CN107792048A - 变矩器离合器接合压力 - Google Patents
变矩器离合器接合压力 Download PDFInfo
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- CN107792048A CN107792048A CN201710794079.3A CN201710794079A CN107792048A CN 107792048 A CN107792048 A CN 107792048A CN 201710794079 A CN201710794079 A CN 201710794079A CN 107792048 A CN107792048 A CN 107792048A
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- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/024—Clutch engagement state of torque converter lock-up clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18108—Braking
- B60Y2300/18125—Regenerative braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract
车辆可以包括控制器,该控制器配置为响应于加速器踏板释放和预期再生制动事件,在事件发生之前将变矩器离合器的接合压力增加到基于与事件相关联的再生制动扭矩估计的阈值,使得在事件期间,离合器比变矩器传送更多的扭矩。再生制动扭矩估计可以是基于平均道路坡度与当前道路坡度之间的差。再生制动扭矩估计可以是基于前视距离及其变化率。再生制动扭矩估计可以是基于预测减速率。
Description
技术领域
本公开涉及制动事件期间的变矩器离合器接合压力。
背景技术
在制动事件期间,许多混合动力和电动车辆都采用再生制动来发电。在这些事件期间,扭矩通过传动系传送到发电机。传动系可以包括液力联轴节或变矩器和变矩器旁通离合器。旁通离合器比变矩器更有效地传送扭矩。在特定的车辆事件期间,旁通离合器可以脱离,从而降低扭矩传送的效率和再生制动期间产生的电力。
发明内容
车辆可以包括控制器,该控制器配置为响应于加速器踏板释放和预期再生制动事件,在事件发生之前将变矩器离合器的接合压力增加到基于与事件相关联的再生制动扭矩估计的阈值,使得在事件期间,离合器大体上传送估计的所有扭矩。再生制动扭矩估计可以是基于平均道路坡度和可以从高度、当前道路坡度、车辆速度或者它们的组合得到的当前道路坡度之间的差。再生制动扭矩估计可以是基于前视距离(headway range)及其变化率。再生制动扭矩估计可以是基于所需的或预测的减速率以及车速。
附图说明
图1是混合动力电动车辆的概况;
图2是指示基于道路坡度的车辆的高度(elevation)和制动事件的预测图表;
图3是基于道路坡度的制动事件预测方法的流程图;
图4描绘了使用LiDAR或RADAR来测量前视距离的制动预测方法;
图5是基于前视距离的制动事件预测方法的流程图;
图6示出了使用V2V、V2I或者V2X的制动预测方法;
图7是基于车辆到基础设施通信的制动事件预测方法的流程图;
图8是描述变矩器离合器接合压力、估计的制动扭矩接合压力和制动状态的综合图;和
图9是使由发电机接收的再生扭矩最大化的变矩器离合器接合压力控制策略的流程图。
具体实施方式
本文描述了本公开的实施例。然而,应当理解的是,所公开的实施例仅仅是示例,并且其他实施例可以采取各种和替代形式。附图不一定按比例;一些特征可能被夸大或最小化,以显示特定部件的细节。因此,本文公开的具体结构和功能细节不应被解释为限制性的,而是仅作为教导本领域技术人员以各种各样的方式实施本发明的代表性基础。如本领域普通技术人员将理解的,参考附图中的任一附图示出和描述的各种特征可以与在一个或多个其他附图中所示的特征组合以产生未明确示出或描述的实施例。所示特征的组合提供了典型应用的代表性实施例。然而,对于特定应用或实施方式,可能期望与本公开的教导一致的特征的各种组合和修改。
参考图1,根据本公开的实施例示出了混合动力电动车辆(HEV)10的示意图。图1示出了部件之间的代表性关系。车辆内的部件的物理位置和方向可能会有变化。HEV 10包括动力传动系统12。动力传动系统12包括驱动变速器16(其可被称为模块化混合动力变速器(MHT))的发动机14。如下面将进一步详细描述的那样,变速器16包括诸如电动马达/发电机(M/G)18的电机、相关的牵引电池20、变矩器22和多阶梯传动比自动变速器、或者变速箱24。
发动机14和M/G 18都是HEV 10的驱动源。发动机14通常表示可以包括诸如汽油、柴油或天然气动力发动机的内燃机,或者燃料电池的动力源。当发动机14和M/G 18之间的断开离合器26至少部分接合时,发动机14产生发动机功率和提供给M/G 18的相应的发动机扭矩。M/G 18可以由多种类型的电机中的任何一种来实现。例如,M/G 18可以是永磁同步马达。电力电子设备56使由电池20提供的直流电(DC)功率满足M/G 18的要求,如下所述。例如,电力电子设备可以向M/G 18提供三相交流电(AC)。
当断开离合器26至少部分接合时,从发动机14流到M/G 18或者从M/G 18流到发动机14的功率是可能的。例如,断开离合器26可以接合,并且M/G 18可以作为发电机操作,以将由曲轴28和M/G轴30提供的旋转能量转换成电能以存储在电池20中。断开离合器26也可以分离以将发动机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延伸穿过M/G 18。M/G 18连续地可驱动地连接到轴30,而仅当断开离合器26至少部分地接合时,发动机14可驱动地连接到轴30。
M/G 18经由轴30连接到变矩器22。因此,当断开离合器26至少部分接合时,变矩器22连接到发动机14。变矩器22包括固定到M/G轴30的叶轮和固定到变速器输入轴32的涡轮。因此,变矩器22提供轴30和变速器输入轴32之间的液力联轴节。当叶轮旋转速度比涡轮快时,变矩器22将功率从叶轮传送到涡轮。涡轮扭矩和叶轮扭矩的大小通常取决于相对速度。当叶轮转速与涡轮转速的比值足够高时,涡轮扭矩是叶轮扭矩的倍数。变矩器旁通离合器34还可以设置为当接合时,摩擦地或机械地连接变矩器22的叶轮和涡轮,以允许更有效的功率传送。变矩器旁通离合器34可以作为起步离合器来操作,以提供平稳的车辆起步。替代地或组合地,类似于断开离合器26的起步离合器可以设置在M/G 18和变速箱24之间,用于不包括变矩器22或变矩器旁通离合器34的应用。在一些应用中,断开离合器26通常被称为上游离合器以及起步离合器34(其可以是变矩器旁通离合器)通常被称为下游离合器。
变速箱24可以包括齿轮组(未示出),其通过诸如离合器和制动器(未示出)之类的摩擦元件的选择性接合来选择性地置于不同的齿轮比中,以建立期望的多个离散或阶梯传动比。摩擦元件可以通过连接和断开齿轮组的某些元件的换挡计划来控制,以控制变速器输出轴36和变速器输入轴32之间的传动比。变速箱24基于各种车辆和环境操作条件通过诸如动力传动系统控制单元(PCU)50的相关联的控制器自动地从一个传动比转换到另一个。变速箱24然后向输出轴36提供动力传动系统输出扭矩。
应当理解的是,与变矩器22一起使用的液压控制变速箱24仅是变速箱或变速器装置的一个示例;接受来自发动机和/或马达的输入扭矩并且然后以不同传动比向输出轴提供扭矩的多传动比变速箱是可接受的,以用于本公开的实施例。例如,变速箱24可以通过包括一个或多个伺服马达的自动机械(或手动)变速器(AMT)来实现,所述伺服马达沿着换挡导轨平移/旋转换挡叉以选择所需的齿轮比。如本领域普通技术人员普遍理解的,AMT可用于例如具有更高扭矩要求的应用中。
如图1的代表性实施例所示,输出轴36连接到差速器40。差速器40通过连接到差速器40的相应车轴44驱动一对车轮42。差速器将大致相等的扭矩传送到每个车轮42同时允许轻微的速度差,例如当车辆转弯时。可以使用不同类型的差速器或类似设备来将扭矩从动力传动系统分配到一个或多个车轮。在一些应用中,扭矩分配可以根据例如具体的操作模式或状况而变化。
动力传动系统12还包括相关联的动力传动系统控制单元(PCU)50。尽管被示为一个控制器,但是PCU 50可以是较大控制系统的一部分,并且可以由整个车辆10中的各种其它控制器(诸如车辆系统控制器(VSC))来控制。因此,应当理解的是,动力传动系统控制单元50和一个或多个其他控制器可以统称为“控制器”,其响应于来自各种传感器的信号而控制各种致动器以控制例如起动/停止发动机14、操作M/G 18以提供车轮扭矩或者对电池20进行充电、以及选择或调度变速器挡位等的功能。控制器50可以包括与各种类型的计算机可读存储设备或介质通信的微处理器或中央处理单元(CPU)。计算机可读存储设备或介质可以包括例如只读存储器(ROM)、随机存取存储器(RAM)和保持存储器(KAM)中的易失性和非易失性存储器。KAM是一种持久或非易失性存储器,其可在CPU断电时用于存储各种操作变量。计算机可读存储设备或介质可以使用诸如PROM(可编程只读存储器)、EPROM(可擦除可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪速存储器的多种已知存储器设备、或者任何其它能够存储数据(其中一些数据表示由控制器使用的用于控制发动机或车辆的可执行指令)的电、磁、光学或组合存储器设备中的任何一种来实现。
控制器经由可被实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单一集成接口的输入/输出(I/O)接口与各种发动机/车辆传感器和致动器进行通信。或者,可以使用一个或多个专用硬件或固件芯片来在提供给CPU之前调节和处理特定信号。如图1的代表性实施例中所示,PCU 50可以向和/或从发动机14、断开离合器26、M/G 18、起步离合器34、变速器变速箱24和电力电子设备56传送信号。尽管未明确示出,但本领域普通技术人员将认识到可以由PCU 50控制的上述每个子系统内的各种功能或部件。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/或部件的代表性示例包括燃料喷射正时、速率、持续时间、节气门位置、(用于火花点火发动机的)火花塞点火正时、进气/排气阀正时和持续时间、诸如交流发电机的前置附件驱动(FEAD)部件、空调压缩机、电池充电、再生制动、M/G操作、断开离合器26的离合器压力、起步离合器34和变速器变速箱24等。通过I/O接口传送输入的传感器可用于表示涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车速(VSS)、冷却液温度(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)或其他排气组分浓度或存在、进气流量(MAF)、传动齿轮、传动比或传动模式、传动油温度(TOT)、变速箱涡轮机转速(TS),变矩器旁通离合器34状态(TCC)、减速率或换挡模式(MDE)。
由PCU50执行的控制逻辑或功能可以由一个或多个图中的流程图或相似图表示。这些图提供了可以使用诸如事件驱动、中断驱动、多任务、多线程等的一个或多个处理策略来实现的代表性控制策略和/或逻辑。因此,所示的各种步骤或功能可以以所示的顺序并行地或在某些情况下省略地执行。虽然并不总是明确说明,但是本领域普通技术人员将认识到,所示出的步骤或功能中的一个或多个可以根据所使用的特定处理策略重复执行。类似地,为了实现本文所述的特征和优点,处理的顺序不一定是必须的,而是为了便于说明和描述而提供。控制逻辑主要可以由基于微处理器的车辆、发动机和/或动力传动系统控制器(例如PCU50)执行的软件来实现。当然,控制逻辑可以根据具体应用以一个或多个控制器中的软件、硬件、或者软件和硬件的组合来实现。当以软件实现时,可以在一个或多个计算机可读存储设备或介质中提供控制逻辑,该存储设备或介质具有表示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。计算机可读存储设备或介质可以包括利用电、磁和/或光存储器来保持可执行指令和相关联的校准信息、操作变量等的多个已知物理设备中的一个或多个。
车辆的驾驶员使用加速器踏板52来提供要求的扭矩、功率或驱动命令以推动车辆。通常,按下和释放踏板52产生加速器踏板位置信号,该加速器踏板位置信号可以由控制器50解释为分别增加功率或降低功率的要求。至少基于来自踏板的输入,控制器50控制来自发动机14和/或M/G 18的扭矩。控制器50还控制变速箱24内的换档时间、以及断开离合器26和变矩器旁通离合器34的接合或分离。类似于断开离合器26,变矩器旁通离合器34可以在接合位置和分离位置之间的距离内被调节。除了由叶轮和涡轮之间的液力联轴节产生的可变滑移外,这也在变矩器22中产生可变滑移。或者,根据具体应用,变矩器旁通离合器34可以操作为锁定或打开而不使用调节操作模式。
为了通过发动机14来驱动车辆,断开离合器26至少部分地接合以将发动机扭矩的至少一部分通过断开离合器26传送到M/G 18,然后从M/G 18通过变矩器22和变速箱24。M/G18可以通过提供额外的动力来转动轴30来辅助发动机14。该操作模式可以被称为“混合动力模式”或者“电动辅助模式”。”
为了使用M/G 18作为唯一动力源来驱动车辆,除了断开离合器26将发动机14与动力传动系统12的其余部分隔离之外,动力流量保持不变。发动机14中的燃烧可以禁用或者在此期间关闭以节省燃料。牵引电池20例如通过布线54将存储的电能传送到可包括逆变器的电力电子设备56。电力电子设备56将来自电池20的直流电压转换为由M/G 18使用的交流电压。PCU 50命令电力电子设备56将来自电池20的电压转换为提供给M/G 18的交流电压以向轴30提供正或负扭矩。该操作模式可以被称为“仅电动”操作模式。
在任何操作模式中,M/G 18可以用作马达并为动力传动系统12提供驱动力。或者,M/G 18可以用作发电机并将来自动力传动系统12的动能转换成电能以存储在电池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。在再生制动期间,M/G18还可以用作发电机,其中来自旋转车轮42的旋转能量通过变速箱24被传回并转换成用于存储在电池20中的电能。
应当理解的是,图1所示的示意图仅仅是示例性的,并不旨在是限制性的。想到的是利用发动机和马达的选择性接合来传输通过变速器的其它结构。例如,M/G 18可以偏离曲轴28,可以设置附加的马达来启动发动机14,和/或可以在变矩器22和变速箱24之间设置M/G 18。在不脱离本公开的范围的情况下,其他结构是可想到的。
如上所讨论的,MHT实施方式很好地适于通过传动系提供再生制动。再生制动是车辆燃料经济性最大化的关键特征。再生制动事件可以从加速器踏板52的释放开始。当驾驶员释放加速器踏板52时,PCU 50可以随着正扭矩请求减小而开始降低变矩器离合器34的接合压力,并且扭矩请求可能会变为负。当车辆开始滑行时,TCC接合压力可以降低到标称值,或者接合压力可以与产生提升踏板扭矩所需的负扭矩相匹配。提升踏板扭矩可能是实际的或替代的发动机摩擦制动器扭矩。当TCC34的接合压力降低时,离合器34传送扭矩的能力降低。再生制动器致动将导致通过摩擦制动器来实现剩余扭矩(即,要求的扭矩大于离合器容量)。PCU可以尝试增加离合器的接合压力,直到TCC 34的接合压力达到能够传送再生制动扭矩的能力。在改变接合压力的需求和所需容量的接合压力实现之间存在显著的等待时间。因此,预先增加接合压力将确保离合器而非摩擦制动器的扭矩实现。这允许再生制动满足制动请求期间所需的扭矩。诸如PCU 50的控制器可以配置为预测制动事件以准备用于再生制动的变矩器离合器34,并且防止再生制动未充分利用。
控制器可以配置为预测制动事件以准备用于再生制动的变矩器离合器34。可以使用各种方法进行预测。预测算法可以是滚动式的并且连续的或者可以基于触发事件而启动。例如,预测算法可以连续更新用于预测参数。在另一实施例中,算法可以基于触发(例如,加速器踏板提升或释放)来预测制动事件。
可以使用道路坡度来预测制动事件。地理信息系统(GIS)和全球定位系统(GPS)可以识别车辆的位置和地形。一个周期内的平均道路坡度与当前道路坡度之间的比较可以提供对未来的再生制动事件的预测。这个周期可以从tstart开始。加速器提升可以启动tstart。大小上具有大于阈值的负变化率的加速器踏板位置值可以启动tstart。例如,如果加速器踏板在短时间周期内提升了一半,则该周期可以启动。该周期可以具有Δt的长度,结果是tend=tstart+Δt。该周期可以等于换挡事件的平均执行时间。如等式1所示,将平均道路坡度减去当前道路坡度与阈值进行比较,阈值可以是-0.005。可以在tstart时钟周期之前的时钟周期测量
阈值可以根据经验数据任意设定以满足性能要求。阈值也可以是当前道路坡度的函数。意思是,阈值可以随着当前道路坡度的变化而改变。也可以基于传动系阻力常数(例如,基于车辆滚动阻力和空气动力阻力的系数)来调节阈值。例如,再生制动事件可能无法预测传动系阻力常数何时大于平均道路坡度和当前道路坡度之间的差。
道路坡度预测方法也可以连续地实施。控制器不用等待加速器踏板提升,而是可以连续获得预期车辆路线的道路坡度信息,并计算滚动平均值。连续计算可以提供改进的响应时间,并且在满足等式1的情况下设置再生制动预测标志。可以以tstart为当前时间来计算滚动平均值。在另一实施例中,可以以tstart为过去的Δt/2来计算滚动平均值。例如,如果Δt为1秒,则tstart将等于过去的半秒。
道路坡度预测方法可以预测多于制动事件的二进制指示。例如,可以使用道路坡度预测方法来估计制动事件的负扭矩。估计可以与二进制指示组合使用以准备变矩器离合器,如下面进一步详细描述的。道路坡度估计方法可以是车辆的当前道路坡度、高度、速度或者它们的组合以及平均道路坡度与当前道路坡度之间的差的函数。例如,具有高的高度并且在陡坡上行驶的车辆将需要比具有低的高度并且在缓坡上行驶的车辆总体更强的制动事件。可以考虑其他因素来确定负制动扭矩(例如,滚动阻力、重量、空气动力学阻力)。该估计还可以基于查找表,该查找表基于各种因素将道路坡度量化为估计的制动扭矩。这些因素中的一个可以是平均扭矩估计,其基于当前道路坡度以及在Δt内平均道路坡度与当前道路坡度之间的差。
可以使用自适应巡航控制(ACC)来预测制动事件。ACC用于现代车辆,以根据一组或一对车辆来设置巡航控制设置。例如,一组中的第二汽车可以通过计算前视距离和距离变化率从领队汽车获得巡航控制参数。可以使用电磁波和光学器件(例如,LiDAR(激光雷达)、RADAR(雷达))来测量到前一汽车的距离。该计算提供了由于与其他车辆的接近度而需要制动的指示。可以基于前视距离来指示制动预测。如果前视距离小于或等于预定阈值,则预测制动事件。
如果前视距离(x)大于预定阈值,则控制器可以评估前视距离(x)和前视距离的变化率dx/dt以进行预测。可以使用数值方法(例如,移动平均值)来预测距离变化率。速率可以在从加速器提升开始的周期内计算,或者速率可以是滚动速率。例如,控制器可以使用在加速器踏板提升事件之前的一秒开始并在踏板加速器提升事件结束的时间窗口来计算距离变化率。控制器然后可以使用公式2来预测是否将应用制动踏板。
其中x是前视距离,dx/dt是在时间t的前视距离的变化率或者在前一时间范围内的平均值,以及Δt是用于确定将来的前视距离Δt的外推周期。将预测的前视距离与阈值进行比较以预测制动事件。
可以使用车辆到车辆(V2V)或者车辆到基础设施(V2I)通信(通常称为V2X)来预测制动事件。V2X通信可以与ACC方法组合使用。此外,V2X预测可以包括交通流监视系统。例如,可以基于与交通情况(例如,拥塞、事故)的接近度来预测制动事件。以60MPH(英里每小时)接近一组停止车辆的车辆可能需要制动,并且因此可以准确预测制动事件。可以使用任何指示或建模技术来预测是否将发生制动事件。作为另一示例,快速接近交通信号灯或交叉路口处的停止灯的车辆可以接收信号灯状态的指示,以在到达交叉路口之前提示制动事件的预测。其他指示或建模技术可以组合地或整体地包括驾驶员的过去驾驶历史、行程的预期路线的历史交通数据、或者路线的速度限制。
ACC和V2X方法可以预测多于制动事件的二进制指示。例如,ACC和V2X方法可以用于估计制动事件的负扭矩。估计可以与二进制指示组合使用以准备变矩器离合器,如下面进一步详细描述的。方法可以是前视距离和距离变化率的函数。例如,具有小的前视距离和大变化率的车辆将比具有大的前视距离和小的变化率的车辆需要具有总体更强的制动扭矩。可以考虑其他因素来确定负制动扭矩(例如,滚动阻力、重量、空气动力学阻力)。V2X方法可以使用车速和道路坡度来估计制动事件的负扭矩。例如,具有高速度变化率和负路面坡度的车辆可能比具有低速度和平坦道路坡度的车辆需要更高的制动扭矩。
可以使用上述预测和估计方法中的每一个的组合来确定制动事件或制动事件扭矩。例如,可以使用决策方法以及可靠性值来估计制动事件预测的可靠性,并且决策处理或算法可以将输出判定为预测标志。例如,如果道路坡度和ACC方法确定制动事件在加速器释放事件之后是可能的,
但是V2X方法没有确定,则系统可以评估数据的可靠性以确定最佳预测。信息的可靠性可以基于阈值和输入参数之间的距离。例如,导致高度可靠的信息。
可以使用本领域技术人员已知的任何其它方法或其组合来预测制动事件。预测可以基于触发事件(例如,加速器踏板提升)发生,或者可以使用连续预测。上述方法对应于总体二进制(例如,开(ON)、关(OFF))结果。该结果可以被扩展以包括非二进制定性信息,其可以用于设置接合压力值,如稍后讨论的。
基于上述制动事件预测,变矩器离合器34可以准备用于再生制动事件。变矩器离合器34可以被锁定或具有非常小的滑移,这允许变矩器离合器基于接合压力传送传动系扭矩而没有实质的损失。加速和速度维持所需的正扭矩可能小于再生制动事件所需的负扭矩。变矩器离合器未捕获的任何剩余扭矩都由摩擦制动器处理。作为过度简化的具体示例,在具有额定接合压力为75Nm的扭矩传送的再生制动事件期间,变矩器离合器将传送100Nm中的75Nm的传动系制动扭矩需求。摩擦制动器将消耗剩余的25Nm的扭矩
为了捕获摩擦制动器损失的25Nm扭矩,变矩器离合器通过在加速器踏板事件或相应的扭矩传送阈值之前将变矩器离合器的接合压力提高到扭矩传送阈值以上来为制动事件做准备。
由于与动力传动系统相关的限制,再生制动扭矩估计可能与从制动事件得到的整个制动扭矩偏离。例如,或者高压电池可能无法接受从车辆减速所能获得的所有能量。此外,电机可能无法管理来自再生事件所要求的所有扭矩。在这种情况下,再生制动扭矩估计可以等于从制动事件得到的整个制动扭矩的一部分。
在至少一个实施例中,接合压力可以增加到与加速踏板位置所需的正扭矩相关联的先前接合压力。接合压力可以增加到大于或等于加速器踏板改变事件之前的接合压力的水平。例如,接合压力可以具有相应的75Nm变矩器离合器传送,其等于维持特定车辆速度所需的正扭矩。当油门踏板被提升时,PCU可能会降低接合压力。如果预测到制动事件——或者预测标志为真,则PCU可能会将接合压力增加到在加速器踏板提升事件之前的压力。意思是,PCU将在再生制动事件的预期中将接合压力增加到对应于75Nm扭矩的压力,从而允许所有制动扭矩被捕获为再生制动而不是再生制动和摩擦制动。
接合压力可以增加到与对应于先前压力的压力相关的阈值,而不是精确值。例如,接合压力可以增加到先前压力的倍数。继续该示例,PCU可以使用对应于75Nm正扭矩的先前接合压力,并且在再生制动事件的预期中将接合压力增加到对应于150Nm负扭矩的压力。增加的压力提供增强的安全裕度,以确保所有的制动能量用于发电。虽然给定的示例使离合器的扭矩传送能力加倍,但是可以使用不同的因素来改善所获得的再生制动能量。
可以使用算法来确定先前的正扭矩。例如,可以使用五秒窗口来检测先前的正扭矩。控制器可以确定先前的接合压力窗口的最大值,并且使用该值来设定制动事件之前的接合压力的值。控制器可以在接合压力急剧下降之前在窗口期间使用先前的接合压力的平均值,因为急剧下降指示加速器踏板的预期释放。可以使用各种方法来确定先前的接合压力值,并且在本公开中预期该各种方法。
响应于制动事件预测,可以基于预测估计而不是先前的接合压力来增加变矩器离合器接合压力。在一个实施例中,先前的接合压力可以用作接合压力的最小阈值,并且基于该预测的算法可以估计制动事件所需的可能的负扭矩。
如上所述,制动事件预测方法可以用于估计制动事件所需的负扭矩。该估计可以用于设定控制器使用的扭矩传送阈值,以设定变矩器的接合压力的参考值或期望值。这意味着可以增加变矩器离合器接合压力,以确保变矩器离合器34基于制动事件的预测响应于更高的负制动扭矩而不滑移。虽然变矩器离合器可以在许多情况下准备用于再生制动事件,但是车辆加速器踏板状态可以保证制动事件预测状态标志的检查。在接收到设置了预测状态标志的指示之后,控制器可以将变矩器离合器接合压力增加到估计的负扭矩阈值以上以准备再生制动事件。
现在参考图2,描绘了一对曲线图200。第一曲线图202包括高度
(elevation)曲线204。第二曲线图206包括曲线208。第一曲线图202在x轴上具有时间214,在y轴上具有高度210。该曲线遵循车辆的假想高度水平。曲线可与用于提供GPS数据的车辆信息相吻合。第二曲线图206指示等于特定预测窗口(look aheadwindow)218内的平均坡度的曲线。预测窗口218示出为90秒,但是预测窗口218可以是各种时间段。例如,预测窗口218可以是100毫秒或三分钟。如图所示,窗口218在大约18秒处以线216开始。窗口218计算倾斜度或道路坡度的平均值。不断地计算平均值。当时间214进行时,提供曲线208的平均进展。可以如上所讨论的响应于加速器踏板的释放来计算平均值。当曲线208大于阈值222时,控制器可以将制动事件标志的预测或估计设置为真。
现在参考图3,流程图300示出为具有开始302。在步骤304中,控制器可以接收tstart。加速器提升可以启动tstart。该周期可以具有Δt的长度,结果是tend=tstart+Δt。在步骤306中,控制器获取的值以及tstart和tend之间的所有值。在步骤308中,控制器可以使用tstart和tend之间的所有值来计算平均道路坡度在步骤310中,控制器可以比较和之间的差,并将结果与阈值进行比较。如果差小于阈值,则在步骤312中将制动踏板预测标志设置为真。如果差大于阈值,则在步骤314中将制动踏板预测标志设置为假。
现在参考图4,示出了ACC制动事件预测400方法的表示。车辆10发送LiDAR或RADAR信号404。前一车辆402反射该信号。车辆10可以使用返回的信号来计算前视距离406。如果车辆10、402的速度不同,则前视距离406可以改变。前视距离406的变化率可以被计算并存储在车辆10、402中的一个或两个的寄存器中。
现在参考图5,流程图500示出为具有开始502。在步骤504中,控制器可以接收tstart。加速器提升可以启动tstart。该周期可以具有Δt的长度,结果是tend=tstart+Δt。在步骤506中,控制器计算初始前视距离和距离变化率。在步骤508中,控制器将前视距离与阈值进行比较。如果前视距离不大于阈值,则在步骤510中将制动踏板预测标志设定为真。如果前视距离大于阈值,则控制器在步骤512中可以将前视距离和距离变化率的组合与阈值进行比较。如果距离变化率和Δt的乘积与前视范围的总和不大于阈值,则控制器将在步骤510中将制动预测标志设置为真。如果距离变化率和Δt的乘积与前视距离的总和大于阈值,则控制器将在步骤514中将制动预测标志设置为假。
现在参考图6,示出了V2X制动踏板预测情境600。该图示出了车辆10正在接近V2I发射器604。V2I发射器604可以是交通信号灯或其他交通指示器。V2I发射器604和车辆可以共同地确定所需的制动启动时间,以使车辆10在到达V2I发射器604之前停止。该通信将允许控制器基于车辆10到V2I发射器604的接近度来预测制动事件。
现在参考图7,示出了具有开始702的流程图700。在步骤704中,控制器可以接收tstart。加速器提升可以启动tstart。该周期可以具有Δt的长度,结果是tend=tstart+Δt。在步骤706中,利用tstart和tend,并使用线性表示来预测车速。例如,如果车速必须在车辆与V2I发射器之间的距离内达到零,则控制器将预期在给定距离内线性斜率达到零。如上所述,也可以用更复杂的方法——其可以包括可用于车辆控制器的其他信息源——来预测车速。在步骤708中,计算如在步骤706中讨论的预测减速率(DecelPre)以在指定距离中停止。在步骤710中,计算平均减速率。平均减速率
(DecelDRAG)可以通过组合车辆滑行阻力和提升踏板负扭矩来计算。车辆滑行可以包括轮胎滚动阻力、空气动力学阻力等因素。提升踏板扭矩可以是实际的或替代的发动机摩擦制动器扭矩。在步骤712中,控制器比较平均减速率和预测的减速率以在V2I设备之前停止。换句话说,如果来自传动系的负扭矩将使车辆减速到所需的速度,则不预测制动事件,因为可以使用传动系来使车辆减速。在步骤714中,如果将应用制动踏板,则设置制动踏板预测标志。在步骤716中,如果不应用制动踏板,则不设置制动踏板预测标志。
现在参考图8,示出了合成序列图800。该图具有描绘了变矩器离合器接合压力、预期制动扭矩幅度以及制动预测和状态的四个水平部分。该图具有描绘车辆传动系中不同过渡周期的三个垂直部分。部分802描绘了加速器踏板提升期间的周期。如变矩器离合器接合压力部分所示,变矩器离合器接合压力曲线810是恒定的,其对应于保持由车辆驾驶员所选择的速度轮廓所需的恒定扭矩。当踏板提升事件822发生时,曲线810开始降低。曲线810可以最终降低到零或者标称值以表示变矩器接合压力已经降低到零或标称值。变矩器离合器接合压力可以仅接近零并且不能到达零。踏板释放的开始可以触发上述方法之一来预测制动事件,或者控制器可以读取预测标志以确定是否预期制动事件。在时间816,读取制动预测标志曲线814上的再生制动事件预测标志。如果设置了制动预测标志,则计算估计的变矩器离合器接合压力曲线812。估计的变矩器离合器接合压力曲线812使用数值关系被衍生到再生制动扭矩估计曲线813。部分804描绘了增加接合压力以满足估计的制动扭矩大小的周期。估计的制动扭矩在部分804周期可以变化。在部分804中,控制器尝试将变矩器接合压力曲线810与估计的变矩器接合压力曲线812匹配。估计的制动扭矩接合压力可以变化,如曲线812的向下斜率所示。估计的接合压力可以用作变矩器离合器接合压力反馈回路的设定点。估计的接合压力也可以用作前馈值。部分806描述了乘客要求车辆制动的周期。变矩器离合器接合压力曲线810随着车辆减速而降低。在其他实施例中,当车辆因预测的制动扭矩和实际的制动扭矩之间的变化而变慢时,变速器离合器接合压力曲线810不降低到零。阴影区域820表示制动预测曲线814被满足。
现在参考图9,流程图900描绘为具有开始902。响应于步骤904中的踏板提升,该过程继续。在步骤906中,控制器可以接收tstart。加速器提升可以启动tstart。该周期可以具有Δt的长度,结果是tend=tstart+Δt。在步骤908中,读取制动事件预测标志。在步骤910中,分析预测以确定制动事件是否可以在给定周期内发生。如果制动事件预测标志未启用或者不在窗口内,则控制器可以在步骤916中继续正常操作。如果制动事件预测标志启用并且在窗口内,则控制器可以在步骤912中估计再生制动扭矩估计,并且在步骤914中将变矩器接合压力增加到阈值以上。在另一个实施例中,变矩器接合压力可以增加到估计的阈值以上。
说明书中使用的词是描述性的而不是限制性的,并且应当理解的是,在不脱离本公开的精神和范围的情况下,可以进行各种改变。如前所述,可以组合各种实施例的特征以形成本发明的未被明确描述或示出的其它实施例。虽然相对于一个或多个期望特征,已经将各种实施例描述为提供优点或者优于其他实施例或现有技术实施方式,但是本领域普通技术人员认识到可以消除一个或多个特性或特征以达到期望的整体系统属性,这具体取决于具体的应用和实施方式。这些属性可以包括但不限于成本、强度、耐用性、寿命周期成本、市场性、外观、包装、尺寸、适用性、重量、可制造性、易于组装等。因此,相对于一个或多个特征,被描述为比其它实施例或现有技术实施方式不太理想的实施例也在本公开的范围内,并且对于特定应用可能是期望的。
Claims (20)
1.一种车辆,包含:
控制器,所述控制器配置为响应于加速器踏板释放和预期再生制动事件,在所述事件发生之前将变矩器离合器的接合压力增加到基于与所述事件相关联的再生制动扭矩估计的阈值,使得在所述事件期间,所述离合器比所述变换器传送更多的扭矩。
2.根据权利要求1所述的车辆,其中所述再生制动扭矩估计是基于平均道路坡度与当前道路坡度之间的差。
3.根据权利要求1所述的车辆,其中所述再生制动扭矩估计是基于前视距离以及所述前视距离的变化率。
4.根据权利要求1所述的车辆,其中所述再生制动扭矩估计是基于预测减速率。
5.根据权利要求1所述的车辆,其中所述预期生制动事件的存在源于平均道路坡度与当前道路坡度之间的差。
6.根据权利要求5所述的车辆,其中与所述平均道路坡度相关联的持续时间从所述加速器踏板释放开始。
7.根据权利要求1所述的车辆,其中所述预期再生制动事件的存在源于自适应巡航控制前视距离。
8.根据权利要求7所述的车辆,其中所述预期再生制动事件的存在进一步源于所述自适应巡航控制前视距离的变化率。
9.根据权利要求1所述的车辆,其中所述预期再生制动事件的存在源于预测减速率。
10.根据权利要求9所述的车辆,其中所述预期再生制动事件的存在进一步源于平均减速度和所述预测减速度之间的差。
11.一种车辆,包含:
具有旁通离合器的变矩器;和
控制器,所述控制器配置为响应于加速器踏板释放和预测再生制动事件,在所述事件发生之前将变矩器离合器的接合压力增加到基于与所述事件相关联的再生制动扭矩预测的阈值,使得在所述事件的一部分期间,所述离合器传送与所述事件相关联的所有扭矩。
12.根据权利要求11所述的车辆,其中所述再生制动扭矩预测是基于所述车辆的当前速度和平均道路坡度与当前道路坡度之间的差。
13.根据权利要求11所述的车辆,其中所述再生制动扭矩预测是基于前视距离以及所述前视距离的变化率。
14.根据权利要求11所述的车辆,其中所述再生制动扭矩预测是基于预测减速率。
15.根据权利要求11所述的车辆,其中所述预测再生制动事件的存在源于平均道路坡度与当前道路坡度之间的差。
16.根据权利要求15所述的车辆,其中与所述平均道路坡度相关联的持续时间从所述加速器踏板释放开始。
17.根据权利要求11所述的车辆,其中所述预测再生制动事件的存在源于自适应巡航控制前视距离。
18.根据权利要求17所述的车辆,其中所述预测再生制动事件的存在进一步源于所述自适应巡航控制前视距离的变化率。
19.根据权利要求11所述的车辆,其中所述预测再生制动事件的存在源于预测减速率。
20.一种方法,包含:
响应于加速器踏板释放,通过控制器将发生预期再生制动事件之前的变矩器离合器的接合压力增加到基于与所述事件相关联的再生制动扭矩估计的阈值,使得在所述事件期间,所述离合器比所述转换器传送更多的扭矩。
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