用输出功率。
从数学上来说,转矩产生装置的输出功率是装置的输出转矩与输出速度的乘积。在功率域中,车辆10的总功耗以及驾驶员的请求输出功率用作若干传动系选择功能的输入。如本领域中众所周知的是,传动系状态选择功能在控制逻辑中用来确定最适当的操作状态以控制给定当前操作状态。换句话来说,传动系11的总性能是通过确定哪些部件在任何给定时刻启动和关闭且随后通过控制适当的操作状态来优化。
图1的控制器50因此确定何时启动或关闭发动机12、选择变速器14的哪个齿轮且对高电压能量存储系统22充电还是放电和/或对高电压能量存储系统22充电或者放电的程度。控制器50还确定变速器14的适当输入速度和来自的发动机12的命令的发动机转矩的适当量。传动系控制信号(箭头CC)接着由控制器50传输至传动系11的各个部件(包括发动机12、变速器14、功率逆变器模块24和电机16)以控制最终最小化传动系11中的功率损耗的燃料和电力的特定组合。所有常规的选择功能可以获益于如下文所述的零速下使用有效功率,因为有效功率区分了车辆10的零速下或接近零速的高转矩和低转矩。
作为本控制架构的部分,图1的控制器50被编程有有效速度逻辑块25。有效速度逻辑块25可以各种方式体现为由输出构件15的转矩请求水平(TR%)和实际转速(ωA)加索引或参考的一个或多个查找表。转矩请求水平(TR%)和实际速度(ωA)可以由相对于输出构件15定位的加速器踏板17的相应位置传感器(SP)以及变速器输出速度传感器(SO)来测量或使用其它测量的、计算的或估计的速度值来确定。
转矩请求水平(TR%)是由驾驶员或系统10的其它操作员请求的输出转矩的百分比或量。例如,如果使用加速器踏板17和制动器踏板来确定驾驶员的请求,那么加速器踏板的全应用(其中制动器踏板(未示出)为零应用)可以被视为100%转矩请求或对来自系统10可用的任一传动装置的所有可用转矩的请求。转矩请求水平(TR%)在本文被视为驾驶员请求输出转矩或车轴转矩请求的合适表示,即,车辆10的驾驶员预期响应于加速器踏板17上的压力增加或另一个转矩请求输入装置上的力增加或在另一个转矩请求输入装置上行驶而接收的输出转矩的量。换句话来说,控制器50被编程为针对任何给定的转矩请求水平(TR%)(例如)经由查找表或经由计算确定何种驾驶员请求输出转矩是以牛顿-米(Nm)来作为单位。
控制器50将驾驶员请求输出转矩与使用有效功率逻辑块25确定的有效速度相乘以确定有效功率值PE,TR·ωE=PE其中TR是驾驶员请求输出转矩且(ωE)是有效速度。因此,作为方法100的部分,有效功率逻辑块25表示在零或接近零实际输出速度时共同地提供校准的有效速度以暂时将校准的转矩请求索引、非零速度值馈送至控制器50的任何基于功率的选择判定过程中的控制器50的任何软件和相关硬件元件。
例如,图2A至图2C描绘了用于确定零速度状态下的有效速度(ωE)的三个可能轮廓或数据曲线,其中例如在所指示的数据曲线形式或在对应的查找表中,相应的迹线60、62、64表示绘制在水平轴上的实际速度(ωA)和绘制在垂直轴上的有效速度(ωE)之间的校准关系。图2A表示正转矩请求状态下(即,当车辆10的驾驶员或另一个转矩产生系统的操作员请求正或正向旋转方向上的输出转矩时)的有效速度(ωE)。图2B表示当驾驶员/操作员未主动请求任何输出转矩时(诸如当没有施加压力至图1的加速器踏板17时)的零转矩状态下的有效速度(ωE)。图2C表示负转矩请求状态下(例如当驾驶员/操作员请求负或反向旋转方向上的输出转矩时)的有效速度(ωE)。
参考图2A和图2C,点35对应于最大转矩请求,例如图1的加速器踏板17的100%施加或行程。此案例可以被容易地设想为车辆10在红交通灯时空转,接着驾驶员在交通灯变绿时踩下加速器踏板17。如图2A中所示,一旦实际速度(ωA)是如由点38指示的充分非零,实际速度(ωA)可以由控制器50使用来控制传动系11。因此,在低或零实际速度时,控制器50可替换如由上述有效速度逻辑块25确定的校准有效速度(ωE)。形如图2A和2C或取决于设计而不同的单独查找表或曲线可以用于零速度或接近零速度时的较低转矩请求水平以提供期望控制响应。例如,性能曲线的单独查找表可针对10%至20%转矩请求、21%至30%转矩请求、31%至40%转矩请求等被编程至存储器M中。
图2B描绘了零转矩请求状态。在这些状态下,有效速度(ωE)可以是整个操作范围中的转矩请求和实际速度(ωA)的线性函数。此方法将实际速度通过图1的输出速度传感器SO测量得到、且视为有效速度且反之亦然。
参考图3,方法100的示例性实施例开始于步骤S102,其中图1的控制器50从相应的传感器SO和SP接收测量的实际速度(ωA)和测量的转矩请求水平(TR%),或以其它方式确定这些值。方法100接着进行至步骤S104。
在步骤S104,控制器50通过有效速度逻辑模块25处理来自步骤S102的实际速度(ωA)以及测量的扭矩请求水平(TR%)以确定有效速度(ωE)。步骤S104可需要从对应所测量的扭矩请求水平的查找表中提取有效速度(ωE),其中有效速度(ωE)为足够高的非零值,诸如约5-7千米每小时或约5-10千米每小时。例如,足够高解析度的多个数据表可编程到控制器50的存储器M中以涵盖完整范围的可能扭矩请求水平,包括在图2A和图2C所描绘的完整或完全放开的扭矩请求下至图2B所示的零扭矩请求。一旦有效速度已被确定,步骤100就进行至步骤S106。
步骤S106包括计算有效功率(PE)。例如,控制器50可例如使用本领域熟知的扭矩-位置表根据扭矩请求水平(TR%)确定驾驶员请求的输出扭矩。一旦驾驶员请求的输出扭矩已知,可将该值乘以来自步骤S104的有效速度以推导有效功率。
在步骤S108,控制器50确定车辆的实际速度(ωA)是否约为零,例如,在示例实施例中小于约5千米每小时。如果是,则方法100进行至步骤S110。否则,方法100进行至步骤S112。
在步骤S110,在步骤S108已经确定实际速度(ωA)约为零,则控制器50使用通过步骤S106推导的有效功率(PE)来执行关于系统10的控制动作(CA1)。步骤S110可包括,传输传动系控制信号(图1的箭头CC)至传动系11的一个或多个扭矩生成组件(例如电机16和/或引擎12)和/或至上面参考图1所述的各种电动组件。以这种方式,控制动作可需要选择适当传动系工作模式。
步骤112包括,使用执行另一个控制动作(CA2),包括使用实际速度(ωA)来计算有效功率(PE)。在一些实施例中步骤S110和步骤S112实际上是相同步骤,因为步骤S106需要使用数据表或曲线计算有效功率,该数据表或曲线可易于扩展从而包括非零实际速度,诸如在图2A-图2C所示。换句话说,随着实际速度增加超过阈值速度,例如超过图2A和图2C的点38,实际速度和有效速度是相同的,且因此实际功率和有效功率间没有差别。
作为执行方法100的结果,混合传动系或其他复杂扭矩生成系统控制方法可在复杂性上减少,因此减轻主要由于使用单控制域(即,功率域)的校正负担。由于克服现有无能力区分在零速度的跨越扭矩水平,方法100可因此整个改进系统在零速度或接近零速度的响应。即使在零速度或接近零速度时,系统的总功率消耗也可作为数个选择函数的输入被使用以命令在当前操作条件下的最有效操作状态。
具体实施方式和附图或图支撑或描述本公开,但本公开的范围仅由权利要求书限定。虽然用于进行所要求保护的教导的最佳模型和其他实施例的一些已经详细描述,但存在各种替代设计和实施例用于实践在所附权利要求中限定的本公开。
Claims (8)
1.一种扭矩生成系统,其包括:
至少一个扭矩生成装置;
变速器,其可操作地连接到所述至少一个扭矩生成装置并且具有输出构件;以及
控制器,其可通信地连接到所述至少一个扭矩生成装置,并且当所述变速器的所述输出构件在或接近零输出速度运行时,所述控制器能够操作以控制所述系统的运行,其中所述控制器被编程用于:
确定扭矩请求水平;
确定所述输出构件的实际速度;
当所述输出构件的所述确定的实际速度等于零时,使用所述确定的扭矩请求水平,确定所述输出构件的有效速度作为经校正的非零值,所述控制器从查找表中提取有效速度,其中有效速度与作为扭矩请求水平的函数的实际速度相关;
使用所述确定的有效速度和所述确定的扭矩请求水平,计算所述系统的有效功率;以及
使用所述计算的有效功率执行关于所述系统的控制动作,所述控制动作包括将控制信号传输至所述至少一个扭矩生成装置,从而选择所述系统的适当运行模式。
2.根据权利要求1所述的扭矩生成系统,其中所述至少一个扭矩生成装置包括内燃机或电机。
3.根据权利要求2所述的扭矩生成系统,其中所述至少一个扭矩生成装置包括所述内燃机和所述电机。
4.根据权利要求1所述的扭矩生成系统,其还包括:驱动轴,其连接至一组车轮,其中所述扭矩生成系统为车辆传动系。
5.根据权利要求1所述的扭矩生成系统,其中所述控制器包括存储器,所述存储器将所述查找表存储为有效速度逻辑块,其中所述有效速度对应于所述确定的扭矩请求水平。
6.根据权利要求1所述的扭矩生成系统,其还包括:速度传感器和位置传感器,所述速度传感器能够操作以测量所述实际速度,所述位置传感器能够操作以测量所述扭矩请求水平,其中所述控制器还被编程为通过分别从所述速度传感器和所述位置传感器接收指示所述实际速度和所述扭矩请求水平的信号来确定所述实际速度和所述扭矩请求水平。
7.根据权利要求1所述的扭矩生成系统,其中所述控制器还被编程为通过根据所述扭矩请求水平确定所述变速器的驾驶员请求的输出扭矩并用所述驾驶员请求的输出扭矩乘以所述计算的有效速度来计算所述有效功率。
8.根据权利要求1所述的扭矩生成系统,其中所述有效速度至少为5千米每小时。
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US20170080915A1 (en) | 2017-03-23 |
CN106553638A (zh) | 2017-04-05 |
DE102016117115A1 (de) | 2017-03-23 |
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