CN107415923A - 用于混合动力车辆发动机起动的系统和方法 - Google Patents

用于混合动力车辆发动机起动的系统和方法 Download PDF

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Publication number
CN107415923A
CN107415923A CN201710324618.7A CN201710324618A CN107415923A CN 107415923 A CN107415923 A CN 107415923A CN 201710324618 A CN201710324618 A CN 201710324618A CN 107415923 A CN107415923 A CN 107415923A
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engine
torque
rotating speed
pump impeller
speed
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CN201710324618.7A
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CN107415923B (zh
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罗吉特·乔赫里
弗朗西斯·托马斯·康诺利
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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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
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    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60K6/46—Series type
    • 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
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Abstract

本公开涉及用于混合动力车辆发动机起动的系统和方法。提供了一种操作混合动力车辆的动力传动系统的方法。所述方法包括：响应于加速踏板踩下量大于预定阈值的检测，通过控制器输出发动机转速指令以将扭矩从发动机输出到车辆的车轮，该发动机转速指令是基于变矩器的预测的泵轮转速的并与加速踏板踩下量相对应。所述方法还可包括：访问混合动力车辆的泵轮转速输出的历史以获得预测的泵轮转速。发动机转速指令可将发动机转速设置为基本上等于或大于预测的泵轮转速。预定阈值可以是基于驾驶员请求的车轮扭矩输出的，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。

Description

用于混合动力车辆发动机起动的系统和方法
技术领域
本公开涉及用于混合动力车辆的动力传动系统的控制策略。
背景技术
混合动力电动车辆(HEV)包括内燃发动机和电动牵引马达，以提供动力用于推进车辆。在HEV中提高燃料经济性的一种方法是在整体动力需求低时关闭发动机。然而，如果整体动力需求增大而使得牵引马达不能提供足够的动力来满足该需求，或者如果牵引电池荷电状态(SOC)在一定阈值以下，则发动机必须被激活以对牵引马达的动力输出进行补充。
发明内容
一种操作混合动力车辆的动力传动系统的方法包括：通过控制器输出发动机转速指令以将扭矩从发动机输出到车辆的车轮，所述发动机转速指令是基于变矩器的预测的泵轮转速的并与加速踏板踩下量相对应。所述输出响应于加速踏板踩下量大于预定阈值的检测而发生。所述方法还可包括：访问混合动力车辆的泵轮转速输出的历史以获得预测的泵轮转速。发动机转速指令可将发动机转速设置为基本上等于或大于预测的泵轮转速。预定阈值可以是基于驾驶员请求的车轮扭矩输出的，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。预定阈值可以是基于驾驶员请求的车轮扭矩输出的，该驾驶员请求的车轮扭矩输出与50％至100％的加速踏板踩下量相对应。发动机转速指令可以是基于泵轮转速数据的，该泵轮转速数据包括在可由控制器访问的变矩器模型中。所述方法还可包括：在动力传动系统的马达/发电机(M/G)的转速因M/G扭矩极限而开始饱和时接合分离离合器。
一种控制混合动力车辆的动力传动系统的方法包括：通过踏板传感器来检测加速踏板踩下量大于预定阈值。所述方法还包括：响应于所述检测，通过与踏板传感器通信的控制器访问变矩器模型，以获得与加速踏板踩下量相对应的预测的泵轮转速。所述方法还包括：通过控制器将等于或大于预测的泵轮转速的发动机指令转速输出到发动机，以产生从发动机到一组车轮的扭矩输出。所述方法还可访问混合动力车辆的泵轮转速输出的历史以获得预测的泵轮转速。预定阈值可以是基于50％至100％的加速踏板施加量的。可响应于所述检测而指示分离离合器接合发动机。可响应于动力传动系统的M/G的转速因M/G扭矩极限而开始饱和而指示分离离合器接合。预定阈值可以是基于驾驶员请求的车轮扭矩输出的，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。预定阈值可以是基于检测到的状况的，在该检测到的状况中，M/G的转速在恒定扭矩下经过马达拐点。
一种混合动力车辆的动力传动系统包括马达/发电机(M/G)、发动机、分离离合器、变速器、主减速器、变矩器和控制器。M/G可操作地结合到传动系。分离离合器位于M/G与发动机之间以选择性地将发动机连接到传动系。变速器控制对一组车轮的动力输出。主减速器与变速器通信以指示所述一组车轮的运转。变矩器包括泵轮并位于M/G与变速器之间。控制器被配置为监测与发动机和M/G通信的加速踏板的踩下施加量，并基于预测的泵轮转速而将发动机转速增大到预定转速，所述预测的泵轮转速与踩下施加量大于预定阈值相对应。发动机的预定转速可等于或大于预测的泵轮转速。预测的泵轮转速可以是基于由控制器从变矩器模型访问的数据的。加速踏板的踩下施加量的预定阈值可以是基于等于或大于50％的踩下量的踩下量的。加速踏板的踩下施加量的预定阈值可以是基于变矩器打开的量的。发动机的预定转速可基本上等于预测的泵轮转速。
附图说明
图1是示出混合动力车辆的示例的示意图。
图2是示出用于混合动力车辆的动力传动系统的示例的示意图。
图3是示出车辆的扭矩输出对比转速输出的示例的曲线图。
图4是示出用于混合动力车辆的控制策略的算法的示例的信号图。
图5是示出用于混合动力车辆的控制策略的另一算法的示例的流程图。
具体实施方式
在此描述本公开的实施例。然而，应当理解，公开的实施例仅为示例并且其它实施例可采取各种和可替代的形式。附图不一定按比例绘制；一些特征可被夸大或缩小以显示特定组件的细节。因此，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多种形式利用实施例的代表性基础。如本领域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与一幅或更多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期望用于特定应用或实施方式。
参照图1，示出了根据本公开实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。组件在该车辆内的物理布局(physical placement)和方位可改变。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可称为模块化混合动力传动装置(MHT，modular hybrid transmission)。如下面将进一步详细地描述的，传动装置16包括电机(诸如电动马达/发电机(M/G)18)、关联的牵引电池20、变矩器22以及多阶梯传动比自动变速器(multiple step-ratio automatictransmission)或变速箱24。如图1所示，发动机14、M/G 18、变矩器22和自动传动装置16依次串联连接。
发动机14和M/G 18两者都是用于HEV 10的驱动源。发动机14通常代表可包括内燃发动机(诸如汽油、柴油或天然气驱动的发动机)或燃料电池的动力源。当发动机14与M/G18之间的分离离合器26至少部分地接合时，发动机14产生发动机功率和供应至M/G 18的对应的发动机扭矩。M/G 18可由多种类型的电机中的任何一者实现。例如，M/G 18可以是永磁同步马达。如下面将描述的，电力电子器件将由电池20提供的直流(DC)电调节成M/G18所需要的。例如，电力电子器件可以向M/G 18提供三相交流电(AC)。
当分离离合器26至少部分地接合时，动力可以从发动机14流向M/G 18或者从M/G18流向发动机14。例如，分离离合器26可接合，并且M/G 18可作为发电机运转，以将由曲轴28和M/G轴30提供的旋转能量转换成电能储存在电池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的其余部分隔离，使得M/G 18可以用作HEV 10的唯一驱动源。轴30延伸通过M/G 18。M/G 18连续地可驱动地连接到轴30，而发动机14仅在分离离合器26至少部分地接合时才可驱动地连接到轴30。
单独的起动马达31可与发动机14选择性地接合来旋转发动机，以使燃烧开始。一旦发动机起动，起动马达31便可经由例如起动马达31与发动机14之间的离合器(未示出)与发动机分离。在一个实施例中，发动机14由起动马达31起动同时分离离合器26断开，以保持发动机与M/G 18分离。一旦发动机已起动并且提高到M/G 18的转速，分离离合器26便可将发动机与M/G结合以允许发动机提供驱动扭矩。
在另一实施例中，不设置起动马达31，发动机14改由M/G 18起动。要做到这点，分离离合器26部分地接合以将扭矩从M/G 18传递到发动机14。可能需要使M/G 18的扭矩斜坡上升以满足驾驶员需求同时还起动发动机14。然后，一旦发动机转速提高到M/G的转速，分离离合器26便可完全接合。
M/G 18经由轴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的泵轮以及固定至变速器输入轴32的涡轮。从而，变矩器22在轴30和变速器输入轴32之间提供液力耦合。当泵轮旋转得比涡轮快时，变矩器22将动力从泵轮传递至涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速与涡轮转速之比足够高时，涡轮扭矩是泵轮扭矩的倍数。还可提供变矩器旁通离合器34，变矩器旁通离合器34在接合时摩擦地或机械地连接变矩器22的泵轮和涡轮，从而允许更高效的动力传输。变矩器旁通离合器34可作为起步离合器运转，以提供平稳的车辆起步。可替代地或者组合地，对于不包括变矩器22或变矩器旁通离合器34的应用，可以在M/G 18和变速箱24之间设置类似于分离离合器26的起步离合器。在一些应用中，分离离合器26通常称为上游离合器，而起步离合器34(可以是变矩器旁通离合器)通常称为下游离合器。
变速箱24可包括通过摩擦元件(诸如离合器和制动器(未示出))的选择性接合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的齿轮组(未示出)。可通过连接和断开齿轮组的特定元件以控制变速器输出轴36和变速器输入轴32之间的传动比的换挡计划来控制摩擦元件。变速箱24基于各种车辆和环境工况通过关联的控制器(诸如动力传动系统控制单元(PCU))从一个传动比自动换挡至另一个。变速箱24随后将动力传动系统输出扭矩提供至输出轴36。
应理解，与变矩器22一起使用的液压控制的变速箱24仅是变速箱或变速器布置的一个示例；在本公开的实施例中使用从发动机和/或马达接收输入扭矩随后以不同的传动比将扭矩提供至输出轴的任何多级传动比变速箱都是可以接受的。例如，变速箱24可由包括沿换挡拨叉轴平移/旋转换挡拨叉以选择期望的齿轮比的一个或更多个伺服马达的自动机械式(或手动式)变速器(AMT)实现。如本领域普通技术人员通常理解的，例如，在扭矩要求较高的应用中可以使用AMT。
如图1的代表性实施例所示出的，输出轴36连接至差速器40。差速器40经由连接至差速器40的各个车轴44驱动一对车轮42。差速器向每个车轮42传递大约相等的扭矩，同时(诸如当车辆转弯时)允许轻微的速度差异。可以使用不同类型的差速器或类似装置将扭矩从动力传动系统分配至一个或更多个车轮。在一些应用中，例如，根据特定的运转模式或状况，扭矩分配可变化。
动力传动系统12进一步包括诸如动力传动系统控制单元(PCU)的相关联的控制器50。虽然被示出为一个控制器，但是控制器50可以是较大的控制系统的一部分并且可以由车辆10中的各种其他控制器(诸如车辆系统控制器(VSC))控制。因此，应理解，动力传动系统控制单元50和一个或更多个其他控制器可以统称为“控制器”，该控制器响应于来自各种传感器的信号而控制各种致动器以控制多种功能，诸如起动/停止、运转M/G18以提供车轮扭矩或给电池20充电、选择或计划变速器换挡等。控制器50可包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理器(CPU)。例如，计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM，keep-alive memory)中的易失性和非易失性存储。KAM是可以用于在CPU掉电时存储各种操作变量的永久或非易失性存储器。计算机可读存储装置或介质可使用多个已知存储装置中的任何存储装置，诸如PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪存或能够存储数据的任何其他电、磁、光学或组合存储装置来实现，其中，所述数据中的一些代表由控制器使用以控制发动机或车辆的可执行指令。
控制器经由输入/输出(I/O)接口与各种发动机/车辆传感器和致动器通信，该I/O接口可以实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。可替代地，在将特定信号提供至CPU之前，一个或更多个专用硬件或固件芯片可以用于调节和处理所述特定信号。如图1的代表性实施例总体上示出的，控制器50可以将信号传送至发动机14、分离离合器26、M/G 18、起步离合器34、传动装置变速箱24和电力电子器件56和/或从它们接收信号。尽管未明确示出，但是本领域普通技术人员将识别出在上文指出的每个子系统内可以由控制器50控制的各种功能或组件。可以使用由控制器执行的控制逻辑直接或间接致动的参数、系统和/或组件的代表性示例包括燃料喷射正时、速率和持续时间、节气门位置、(用于火花点火式发动机的)火花塞点火正时、进气/排气门正时和持续时间、前端附件驱动(FEAD，front-end accessory drive)组件(诸如交流发电机)、空调压缩机、电池充电、再生制动、M/G运转、用于分离离合器26、起步离合器34和传动装置变速箱24的离合器压力等。通过I/O接口传送输入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)、车速(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、废气氧(EGO)或其它废气成分浓度或存在情况、进气流量(MAF)、变速器挡位、传动比或模式、变速器油温(TOT)、传动装置涡轮速度(TS)、变矩器旁通离合器34状态(TCC)、减速或换挡模式(MDE)。
可以通过一个或更多个附图中的流程图或类似图来表示由控制器50执行的控制逻辑或功能。这些附图提供可以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)实现的代表性控制策略和/或逻辑。因此，示出的多个步骤或功能可以以示出的顺序执行、并行执行或在某些情况下有所省略。尽管没有总是明确地示出，但是本领域普通技术人员将认识到，根据使用的特定处理策略，可以反复执行一个或更多个示出的步骤或功能。类似地，处理顺序并不一定是实现在此描述的特点和优点所必需的，而是为了便于说明和描述而提供。可以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(诸如控制器50)执行的软件中实现控制逻辑。当然，根据特定应用，可以在一个或更多个控制器中的软件、硬件或者软件和硬件的组合中实现控制逻辑。当在软件中实现时，可以在存储有代表由计算机执行以控制车辆或其子系统的代码或指令的数据的一个或更多个计算机可读存储装置或介质中提供控制逻辑。计算机可读存储装置或介质可包括利用电、磁和/或光学存储以保持可执行指令和关联的校准信息、操作变量等的许多已知物理装置中的一个或更多个。
车辆驾驶员使用加速踏板52提供需求的扭矩、功率或驱动命令以推进车辆。通常，踩下和松开踏板52分别产生可被控制器50解释为对增加的功率的需求或对减小的功率的需求的加速踏板位置信号。至少基于来自踏板的输入，控制器50命令来自发动机14和/或M/G 18的扭矩。控制器50还控制变速箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或分离。类似于分离离合器26，可以在接合位置和分离位置之间的范围内调节变矩器旁通离合器34。除由泵轮和涡轮之间的液力耦合产生的可变打滑之外，这也在变矩器22中产生可变打滑。可替代地，根据特定应用，变矩器旁通离合器34可运转为锁止或打开而不使用调节的运转模式。
为了利用发动机14驱动车辆，分离离合器26至少部分地接合，以通过分离离合器26将发动机扭矩的至少一部分传递至M/G 18，然后再从M/G 18传递经过变矩器22和变速箱24。在发动机14单独提供推进车辆所需的扭矩时，该运转模式可称为“发动机模式”、“纯发动机模式”或“机械模式”。
M/G 18可以通过提供额外功率来使轴30转动而辅助发动机14。该运转模式可被称为“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了使用M/G 18作为唯一动力源驱动车辆，除了分离离合器26将发动机14与动力传动系统12的其余部分隔离以外，动力流(power flow)保持不变。在这段时间内可以禁用或者以其他方式关闭发动机14中的燃烧以节省燃料。牵引电池20通过线路54将储存的电能传输至可包括例如逆变器的电力电子器件56。电力电子器件56将来自电池20的DC电压转换成AC电压以供M/G 18使用。控制器50命令电力电子器件56将来自电池20的电压转换成提供至M/G 18的AC电压，以将正扭矩或负扭矩提供至轴30。该运转模式可被称为“纯电动模式”、“EV(电动车辆)模式”或“马达模式”。
在任何运转模式中，M/G 18都可以用作马达并且为动力传动系统12提供驱动力。可选地，M/G 18可用作发电机并且将来自动力传动系统12的动能转换成电能储存在电池20中。例如，当发动机14为车辆10提供推进动力时，M/G 18可以用作发电机。此外，在来自旋转的车轮42的旋转能量通过变速箱24传递回来并转换成电能储存在电池20中的再生制动期间，M/G 18可以用作发电机。
应理解，图1示出的示意图仅为示例性的并且不意在受限制。可考虑利用发动机和马达两者的选择性接合来通过传动装置进行传递的其它构造。例如，M/G 18可从曲轴28偏移，和/或M/G 18可设置在变矩器22与变速箱24之间。在不脱离本公开的范围的情况下，可考虑其它构造。
图2示出了动力传动系统(总体上称为动力传动系统100)的示例的示意图。动力传动系统100涉及HEV的MHT。动力传动系统100可包括低电压起动机104和M/G 106。低电压起动机104或M/G 106可协助起动发动机108。低电压电池105可将电力提供到低电压起动机104。分离离合器110可使发动机108与M/G 106分离。具有旁通离合器(或起步离合器)的变矩器114位于M/G 106与传动装置变速箱116之间。变矩器114可传递由发动机108或M/G 106产生的扭矩或者使由发动机108或M/G 106产生的扭矩倍增。传动装置油泵120可设置在与M/G 106相同的轴上，用于提供流经传动装置变速箱116的油，以提供润滑并支持液压运转。传动装置油泵120可被辅以电动辅助泵(未在图2中示出)。分离离合器110可将发动机108连接到动力传动系统100的其它组件，以协助便于独立于其它车辆组件的操作而断开和关闭发动机108。M/G 106可设置在发动机108与变矩器114之间。M/G 106可连接到传动装置变速箱116，传动装置变速箱116连接到主减速器124。变矩器114可包括用于锁止变矩器114的泵轮和涡轮的旁通离合器。主减速器124可连接到一组车轮125以指示它们的运转。
在多个车辆工况下，驾驶员请求是由控制器(诸如控制器127)解释的，并且控制器127可指示动力传动系统100组件的运转。控制器127的示例包括电子控制单元。驾驶员请求的示例可包括反映驾驶员的车轮扭矩意图的挡位选择(PRNDL)和加速踏板位置(APPS)。制动踏板上的驾驶员输入(BPPS)是由制动系统控制模块(BSCM)解释的并且车轮扭矩修改请求被发送到控制器127以调节最终车轮扭矩。高电压电池控制器(BECM)监测高电压电池128的温度、电压、电流和荷电状态。BECM确定高电压电池128的最大许用放电功率极限和最大许用充电功率极限。控制器127可确定动力传动系统100的工作点(operating point)来保持预定的电池荷电状态以使燃料消耗最小化，并根据驾驶员的请求提供车辆性能。控制器127的扭矩控制(TC)特征确定发动机108与M/G 106之间的扭矩分配。
可利用发动机分离离合器110来起动发动机108。可选地，额外的起动机或带式起动机/交流发电机(BISG)可用于起动发动机108。当在EV驱动期间利用分离离合器110起动发动机108时，M/G 106可供应扭矩以推进车辆并起动车辆的发动机108。预先确定用于起动发动机108的额外扭矩，以防止传动装置变速箱116的输入扭矩以扭矩洞或扭矩喘振的形式偏离驾驶员的需求。对通过分离离合器110的扭矩的准确估计有助于获得预先确定的额外扭矩。
诸如BISG的替代起动装置的使用提供了用于将发动机108的起动与动力传动系统100的其它车辆组件隔离的操作。然而，仍可期望快速起动发动机108并在分离离合器110锁止期间使对传动装置变速箱116的扭矩扰动最小化。对于大幅度加速踏板踩下起动(largeaccelerator tip-in start)，可期望快速连接发动机108并提供驾驶员需求的扭矩。另外，可期望提供从M/G 106到传动系的持续的扭矩直到发动机108被连接并且能够提供所请求的扭矩为止。
如果变矩器114之前是闭合的，则大幅度加速踏板踩下将引起变矩器114打开。在变矩器114打开的情况下，来自M/G 106的大的驾驶员需求扭矩将引起泵轮加快旋转以产生所请求的车轮扭矩。传递通过变矩器114的扭矩与泵轮的转速成比例。然而，归因于M/G 106和泵轮的低惯性，由驾驶员需求引起的对大的M/G 106扭矩的请求将使泵轮转速快速升高。泵轮转速的升高将最终引起可用的M/G 106扭矩的减小，进而可使M/G 106的转速饱和。
图3示出了车辆电机的扭矩对比转速的曲线图的示例。M/G 106的转速在恒定扭矩142下经过马达拐点140。在这种情形下，在以恒定功率146运转期间，M/G 106的扭矩将随着M/G 106的转速的增大而降低。M/G 106的转速的增大将引起来自高电压电池128的可用M/G106扭矩的减小。来自高电压电池128的可用M/G 106扭矩可由电池功率除以马达转速来限定。增大马达转速将引起M/G 106内的更大的电损失，并且对于恒定的高电压电池128的功率极限可用机械功率的量将减小：
随着M/G 106的可用扭矩开始减小，M/G 106的转速将开始饱和。由于传递通过变矩器114的扭矩与泵轮的转速成比例，因此到车轮125的扭矩将开始饱和。其结果是，没有额外的扭矩可提供到车轮125直到发动机108已起动并与传动系连接为止。
图4示出了用于控制策略的算法(在此总体上称为算法200)的示例，该控制策略用于在大幅度加速踏板踩下事件期间快速起动发动机并将持续的扭矩提供到车轮。车辆组件操作在图4中表示并且可由与车辆组件通信的控制器进行指示。例如，操作206涉及驾驶员对加速踏板的输入，操作208涉及对发动机转速上拉/转速下拉(EPUD)的请求的状态，操作210涉及起动机/ISG的状态，操作212涉及马达的模式，操作214涉及发动机模式，操作216涉及分离离合器指令，操作218涉及分离离合器状态，操作220涉及分离离合器压力。
M/G和发动机输出指令可与操作206至操作222的发生对应。例如，曲线图228涉及M/G和发动机的输出扭矩指令。曲线图230涉及M/G和发动机的净输入扭矩指令。曲线图232涉及M/G和发动机的转速指令。在曲线图228中示出了最大马达扭矩240、最小马达扭矩242、发动机扭矩244、M/G扭矩246和驾驶员需求输入扭矩248。在曲线图230中示出了驾驶员需求输入扭矩248和净输入扭矩252。在曲线图232中示出了M/G转速256和发动机转速258。
位置238表示通过起动机/ISG对发动机进行的起动。可选地，分离离合器可用于起动发动机。在位置238处，在操作206中示出了对加速踏板的大幅度踩下。该大幅度踩下可被视为踩下量超出预定阈值。所述预定阈值可基于对应于50％至100％的加速踏板踩下量的驾驶员请求的车轮扭矩输出。所述预定阈值的另一示例可基于动力传动系统因M/G扭矩极限而开始饱和的M/G的转速。所述预定阈值的又一示例可基于使从变矩器到车轮的扭矩发生饱和的驾驶员请求的车轮扭矩输出。
继续参照位置238，在操作208中EPUD请求被示出为“开(On)”。在操作212中M/G被示出为处于扭矩控制模式，并且在操作214中发动机被示出为处于起动模式。如操作216所示，控制器可将指令发送到分离离合器以准备接合。分离离合器的相应的接合状态在操作218中示出并且相应的分离离合器压力在操作220中示出。
如上所述，在曲线图228、230和232中示出了控制器指示的输出指令。在位置238处，归因于用于起动发动机所需要的扭矩的量，曲线图228显示出发动机扭矩244为负。驾驶员需求输入扭矩248反映加速踏板的大幅度踩下。M/G扭矩246被示出为在发动机起动之后增大。曲线图230示出了基于发动机扭矩244和M/G扭矩246的净输入扭矩252。曲线图232示出了响应于加速踏板的大幅度踩下而对M/G和发动机增大转速的指令。
位置264反映位置238与位置268之间的中间位置。位置238与位置268之间的时间间隔的示例为大约1/2秒。位置268反映分离离合器接合发动机以随M/G运转。如曲线图228所示，在位置268之后发动机扭矩244增大并且M/G扭矩246减小。如曲线图232所示，增大发动机转速258的指令将发动机转速设置为比M/G的转速更高的转速或与M/G的转速基本上相等的转速。发动机转速258可基于变矩器的泵轮转速，反映获得期望的扭矩输出所必需的泵轮转速。例如，控制器可访问变矩器模型以获得反映驾驶员需求输入扭矩248的泵轮转速。随后控制器可指示发动机以等于或大于泵轮转速的转速运转。如此，来自发动机的额外扭矩被用于从扭矩输出角度来满足大幅度加速踏板踩下的驾驶员需求输入扭矩248。例如，分离离合器可用于将马达转速和车辆速度朝向发动机转速拉近，以越过马达饱和而将扭矩有效地增加到传动系。
图5示出了用于控制策略的算法(在此总体上称为算法300)的示例，该控制策略用于在大幅度加速踏板踩下事件期间起动发动机并将持续的扭矩提供到车轮。在操作302中，控制器可基于驾驶员输入而指示发动机起动。例如，起动机/BISG可发出起动指令或者可利用分离离合器来起动发动机。在操作308中，传感器可对加速踏板踩下量进行测量并将测量值发送到控制器。加速踏板踩下量可对应于由驾驶员请求的车轮扭矩的量。在加速踏板踩下量低于预定阈值的情况下，算法300可返回到“开始”并继续监测加速踏板踩下量。在加速踏板踩下量超过预定阈值的情况下，控制器可在操作312中访问变矩器模型的泵轮转速数据(其基于加速踏板踩下量)以获得变矩器的预测的泵轮转速。
泵轮转速数据可从对应于车辆的先前的加速踏板踩下施加量的泵轮转速输出的历史中进行访问。驾驶员需求扭矩可被输入到变矩器模型中以获得对应的泵轮转速从而确定预测的泵轮转速。预定阈值的示例包括驾驶员请求的车轮扭矩输出，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。预定阈值的另一示例包括50％至100％的加速踏板踩下量。在操作318中，控制器可指示发动机以基于预测的泵轮转速的发动机指令转速运转。例如，发动机指令转速可等于或大于预测的泵轮转速。以发动机指令转速运转发动机可防止分配给车轮的扭矩的饱和。
在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机/通过处理装置、控制器或计算机实现，其中，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地，处理、方法或算法可按照许多形式被存储为可由控制器或计算机执行的数据和指令，所述形式包括但不限于：永久地存储在不可写入的存储介质(诸如ROM装置)上的信息和可改变地存储在可写入的存储介质(诸如软盘、磁带、CD、RAM装置和其它磁性和光学介质)上的信息。所述处理、方法或算法还可被实施为软件可执行对象。可选地，所述处理、方法或算法可利用合适的硬件组件(诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或者其它硬件组件或装置)或者硬件、软件和固件组件的组合被整体或部分地实现。
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词语而非限制性词语，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。如前所述，可组合各个实施例的特征以形成本发明的可能未明确描述或说明的进一步的实施例。虽然关于一个或更多个期望特性，各个实施例可能已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应该认识到，根据具体应用和实施方式，一个或更多个特征或特性可被折衷以实现期望的整体系统属性。这些属性可包括但不限于成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、装配的便利性等。因此，在某种程度上，任何实施例被描述为在一个或更多个特性上不如其它实施例或现有技术的实施方式合意，这些实施例并不在本公开的范围之外，并且对特定的应用来讲会是满足期望的。

Claims (20)

1.一种操作混合动力车辆的动力传动系统的方法，包括：
响应于加速踏板踩下量大于预定阈值的检测，通过控制器输出发动机转速指令以将扭矩从发动机输出到车辆的车轮，其中，所述发动机转速指令是基于变矩器的预测的泵轮转速的并与加速踏板踩下量相对应。
2.根据权利要求1所述的方法，还包括：访问混合动力车辆的泵轮转速输出的历史以获得预测的泵轮转速。
3.根据权利要求1所述的方法，其中，发动机转速指令将发动机转速设置为基本上等于或大于预测的泵轮转速。
4.根据权利要求1所述的方法，其中，预定阈值是基于驾驶员请求的车轮扭矩输出的，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。
5.根据权利要求1所述的方法，其中，预定阈值是基于驾驶员请求的车轮扭矩输出的，其中，该驾驶员请求的车轮扭矩输出与50％至100％的加速踏板踩下量相对应。
6.根据权利要求1所述的方法，其中，发动机转速指令是基于泵轮转速数据的，其中，该泵轮转速数据包括在能够由控制器访问的变矩器模型中。
7.根据权利要求1所述的方法，还包括：在动力传动系统的马达/发电机的转速因马达/发电机扭矩极限而开始饱和时接合分离离合器。
8.一种控制混合动力车辆的动力传动系统的方法，包括：
通过踏板传感器来检测加速踏板踩下量大于预定阈值；
响应于所述检测，通过与踏板传感器通信的控制器访问变矩器模型，以获得与加速踏板踩下量相对应的预测的泵轮转速；
通过控制器将等于或大于预测的泵轮转速的发动机指令转速输出到发动机，以产生从发动机到一组车轮的扭矩输出。
9.根据权利要求8所述的方法，还包括：访问混合动力车辆的泵轮转速输出的历史以获得预测的泵轮转速。
10.根据权利要求8所述的方法，其中，预定阈值是基于50％至100％的加速踏板施加量的。
11.根据权利要求8所述的方法，还包括：响应于所述检测而指示分离离合器接合发动机。
12.根据权利要求8所述的方法，还包括：响应于动力传动系统的马达/发电机的转速因马达/发电机扭矩极限而开始饱和而接合分离离合器。
13.根据权利要求8所述的方法，其中，预定阈值是基于驾驶员请求的车轮扭矩输出的，在该驾驶员请求的车轮扭矩输出中，从变矩器到车轮的扭矩发生饱和。
14.根据权利要求8所述的方法，其中，预定阈值是基于检测到的状况的，其中，在该检测到的状况中，马达/发电机的转速在恒定扭矩下经过马达拐点。
15.一种混合动力车辆的动力传动系统，包括：
马达/发电机(M/G)，可操作地结合到传动系；
发动机；
分离离合器，位于M/G与发动机之间以选择性地将发动机连接到传动系；
变速器，用于控制对一组车轮的动力输出；
主减速器，与变速器通信以指示所述一组车轮的运转；
变矩器，包括泵轮并位于M/G与变速器之间；
控制器，被配置为监测与发动机和M/G通信的加速踏板的踩下施加量，并基于预测的泵轮转速而将发动机转速增大到预定转速，其中，所述预测的泵轮转速与踩下施加量大于预定阈值相对应。
16.根据权利要求15所述的动力传动系统，其中，发动机的预定转速等于或大于预测的泵轮转速。
17.根据权利要求16所述的动力传动系统，其中，预测的泵轮转速是基于由控制器从变矩器模型访问的数据的。
18.根据权利要求15所述的动力传动系统，其中，加速踏板的踩下施加量的预定阈值是基于等于或大于50％的踩下量的踩下量的。
19.根据权利要求15所述的动力传动系统，其中，加速踏板的踩下施加量的预定阈值是基于变矩器打开的量的。
20.根据权利要求15所述的动力传动系统，其中，发动机的预定转速基本上等于预测的泵轮转速。
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