CN108068795A - 再生扭矩限制控制 - Google Patents
再生扭矩限制控制 Download PDFInfo
- Publication number
- CN108068795A CN108068795A CN201711105607.6A CN201711105607A CN108068795A CN 108068795 A CN108068795 A CN 108068795A CN 201711105607 A CN201711105607 A CN 201711105607A CN 108068795 A CN108068795 A CN 108068795A
- Authority
- CN
- China
- Prior art keywords
- blend
- speed
- vehicle
- torque
- drive system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/22—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
- B60K6/38—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 characterised by the driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/22—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
- B60K6/38—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 characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- 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
- 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
- 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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
-
- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
-
- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- 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
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/443—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0283—Clutch input shaft speed
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- 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
- B60W2540/00—Input parameters relating to occupants
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- 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
-
- 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- 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
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- 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
-
- 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
- B60Y2300/42—Control of clutches
- B60Y2300/421—Control of lock-up type clutches, e.g. in a torque converter
-
- 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
- B60Y2300/89—Repartition of braking force, e.g. friction braking versus regenerative braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/11—Electric energy storages
- B60Y2400/112—Batteries
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y10S903/904—Component specially adapted for hev
- Y10S903/912—Drive line clutch
- Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
Abstract
本公开涉及再生扭矩限制控制。一种车辆包括动力传动系统和至少一个控制器,所述至少一个控制器被配置为:响应于制动请求以及与车辆的速度相关联的轴速度达到开始速度,基于轴速度而在融出持续时间内减小约束再生制动扭矩的再生扭矩限制,其中所述开始速度由在给定的轴速度下随着制动需求而改变的动力传动系统的扭矩限定。
Description
技术领域
本公开涉及一种用于控制车辆再生制动的施加的车辆系统和方法。
背景技术
混合动力车辆是在传动系中具有两个或更多个动力源的车辆。例如并且非限制性地,混合动力车辆可以是具有内燃发动机和电动马达/发电机的油电混合动力(“HEV”)车。混合动力车辆可使用发动机和马达两者通过根据混合动力系统和车辆模式在最佳时间在两种动力源之间转换或使用两者的组合来改进燃料消耗、排放和性能。
HEV通常通过源之间的动力分配来进行分类。两种源可并联地运转以同时向动力传动系统提供扭矩,或者它们可以以第一源提供扭矩并且第二源用于增大第一源的动力储备的方式串联地运转。
HEV还在车辆正在进行动力传动系统制动时捕获并储存能量。电动马达起发电机的作用并吸收由于动力传动系统制动产生的能量,并将所述能量转换为可用于增大电池荷电状态的电能。由于在摩擦式车轮制动器供应最小的负扭矩或不供应负扭矩时HEV的能量会耗散,因此除了重获能量之外也期望进行动力传动系统再生制动,从而减小摩擦式车轮制动器的磨损。
在再生制动期间,驾驶员制动扭矩需求可单独由再生制动提供或由再生制动与摩擦制动相结合来提供。可以在整个制动事件使驾驶员制动扭矩需求在摩擦制动扭矩与再生制动扭矩(即,经由马达的负的输入扭矩)之间的分配平衡,以获得尽可能多的再生,使得能量可在稍后用于推进车辆从而提高燃料经济性。
在再生制动事件随着车辆减慢到低速或将要停止而接近结束时,由马达供应的制动扭矩可传递到摩擦制动系统,以避免在旁通离合器分离时车辆总制动扭矩的中断。该传递可在一段时间内发生,以确保平稳的行驶和驾驶员满意度。该再生扭矩“融出”(blend-out)可以与变矩器离合器分离进行协调。在融出过程期间,在车辆减速到低速时控制器可使再生扭矩衰减同时以相补偿的速率(countervailing rate)增大摩擦制动器的阻力。
一些HEV可具有用于协调融出的一个以上的独立控制逻辑。这些控制逻辑可基于不同的性能(capacity)并且可具有不同的目标。因此,独立的融出请求可能需要仲裁并且相应地命令马达。
发明内容
根据一个实施例,一种车辆包括动力传动系统和至少一个控制器,至少一个控制器被配置为:响应于制动请求以及与车辆的速度相关联的轴速度达到开始速度,基于所述轴速度在融出持续时间内减小约束再生制动扭矩的再生扭矩限制,其中所述开始速度由在给定轴速度下随着制动需求而改变的动力传动系统的扭矩限定。
根据另一个实施例,一种车辆包括动力传动系统和至少一个控制器,动力传动系统具有变矩器离合器,所述至少一个控制器被配置为:响应于制动请求,在随着变矩器离合器解锁而结束的融出持续时间内基于轴速度而指定再生扭矩限制,使得遵循再生扭矩限制的由牵引马达施加的再生制动扭矩根据基于期望的摩擦制动器填充率的融出率而减小。
根据又一个实施例,一种车辆包括动力传动系统和至少一个控制器,所述至少一个控制器被配置为:响应于制动请求,在融出持续时间内根据融出率来减小与动力传动系统的扭矩容量相关联的再生扭矩限制。所述融出率是基于变矩器离合器的解锁速度以及预测的摩擦制动器填充率而被选择的,其中,相补偿的摩擦制动扭矩在融出持续时间内以预测的摩擦制动器填充率而增大。
附图说明
图1是根据本公开的车辆的示意图。
图2A至图2B是根据一个控制逻辑的车辆减速和再生制动融出特性的相关联的时间曲线图。
图3A至图3B是根据另一个控制逻辑的与变矩器离合器的运转协调的再生制动融出特性的相关联的时间曲线图。
图4是示出图2B和图3B的再生制动融出扭矩限制曲线的时间曲线图。
图5是示出根据本公开的实施例的再生制动融出扭矩限制曲线的速度曲线图。
图6是根据本公开的实施例的对应于控制再生扭矩融出的方法的流程图。
图7是示出各个再生制动融出曲线的速度曲线图。
具体实施方式
根据需要,在此公开本发明的具体实施例;然而,应该理解的是,所公开的实施例仅为本发明的示例,其可以以各种可替代形式实施。附图无需按比例绘制;可夸大或最小化一些特征以示出特定组件的细节。因此,此处所公开的具体结构和功能细节不应被解释为限制,而仅仅作为用于教导本领域技术人员以多种形式利用本发明的代表性基础。
参照图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。部件在HEV 10内的物理布局和方位可改变。HEV 10可包括动力传动系统12,动力传动系统12具有驱动传动装置16的发动机14。如将在下文进一步详细描述的,传动装置16可包括电机(诸如电动牵引马达/发电机(M/G)18)、相关联的牵引电池20、变矩器22以及多阶梯传动比自动变速器或齿轮箱24。
发动机14和M/G18二者能够提供用于HEV 10的驱动力。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和M/G 18之间的分离离合器26至少部分地接合时,发动机14产生被供应到M/G 18的发动机功率和对应的发动机扭矩。M/G 18可以由多种类型的电机中的任何一种来实现。例如并且非限制性地,M/G 18可以是永磁同步马达。如下文将描述的,电力电子器件28将电池20提供的直流电(DC)调节至符合M/G 18的要求。例如,电力电子器件可向M/G 18提供三相交流电(AC)。
此外,发动机14可连接到涡轮增压器46,以提供进气压力增大或“提升”,以迫使更大体积的空气进入发动机14的燃烧室。与通过涡轮增压器46提供给发动机14的增大的气压相关,可实现燃料燃烧速率的相应提高。因此,额外的气压提升允许发动机14实现额外的输出功率,从而增大发动机扭矩。
齿轮箱24可包括齿轮组(未示出),所述齿轮组通过选择性接合诸如离合器和制动器(未示出)的摩擦元件而被选择性地置于不同的传动比,以建立期望的多个离散传动比或阶梯传动比。可以通过使齿轮组的某些元件连接或断开以控制传动装置输出轴38与传动装置输入轴34之间的传动比的换挡计划来控制摩擦元件。齿轮箱24最终将动力传动系统输出扭矩提供到输出轴38。
如图1中的代表性实施例进一步所示,输出轴38可连接到差速器40。差速器40可经由连接到差速器40的各个车桥44驱动一对车轮42。差速器40向每个车轮42传递分配的扭矩,同时允许轻微的速度差异(诸如当HEV 10转弯时)。可以使用不同类型的差速器或类似的装置将扭矩从动力传动系统12分配到一个或更多个车轮42。在一些应用中,扭矩分配可根据特定的运转模式或运转状况而改变。
HEV 10还可包括制动系统54。制动系统54可包括适于通过固定衬块(stationarypad)(该固定衬块附连到与车轮42固定的转子)的方式选择性地施加压力的摩擦制动器。在固定衬块与转子之间施加的压力产生摩擦而阻止车轮42的旋转,从而能够减慢HEV 10的速度。
当分离离合器26至少部分接合时,动力可从发动机14流向M/G 18(或相反)。例如并且非限制性地,当分离离合器26接合时,M/G 18可以作为发电机运转,以将由曲轴30通过M/G轴32提供的旋转能量转换成电能储存在电池20中,由此HEV 10可减速。还可使分离离合器26分离,以使发动机14与动力传动系统12的其它部分断开,使得M/G 18能够作为HEV 10的唯一驱动源运转。
动力传动系统12的运转状态可由至少一个控制器指示。在至少一个实施例中,存在包括多个控制器的较大的控制系统。独立的控制器或控制系统可受到遍及HEV 10的多个其它控制器影响,其中车辆系统控制器(VSC)48在相对于其它屈从(subservient)控制器更高的等级下操作。VSC 48输出可直接或间接指示或影响多个车辆功能,诸如启动/停止发动机14、运转M/G 18以提供车轮扭矩或对牵引电池20再充电、选择或计划传动装置换挡等。例如并且非限制性地,VSC 48可从直接与传动装置16的部件通信的传动装置控制模块(TCM)56接收数据或向传动装置控制模块(TCM)56发出命令。与VSC 48相比可在较低的控制器等级下操作的其它屈从控制器包括制动系统控制模块(BSCM)49、高电压电池能量控制模块(BECM)以及负责各种车辆功能的其它控制器。VSC 48还可运转以校验从其它控制器接收到的数据。
上述控制器中的任意一个还可包括与多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)中的易失性和非易失性存储器。KAM是可以用于在CPU掉电时存储多个操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可以使用多个已知的存储装置中的任何存储装置来实施,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它电、磁、光学或其组合的存储装置,这些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。
VSC 48和其它控制器经由输入/输出(I/O)接口与多个发动机/车辆传感器和致动器进行通信,所述输入/输出(I/O)接口可以被实现为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。或者,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中的代表性实施例总体上示出的,VSC 48可以将信号发送到TCM 56和BSCM 49和/或从其接收信号。此外,VSC 48可与其它车辆控制器(如上文所讨论)进行通信或直接与车辆传感器和/或包括发动机14、涡轮增压器46、电力电子器件28和制动系统54的部件进行通信。尽管未明确说明,但是本领域的普通技术人员将识别出在上述每个子系统内可由VSC 48控制的各种功能或组件。可使用通过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、速率和持续时间、节气门位置、火花塞点火正时(针对火花点火式发动机)、进气门/排气门正时和持续时间、前端附件驱动(FEAD)(诸如交流发电机、空调压缩机)部件、电池充电、再生制动、M/G运转、用于分离离合器26、变矩器离合器36和传动装置齿轮箱24的离合器压力等。通过I/O接口传输输入的传感器可以用于指示例如涡轮增压器增压压力、涡轮增压器旋转速度、曲轴位置、发动机速度(RPM)、车轮速度、车速、发动机冷却剂温度、进气歧管压力、加速踏板位置、点火开关位置、节气门位置、空气温度、排气氧或其它排气成分浓度或存在度、进气流量、变速器的挡位、传动比或模式、变速器油温、传动涡轮速度、变矩器离合器状态、减速或换挡模式(例如并且不受限制)。
VSC 48、BSCM 49和TCM 56可包括扭矩控制逻辑特征。VSC 48能够基于多个车辆输入来解读驾驶员请求。这些输入可包括例如并且非限制性地挡位选择(PRNDL)、加速踏板输入、制动踏板输入、电池温度、电压、电流和电池荷电状态(SOC)。VSC 48进而向TCM 56发出命令信号以影响M/G 18的运转。
M/G 18还可经由轴32与变矩器22连接。因此,当分离离合器26至少部分接合时,变矩器22还可连接到发动机14。变矩器22可包括固定到M/G轴32的泵轮和固定到传动装置输入轴34的涡轮。变矩器22可在轴32与传动装置输入轴34之间提供液力耦合。还可将变矩器离合器36设置到变矩器22,使得离合器36在接合时摩擦地或机械地连接变矩器22的泵轮与涡轮,以允许更有效的动力传输。在其它实施例中,可以用起步离合器替代变矩器22及其离合器36来提供车辆起步。当离合器36分离时,M/G 18可与差速器40和车桥44机械地断开。例如并且非限制性地,在减速期间,离合器36可在低车速下分离而将发动机14与传动装置16和传动系断开,以允许发动机14空转并且在低车速或车辆停止时运转。
HEV 10的驾驶员可在加速踏板50处提供输入并产生需求的扭矩、动力或驱动命令以推进HEV 10。通常,踩下和松开踏板50可产生加速踏板输入信号,该信号可分别被VSC 48解读为增大动力或减小动力的需求。至少基于来自踏板50的输入,VSC 48可在发动机14和/或M/G 18中的每个之间分配扭矩命令,以满足驾驶员需求的车辆扭矩输出。VSC 48还可控制齿轮箱24内的换挡正时,以及分离离合器26和变矩器离合器36的接合或分离。可在锁止位置和解锁位置之间的范围内调节变矩器离合器36。除了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。或者,根据特定应用,可以在不使用调节的运转模式的情况下使变矩器离合器36在锁止或解锁下运转。
此外,HEV 10的驾驶员可在制动踏板52处提供输入以产生制动请求。踩下制动踏板52可产生被VSC 48解读为使HEV 10减速的命令的制动输入信号。进而,VSC 48可发出命令以使负扭矩施加到M/G轴32。此外或相结合地,VSC 48可发出命令以激活制动系统54施加摩擦制动阻力,以禁止车轮42旋转。可对由动力传动系统12和摩擦制动器两者提供的负扭矩值进行分配,以改变均能满足制动请求的量。
为了利用发动机14驱动HEV 10,分离离合器26可至少部分地接合以将发动机扭矩的至少一部分通过分离离合器26传递至M/G 18,然后从M/G 18传递通过变矩器22和齿轮箱24。M/G 18可通过提供额外的驱动扭矩而协助发动机14来转动M/G轴32。该运转模式可称为“混合动力模式”。如上所述,VSC 48还能够操作而发出对发动机14和M/G 18两者的扭矩输出进行分配的命令,使得两个扭矩输出的组合满足驾驶员的加速踏板输入。
为了使用M/G 18作为唯一动力源来驱动HEV 10,除了分离离合器26将发动机14与动力传动系统12的其余部分隔离之外,功率流保持不变。例如,在这段时间期间可以禁用发动机14中的燃烧或者以其它方式关闭发动机14以节省燃料。牵引电池20可通过线路51将储存的电能传输至可包括逆变器的电力电子器件28。电力电子器件28可将来自电池20的高电压直流电转换成供M/G 18使用的交流电。VSC 48还可向电力电子器件28发出命令,使得M/G18能够将正扭矩或负扭矩提供到M/G轴32。该运转模式(M/G 18是唯一的动力源)可以称为“纯电动”运转模式。
此外,M/G 18可用作发电机以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正为HEV 10提供唯一的推进动力时,M/G 18可用作发电机。此外,M/G 18还可在再生制动时期用作发电机,在再生制动期间来自旋转的输出轴38的旋转能量通过齿轮箱24回传并被转换为电能储存在电池20中。
在再生制动事件期间,M/G 18可选择性地施加阻力或负扭矩,以促进车辆减速。当变矩器离合器36锁止时,再生制动扭矩可更加有效。在锁止状况期间,泵轮和涡轮可由离合器36机械地锁止。该锁止消除了部件之间的打滑,从而提高效率。在减速期间尽可能长时间地保持离合器36锁止所收集的再生能量可比利用传统的变矩器计划所能够收集的再生能量多。如果在减速期间,变矩器离合器36从锁止转换为解锁,则减速速率可能会突然变化,引起可被驾驶员感知到的不平顺。因此,可逐渐执行这种转换,以增强减速的平稳性。在再生制动事件随着HEV 10减慢到低速或将要停止而接近结束时,由M/G 18供应的制动扭矩可传递到制动系统54,以避免在离合器36解锁时车辆总制动扭矩中断。可在一段时间内执行该传递,以确保平稳行驶和驾驶员满意度。根据本公开,这种再生扭矩“融出”可与变矩器离合器36解锁协调。
为了实现协调所需的精确正时,可预测或计划变矩器离合器36的解锁,并且可提前足够的持续时间开始融出过程以实现平稳转换。再生扭矩与HEV 10的减速需求的协调可产生较平稳的车辆运转。在融出过程期间,VSC 48(或任意其它控制器单独或与其它控制器的结合)可当HEV 10减速到低速时引起再生扭矩衰减同时以相补偿的速率增大摩擦制动器的阻力。应理解的是,图1中示出的示意图仅仅是示例性的并且不意味着限制。可以考虑利用发动机和马达两者的选择性接合传递扭矩通过传动装置的其它配置。例如,马达可以相对于曲轴偏移,和/或可设置额外的马达以启动发动机。在不脱离本公开的范围的情况下,可以考虑其它构造。
图2A至图2B是根据一个控制逻辑的车辆减速和再生制动融出特性的相关联的时间曲线图。图3A至图3B是根据另一个控制逻辑的与变矩器离合器36的运转协调的再生制动融出特性的相关联的时间曲线图。在一些HEV中,可存在管理再生制动融出的一个或多个控制逻辑(即,算法)。在一些实施例中,BSCM 49和TCM 56可均具有其自身独立的逻辑并屈从于VSC 48(图1)。例如并且非限制性地,BSCM 49可被配置为执行图2A至图2B中示出的控制逻辑,TCM 56可被配置为执行图3A至图3B中示出的控制逻辑。因此,BSCM 49和TCM 56均可将指示不同的车辆性能(vehicle capacities)的再生制动扭矩限制信号发送到VSC 48。VSC 48可接收这些扭矩限制并对其进行仲裁,并且根据其中一个扭矩限制(例如并且非限制性地,根据在大小上更小的扭矩限制)命令M/G 18施加再生制动扭矩。然而,本领域普通技术人员将理解的是,根据其它实施例可将在此讨论的控制逻辑编程到一个或更多个控制器中。例如并且非限制性地,TCM 56和VSC 48可位于同一控制模块中。
参照图2A,速度曲线58表示在融出(可发生在t1与t2之间)期间HEV 10的减速。开始速度60和结束速度62可被预先限定并且在不同的使用情况下不改变。参照图2B,BSCM融出曲线64表示在t1处以开始扭矩66开始并且在t2处以结束扭矩68(为零)结束的再生制动扭矩限制减小。在一个实施例中,开始扭矩66可以是根据车辆稳定性限制的值,其表示车辆在不损失横向稳定性的情况下经受(withstand)驱动轮的制动力的能力。
图3A至图3B是根据另一个控制逻辑的车辆减速和与变矩器离合器36的运转协调的再生制动融出特性的相关联的时间曲线图。在融出持续时间期间,图3A至图3B中示出的控制逻辑可与传动装置再生制动融出限制相关联。图3A至图3B中的融出发生在t3与t4之间,它们可与图2A至图2B中的t1和t2相同或不同。图3A示出了在融出期间的变矩器离合器状态。变矩器离合器36可在融出期间锁止并在融出结束时(离合器36的解锁可限定融出的结束)解锁。参照图3B,TCM融出曲线78表示在t3处以开始扭矩80开始并且在t4处以为标称值(在一些实施例中为零)的结束扭矩82结束的再生制动扭矩限制减小。在一个实施例中,开始扭矩80可以是基于动力传动系统12的再生扭矩限制、驾驶员的制动请求和抬升(lift)踏板扭矩请求(在下文中更详细地描述)的值。
图4是示出再生制动融出扭矩限制曲线的时间曲线图。如前所述,在一些HEV中,VSC 48可接收由屈从的BSCM 49和TCM 56发送的各个再生扭矩限制信号并对这些融出“请求”(即,基于轴速度而减小的再生扭矩限制信号)进行仲裁。如图4所示,表示在融出期间由TCM 56发送的再生扭矩限制信号的传动装置融出曲线84可能落在时间轴线86与表示在融出期间由BSCM 49发送的再生扭矩限制信号的制动融出曲线88之间。相应地,由TCM 56发送的传动装置再生扭矩限制信号在大小上可小于由BSCM 49发送的相对应(即,在相同的速度下)的制动器再生扭矩限制信号。因此,遵循传动装置融出曲线84的传动装置再生扭矩限制可赢得融出仲裁,从而主导(lead)融出。然而,在一些情况下可能期望使制动融出曲线88主导融出,使得在融出期间摩擦制动器填充(fill-in)扭矩将基于制动器再生扭矩限制。在一个控制模块(例如,制动控制)针对计算和命令的融出而具有摩擦制动扭矩和再生扭矩两者可在再生制动与摩擦制动之间产生更平稳的转换。此外,在该策略下,可存在更多的再生制动和更少的摩擦制动。此外,如将在下文更详细讨论的,根据在大小上等于期望的或预测的摩擦制动器填充率的融出率(blend-out rate)可期望再生扭矩融出减小(这是由于摩擦制动扭矩可被确定为总制动需求减去再生制动扭矩)。
根据一个实施例,如图4所示,为了确保融出由曲线88主导,TCM 56可发送遵循期望的传动装置再生扭矩限制曲线90的再生扭矩限制信号。如所示出的,在融出时间段期间,遵循曲线90的传动装置再生扭矩限制可比曲线88的制动器再生扭矩限制更负(在大小上更大)。值得注意的是,在本公开的构思和范围内,与曲线88和曲线90相关联的融出持续时间可相同或不同。此外,再生扭矩限制曲线88和90在近似相同的时间衰减到零(或衰减到标称值)。这可能是在变矩器离合器解锁速度与结束速度(在该结束速度时制动器再生扭矩限制等于零)大约相同时的情况。当发动机14关闭时,这些速度可能近似相等。
图5是示出根据本公开的实施例的再生制动器融出扭矩限制曲线的速度曲线图。速度域(speed domain)(可表示车速、传动装置输出轴速度等)用于避免车辆减速速率对正时的影响,并且示出的再生扭矩限制为是正的以指示容量。参照图5,在发动机14关闭的情况下,可以期望设计传动装置融出曲线92,使得它落在制动器融出曲线94与变矩器离合器容量边界曲线96(可指示变矩器离合器能够支持的最大再生扭矩)之间。在一些实施例中,变矩器离合器容量边界曲线可以被预先确定和/或由制造者设置。此外,尽管在此公开的曲线和再生扭矩限制可称为“制动器”曲线或“传动装置”曲线和再生限制,但是本领域普通技术人员将理解,在此讨论的曲线和再生扭矩限制可与任意控制器相关联并且在此使用的命名仅用于讨论两个控制逻辑。下面在描述图6时将定期地参照图5。
图6是根据本公开的实施例与用于控制再生扭矩融出的方法相对应的流程图。在一些实施例中,图6中示出的方法可用于针对存在变矩器离合器的计划的解锁的使用情况来确定融出开始速度和融出率。所述方法可从在控制策略下操作的步骤98开始,或许先于融出和/或制动请求。所述方法可继续进行至接收来自驾驶员的制动请求的步骤99。所述方法可继续进行至确定与车辆10的速度相关联的轴速度是否已达到截止速度(cutoffspeed)(即,给定的轴速度)的步骤100。本领域普通技术人员将理解,可监测其它速度。当HEV 10减速并且将要停止时,轴速度可最终达到截止速度。图5直观地示出了关于曲线92的作为线102的截止速度。在一些实施例中,截止速度102可以改变并且是基于计划变矩器离合器36解锁时所处的速度(变矩器离合器分离速度)加上可校准值的。变矩器解锁计划可以是动态的并且根据(例如)传动装置挡位和发动机状态而变化。可校准值还可取决于传动装置挡位并被计算使得截止速度大于预期的融出开始速度。在一些实施例中,可校准值可以从查找表获得。如果在步骤100处轴速度不小于或等于截止速度102,则HEV 10继续在步骤98中的正常的控制策略下。如果在步骤100处轴速度小于或等于截止速度102,则所述方法可继续进行至计算参考扭矩的步骤104和确定传动装置融出率的步骤106。在示出的实施例中,步骤104和步骤106并行地执行。然而,本领域普通技术人员将理解,步骤104和步骤106可依次地执行。
步骤104中的参考扭矩可以是传动装置融出开始时所处(从那开始减小)的扭矩并且可利用下面的等式实时计算:
Tref=(TLiftPedal+max(TBrakeRequest,TRegenLim))@截止转速
其中Tref是参考扭矩。TLiftPedal是当松开加速踏板50时传动装置输出轴38(图1)经历的负扭矩。TLiftPedal可由在发动机14内发生的摩擦力提供,或者在发动机14与动力传动系统12分离时由M/G 18提供。TBrakeRequest是由驾驶员请求的扭矩,TRegenLimit是动力传动系统12的再生扭矩限制,其可基于电池20的容量、M/G 18的容量和/或上文讨论的车辆稳定性限制。因此,TRef可与制动需求、动力传动系统12的容量或在截止速度时的车辆稳定性限制一起改变。应该注意的是,由于TBrakeRequest和TRegenLimit是负值(由于它们是再生制动扭矩),上面的等式选择最大的或较小的负扭矩。每个再生制动事件的TRef可不同;因此,可以在轴速度达到截止速度的时刻(即,当步骤100的条件满足时)计算TRef。图5直观地示出了关于曲线92的作为线108和108’的不同参考扭矩。在一个实施例中,TCM 56可被配置为在融出持续时间内将再生扭矩限制从TRef减小到标称值或零。
参照步骤106,传动装置融出率是在融出时间段期间再生扭矩限制减小到标称值或零时的速率并且能够针对不同的使用情况而改变。如图5所示,传动装置融出率110是在融出时间段期间传动装置融出曲线92的斜率。通常,如下面的等式所示(并且将在下文中联系各种使用情况解释),融出率110可取决于发动机14的状态(或取决于变矩器离合器36的计划解锁速度)、来自制动请求的制动扭矩需求和/或HEV 10的减速速率:
RateTrnBlend-Out=f(发动机状态,制动请求,减速速率)
当发动机14关闭和/或变矩器离合器计划解锁时的解锁速度小于或等于预定义值(例如并且非限制性地,400rpm)时,可以根据下面的等式选择传动装置融出率110:
|RateTrnBlend-Out|≥|RateBrakeBlend-Out|
如图所示,可将传动装置融出率110选择得大于或等于制动器融出率116,在一些实施例中制动器融出率116可等同于期望的或预期的摩擦制动器填充率。在一个实施例中,期望的或预期的摩擦制动器填充率可以是2000Nm/s。在融出期间,遵循制动器融出曲线94的制动器再生扭矩限制可以在大小上小于遵循传动装置融出曲线92的相对应的传动装置再生扭矩限制,从而可主导融出。因此,当VSC 48命令M/G 18施加最大量的负的再生扭矩因此吸收最大量的动能时,可以实现期望的摩擦制动器填充率。这进而可使再生制动最大化,减小摩擦制动器上的磨损,并提高传动装置与制动器间的扭矩转换(这可为驾驶员提供平稳的制动体验)。还可选择传动装置融出率110,使得产生的传动装置融出曲线92处于变矩器边界曲线96以内,如图5所示。在一些实施例中,可以从查找表(等)选择传动装置融出率110。
当发动机14运行时,变矩器离合器36可以在较高的速度下解锁以防止发动机熄火(例如,800rpm的泵轮速度相对(versus)发动机14关闭时的300rpm)。因此,传动装置再生扭矩限制曲线可被相应地转换并具有较大的截止速度111和不同的Tref 113(见图5中的转换的传动装置融出曲线112)。在这些示例中,由于变矩器离合器解锁速度(传动装置融出可能结束时的速度)高于制动器融出结束速度,因此融出可由传动装置融出曲线112主导,而不是制动器融出曲线94。在一个实施例中,可由VSC 48配置和命令M/G 18,以在预期或计划变矩器离合器解锁时的解锁速度(即,变矩器离合器解锁速度)超过预定义值(诸如400rpm)的时候施加遵循再生扭矩限制的再生制动扭矩。变矩器离合器解锁速度可大于发动机运行时的预定义值。当发动机14运行和/或当变矩器离合器解锁速度被计划得大于制动器融出结束速度时,可根据下面的等式选择传动装置融出率114:
∣RateTrnBlend-Out∣=∣RateDesiredFrictionFill-In∣
如等式所示,传动装置融出率114可基于或等于期望的摩擦制动器填充率。
在一些实施例中,选择的融出率110和114可被调节为基于制动请求,以适应重制动和/或快速加速。当驾驶员施加重制动(例如并且非限制性地,大于3000Nm)时,由于使相同车速减小(并允许从再生制动平稳转换到摩擦制动)可以花费较少的时间,因此融出的开始速度可增大并且制动器融出率116可减小。还可以以相同的方式调节传动装置融出率110或114,使得传动装置融出较早地开始并在较宽的速度范围内减小到零扭矩。由于制动器融出率116可被调节为根据制动扭矩需求(和/或车辆减速速率),还可易于获得对传动装置融出率110或114的相对应的调节。
参照图6,所述方法可继续进行至计算传动装置融出开始速度120(在图5中直观地示出)的步骤118。由于Tref可实时(当轴速度达到截止速度102时)计算,因此传动装置融出的开始速度还可实时地被确定为位于Tref线与传动装置融出曲线92的相交处。例如,对于与线108相关联的Tref值,开始速度将会是与线120相关联的值,并且对于与线108’相关联的Tref值,开始速度将会是与线120’相关联的值。作为传动装置融出曲线92的斜率的传动装置融出率110(上文讨论的)可由下面的等式限定:
其中,TTrnblend-OutEnd是融出结束时的传动装置再生扭矩限制,TTrnblend-OutStart是融出开始时的传动装置再生扭矩限制,SpdTrnblend-OutEnd是融出结束时的轴速度,SpdTrnblend-OutStart是融出开始时的轴速度(并且可由如下文所讨论的传动装置融出率110限定)。为找出传动装置融出开始时的开始速度120,我们解上面的等式求SpdTrnblend-OutStart,SpdTrnblend-OutStart可在轴速度达到截止速度102时实时确定:
TTrnblend-OutStart可以是在步骤104(图6)中计算的Tref 108。TTrnblend-OutEnd可以等于变矩器离合器36在解锁时的扭矩容量,其可为零。由于传动装置融出可以随着变矩器离合器36分离而结束,因此SpdTrnblend-OutEnd可等于变矩器离合器36解锁时的轴速度,其可以被计划。因此,开始速度120可基于变矩器离合器36的计划的解锁速度、融出率110和Tref 108。最后,在步骤106中确定RateTrnBlend-Out。
在一个实施例中,TCM 56可被配置为:响应于制动请求和与HEV 10的速度相关联的轴速度达到由动力传动系统的扭矩Tref 108(动力传动系统的扭矩Tref 108随着制动需求和动力传动系统的容量或给定轴速度下(例如,截止速度102)的车辆稳定性限制)限定的开始速度120,在融出持续时间内基于轴速度而减小再生扭矩限制(约束再生制动扭矩)。在另一实施例中,TCM 56可被配置为:响应于制动请求,在随着变矩器离合器36解锁而结束的融出持续时间内基于轴速度而指定再生扭矩限制,使得由遵循再生扭矩限制的M/G 18施加的再生制动扭矩根据基于期望的摩擦制动器填充率的融出率110而减小。在又一个实施例中,TCM 56可被配置为:响应于制动请求,在融出持续时间内根据融出率110而减小与动力传动系统扭矩容量相关联的再生扭矩限制,在融出持续时间内基于变矩器离合器36的预测的或计划的解锁速度和相补偿的摩擦制动扭矩增大所处的预测的摩擦制动器填充率来选择融出率110。由于可基于施加的再生制动扭矩(被再生扭矩限制约束)确定相补偿的摩擦制动扭矩,因此预测的摩擦制动器填充率可与实际的摩擦制动器填充率不同。在一些实施例中,期望的摩擦制动器填充率等同于预测的摩擦制动器填充率。本领域普通技术人员将理解的是,其它控制器(例如,BSCM 49、VSC 48)可被单独地或彼此相结合地配置有所公开的控制逻辑。
参照图6,所述方法继续进行至确定轴速度是否已达到计算的传动装置融出开始速度120的步骤122。如上文所讨论的,轴速度可以是HEV 10的速度或传动装置输出轴38的速度,或者是与HEV 10的速度相关联的任意其它速度。如果在步骤122处轴速度小于或等于计算的传动装置融出开始速度120,则所述方法可继续进行至开始传动装置融出的步骤124。如果在步骤122处轴速度不小于或等于计算的传动装置融出开始速度120,则所述方法可继续进行至确定轴速度是否仍然小于或等于在上文中结合步骤100描述的截止速度102的步骤126。如果在步骤126处轴速度小于或等于截止速度102,则所述方法可继续进行至确定轴速度是否已达到计算的传动装置融出开始速度120的步骤122。在示出的实施例中,持续地监测轴速度直到它达到计算的传动装置融出开始速度120为止。如果在步骤126处轴速度不小于或等于截止速度102,则所述方法可继续进行至使HEV 10在正常的控制策略下运转的步骤98。在示出的实施例中,如果驾驶员充分加速使得轴速度大于截止速度102(即,使得步骤126的条件得不到满足),则推定当前的制动事件已结束,并且HEV 10随后可在正常的控制策略下操作,直到下个制动事件发生为止。
一旦步骤122的条件满足,所述方法可继续进行至开始传动装置融出的步骤124。在步骤124中,TCM 56可发送遵循传动装置融出曲线92的再生扭矩限制信号,其中第一融出信号可以是在步骤104中计算的Tref。随后的传动装置再生扭矩限制信号可根据在步骤106中确定的传动装置融出率110而在数值上减小。在一个实施例中,如果TCM 56将遵循曲线92的传动装置再生扭矩限制信号发送到VSC 48(例如,当发动机14关闭时),所以由于遵循曲线94的再生扭矩限制在大小上小于遵循曲线92的相对应的(通过速度)再生扭矩限制,因此VSC 48可根据制动器融出曲线94命令M/G 18施加再生制动扭矩。在另一个实施例中,如果TCM 56将遵循曲线112的传动装置扭矩限制信号发送到VSC 48(例如,当发动机运行时),所以由于遵循曲线112的再生扭矩限制在大小上小于遵循曲线94的相对应的再生扭矩极限,因此VSC 48可根据曲线112命令M/G施加再生制动扭矩。
图7是示出各个再生制动器融出曲线的速度曲线图。如所示出的,如果将传动装置融出开始速度限定为由线127表示的恒定速度(例如,恒定速度是变矩器离合器36计划解锁时的速度加上恒定值或可校准值),则产生的融出曲线1281、1282、1283、1284或1285可位于制动器融出曲线94上方或下方。如上所述,可期望将传动装置融出曲线92设置在制动器融出曲线94上方(如所示出的),使得遵循制动器融出曲线94的制动器再生扭矩限制在大小上总是小于遵循传动装置融出曲线92的相对应(通过速度)的传动装置再生扭矩限制。通过根据上面的等式选择传动装置融出率110并计算TRef 108和开始速度120,产生的融出曲线92可被设计为落在制动器融出曲线94上方(如图所示)。
本公开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)来实现的代表性控制策略和/或逻辑。因此,在此示出的多个步骤或功能可以以示出的序列执行、并行执行或在某些情况下有所省略。尽管没有总是明确地说明,但是本领域内的普通技术人员将认识到根据使用的特定处理策略可以重复执行说明的步骤或功能中的一个或更多个。类似地,处理顺序对于实现在此描述的特征和优点并非是必需的,而是为了便于说明和描述而提供。
控制逻辑可以主要在通过基于微处理器的车辆、发动机和/或动力传动系统控制器执行的软件中实现。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,控制逻辑可以设置在具有代表通过计算机执行以控制车辆或其子系统的代码或指令的存储数据的一个或更多个计算机可读存储装置或介质中。计算机可读存储装置或介质可以包括利用电、磁和/或光学存储器来保持可执行指令和关联的校准信息、操作变量等的多个已知物理装置中的一个或更多个。可选地,可使用合适的硬件组件(诸如,专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件组件或装置)或者硬件、软件和固件组件的组合来整体地或部分地实现所述处理、方法或算法。
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所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,并且应理解的是,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示出的进一步的实施例。虽然关于一个或更多个期望特性,多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、可维护性、重量、可制造性、易装配性等。因此,在这个意义上,任何实施例被描述为在一个或更多个特性方面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可被期望用于特定的应用。
Claims (20)
1.一种车辆,包括:
动力传动系统;
至少一个控制器,被配置为:响应于制动请求以及与车辆的速度相关联的轴速度达到开始速度,基于所述轴速度而在融出持续时间内减小约束再生制动扭矩的再生扭矩限制,其中,所述开始速度由在给定轴速度下随着制动需求而改变的动力传动系统的扭矩限定。
2.如权利要求1所述的车辆,其中,所述开始速度进一步由融出率限定,所述至少一个控制器在融出持续时间内以所述融出率减小再生扭矩限制。
3.如权利要求2所述的车辆,其中,所述融出率在大小上大于或等于期望的摩擦制动器填充率。
4.如权利要求3所述的车辆,其中,动力传动系统还包括发动机、变矩器离合器和牵引马达,所述牵引马达被配置为:当变矩器离合器计划解锁时的解锁速度超过预定义值时,施加遵循所述再生扭矩限制的再生制动扭矩。
5.如权利要求2所述的车辆,其中,所述融出率是基于制动请求的。
6.如权利要求1所述的车辆,其中,所述至少一个控制器被进一步配置为:在融出持续时间内将再生扭矩限制从动力传动系统的扭矩减小到标称值或零。
7.如权利要求1所述的车辆,其中,动力传动系统包括变矩器离合器,并且所述给定轴速度是基于变矩器离合器的解锁速度的。
8.如权利要求1所述的车辆,其中,动力传动系统包括变矩器离合器,并且所述开始速度是基于变矩器离合器的解锁速度的。
9.如权利要求1所述的车辆,其中,动力传动系统的扭矩还随着所述给定轴速度下的车辆稳定性限制或动力传动系统的容量而改变。
10.如权利要求9所述的车辆,其中,动力传动系统包括电池和牵引马达,并且动力传动系统的容量是基于电池的容量或牵引马达的容量的。
11.一种车辆,包括:
动力传动系统,具有变矩器离合器;
至少一个控制器,被配置为:响应于制动请求,在随着变矩器离合器解锁而结束的融出持续时间内基于轴速度而指定再生扭矩限制,使得遵循再生扭矩限制的由牵引马达施加的再生制动扭矩根据基于期望的摩擦制动器填充率的融出率而减小。
12.如权利要求11所述的车辆,其中,所述至少一个控制器被进一步配置为:在融出持续时间内命令牵引马达施加被再生扭矩限制约束的再生制动扭矩。
13.如权利要求11所述的车辆,其中,所述融出持续时间在轴速度达到开始速度时开始,所述开始速度是基于融出率和给定轴速度下的动力传动系统的扭矩的。
14.如权利要求13所述的车辆,其中,动力传动系统的扭矩随着给定轴速度下的车辆稳定性限制、制动需求或动力传动系统的容量而改变。
15.一种车辆,包括:
动力传动系统;
至少一个控制器,被配置为:响应于制动请求,在融出持续时间内根据融出率来减小与动力传动系统的扭矩容量相关联的再生扭矩限制,所述融出率是基于变矩器离合器的解锁速度以及预测的摩擦制动器填充率而被选择的,其中,相补偿的摩擦制动扭矩在融出持续时间内以预测的摩擦制动器填充率而增大。
16.如权利要求15所述的车辆,其中,所述至少一个控制器被进一步配置为:在与车辆的速度相关联的轴速度达到基于所述融出率的开始速度时,减小再生扭矩限制。
17.如权利要求16所述的车辆,其中,所述开始速度是基于解锁速度的。
18.如权利要求15所述的车辆,其中,所述融出率在大小上大于或等于预测的摩擦制动器填充率。
19.如权利要求15所述的车辆,其中,当所述解锁速度小于或等于预定义值时,所述融出率在大小上大于或等于预测的摩擦制动器填充率。
20.如权利要求15所述的车辆,其中,所述融出率是基于制动请求的。
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/349,355 | 2016-11-11 | ||
US15/349,355 US10071724B2 (en) | 2016-11-11 | 2016-11-11 | Regenerative torque limit control |
Publications (2)
Publication Number | Publication Date |
---|---|
CN108068795A true CN108068795A (zh) | 2018-05-25 |
CN108068795B CN108068795B (zh) | 2022-09-20 |
Family
ID=62026304
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN201711105607.6A Active CN108068795B (zh) | 2016-11-11 | 2017-11-10 | 再生扭矩限制控制 |
Country Status (3)
Country | Link |
---|---|
US (1) | US10071724B2 (zh) |
CN (1) | CN108068795B (zh) |
DE (1) | DE102017126166A1 (zh) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110126814A (zh) * | 2019-05-14 | 2019-08-16 | 浙江吉利控股集团有限公司 | 一种车辆的扭矩控制方法 |
CN112918453A (zh) * | 2019-12-05 | 2021-06-08 | 观致汽车有限公司 | 电动汽车及其控制方法和装置 |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10328802B2 (en) * | 2016-11-11 | 2019-06-25 | Toyota Motor Engineering & Manufacturing North America, Inc. | Systems and methods for adaptive braking using brake wear data |
JP6635066B2 (ja) * | 2017-02-06 | 2020-01-22 | トヨタ自動車株式会社 | ハイブリッド車両 |
DE102018206050B4 (de) * | 2018-04-20 | 2020-01-16 | Audi Ag | Verfahren zum Betrieb eines Kraftfahrzeugs |
CN108973695B (zh) * | 2018-06-27 | 2022-01-11 | 法法汽车(中国)有限公司 | 电动汽车的再生制动方法及系统 |
DE102018214246A1 (de) * | 2018-08-23 | 2020-02-27 | Audi Ag | Elektrofahrzeug mit optimiertem Wirkungsgrad |
DE102019202464A1 (de) * | 2019-02-22 | 2020-08-27 | Audi Ag | Verfahren und Steuervorrichtung zum Ermitteln zumindest eines Kennwerts eines Antriebsstrangs, der sich im eingebauten Zustand in einem elektrisch antreibbaren Kraftfahrzeug befindet, sowie Kraftfahrzeug |
KR20210052605A (ko) | 2019-10-29 | 2021-05-11 | 현대자동차주식회사 | 회생 제동 시스템 및 방법 |
KR20210062135A (ko) * | 2019-11-20 | 2021-05-31 | 현대자동차주식회사 | 하이브리드 차량의 제어 장치 및 방법 |
US11628818B2 (en) * | 2020-07-07 | 2023-04-18 | Ford Global Technologies, Llc | Methods and system for stopping an engine of a hybrid vehicle |
US11498429B2 (en) | 2020-09-28 | 2022-11-15 | Ford Global Technologies, Llc | Aggregating braking torque during one-pedal drive mode |
US11794715B2 (en) * | 2020-09-28 | 2023-10-24 | Ford Global Technologies, Llc | Brake assist during vehicle one pedal drive |
US20230150371A1 (en) * | 2021-11-18 | 2023-05-18 | GM Global Technology Operations LLC | Automated friction brake assisted vehicle stop |
EP4261076A1 (en) * | 2022-02-21 | 2023-10-18 | Cummins, Inc. | Optimizing regenerative braking |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006204073A (ja) * | 2005-01-24 | 2006-08-03 | Nissan Motor Co Ltd | 車両の回生制動制御装置 |
US20090118886A1 (en) * | 2007-11-03 | 2009-05-07 | Gm Global Technology Operations, Inc. | Method of operating a vehicle utilizing regenerative braking |
CN101434202A (zh) * | 2007-11-03 | 2009-05-20 | 通用汽车环球科技运作公司 | 控制再生制动和摩擦制动的方法 |
DE102013104315A1 (de) * | 2012-05-07 | 2013-11-07 | Ford Global Technologies, Llc | Gesteuerte regenerative Bremsdrehmomenterhöhung beim Herunterschalten von Hybridfahrzeugen |
WO2016151663A1 (ja) * | 2015-03-20 | 2016-09-29 | 日産自動車株式会社 | 車両の回生変速制御装置 |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006182274A (ja) * | 2004-12-28 | 2006-07-13 | Denso Corp | ロックアップクラッチ装備車両の回生制御装置 |
JP4839864B2 (ja) * | 2006-01-31 | 2011-12-21 | トヨタ自動車株式会社 | 車両およびその制御方法並びに制動装置 |
US7841433B2 (en) * | 2007-06-20 | 2010-11-30 | Ford Global Technologies, Llc | Negative driveline torque control incorporating transmission state selection for a hybrid vehicle |
DE102007055706A1 (de) * | 2007-12-05 | 2009-06-10 | Zf Friedrichshafen Ag | Verfahren zum verschleißfreien Bremsen bei einem ein elektrodynamisches Antriebssystem aufweisenden Fahrzeug |
DE112011104811B4 (de) * | 2011-01-31 | 2023-03-02 | Suzuki Motor Corporation | Regenerative Steuervorrichtung und regeneratives Steuerverfahren und Hybridkraftfahrzeug |
WO2013046382A1 (ja) * | 2011-09-28 | 2013-04-04 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
US9150109B2 (en) * | 2012-03-07 | 2015-10-06 | Nissan Motor Co., Ltd. | Braking control device |
US9187081B2 (en) * | 2013-09-25 | 2015-11-17 | Ford Global Technologies, Llc | Regenerative braking and torque converter control |
US9145128B2 (en) * | 2013-10-15 | 2015-09-29 | Ford Global Technologies, Llc | Coordinating regenative braking with torque converter clutch operation |
US9352744B2 (en) * | 2014-01-17 | 2016-05-31 | Ford Global Technologies, Llc | Hybrid vehicle braking limit determination system and method |
US9630626B2 (en) * | 2014-03-06 | 2017-04-25 | Ford Global Technologies, Llc | System and method for managing hybrid vehicle regenerative braking |
US9598085B2 (en) * | 2014-06-12 | 2017-03-21 | Ford Global Technologies, Llc | Regenerative-braking transmission downshift torque limiting |
US9246417B1 (en) * | 2014-08-26 | 2016-01-26 | Ford Global Technologies, Llc. | System and method for regenerative braking |
US20160059847A1 (en) * | 2014-09-02 | 2016-03-03 | Ford Global Technologies, Llc | Increased electric machine capability during engine start |
US9988036B2 (en) * | 2014-09-05 | 2018-06-05 | Ford Global Technologies, Llc | Clutch and electric machine control for driveline damping |
US9475483B2 (en) * | 2014-11-19 | 2016-10-25 | Ford Global Technologies, Llc | Hybrid vehicle including a prevent powertrain gear hunting strategy |
US9340199B1 (en) * | 2014-12-10 | 2016-05-17 | Ford Global Technologies, Llc | Method of braking in hybrid vehicle |
US9475495B2 (en) * | 2015-01-07 | 2016-10-25 | Ford Global Technologies, Llc | Torque converter clutch capacity based on regenerative braking request |
US10369888B2 (en) * | 2016-03-09 | 2019-08-06 | Ford Global Technologies, Llc | Control system for regenerative braking in a hybrid vehicle |
-
2016
- 2016-11-11 US US15/349,355 patent/US10071724B2/en active Active
-
2017
- 2017-11-08 DE DE102017126166.4A patent/DE102017126166A1/de active Pending
- 2017-11-10 CN CN201711105607.6A patent/CN108068795B/zh active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006204073A (ja) * | 2005-01-24 | 2006-08-03 | Nissan Motor Co Ltd | 車両の回生制動制御装置 |
US20090118886A1 (en) * | 2007-11-03 | 2009-05-07 | Gm Global Technology Operations, Inc. | Method of operating a vehicle utilizing regenerative braking |
CN101434202A (zh) * | 2007-11-03 | 2009-05-20 | 通用汽车环球科技运作公司 | 控制再生制动和摩擦制动的方法 |
DE102013104315A1 (de) * | 2012-05-07 | 2013-11-07 | Ford Global Technologies, Llc | Gesteuerte regenerative Bremsdrehmomenterhöhung beim Herunterschalten von Hybridfahrzeugen |
WO2016151663A1 (ja) * | 2015-03-20 | 2016-09-29 | 日産自動車株式会社 | 車両の回生変速制御装置 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110126814A (zh) * | 2019-05-14 | 2019-08-16 | 浙江吉利控股集团有限公司 | 一种车辆的扭矩控制方法 |
CN112918453A (zh) * | 2019-12-05 | 2021-06-08 | 观致汽车有限公司 | 电动汽车及其控制方法和装置 |
Also Published As
Publication number | Publication date |
---|---|
DE102017126166A1 (de) | 2018-05-17 |
US10071724B2 (en) | 2018-09-11 |
US20180134276A1 (en) | 2018-05-17 |
CN108068795B (zh) | 2022-09-20 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CN108068795A (zh) | 再生扭矩限制控制 | |
CN104787035B (zh) | 车辆 | |
US9352744B2 (en) | Hybrid vehicle braking limit determination system and method | |
CN107415923B (zh) | 用于混合动力车辆发动机起动的系统和方法 | |
US9630626B2 (en) | System and method for managing hybrid vehicle regenerative braking | |
CN104773161B (zh) | 混合动力电动车辆 | |
CN108944904A (zh) | 混合动力车辆中的再生制动效率优化 | |
CN105818809B (zh) | 混合动力车辆和混合动力车辆中的降挡策略 | |
CN107176159B (zh) | 在混合动力车辆中用于再生制动的控制系统 | |
CN104554231B (zh) | 混合动力车辆发动机起动 | |
US9428178B2 (en) | Vehicle battery power transfer limit management system and method | |
KR102406113B1 (ko) | 하이브리드 차량용 변속 제어 장치 및 방법 | |
CN107097772B (zh) | 用于混合动力车辆的减速控制系统 | |
JP5073875B2 (ja) | 車両および制御方法、並びにプログラム | |
CN105599754B (zh) | 车辆扭矩控制 | |
CN107178452A (zh) | 基于发动机停止位置启动发动机的系统和方法 | |
CN105620469B (zh) | 混合动力车辆换挡事件中发动机和马达之间的离合器控制 | |
CN107757605A (zh) | 旁通离合器的瞬变阶段期间的电机扭矩控制 | |
US10471941B2 (en) | Power capture during a line lock event | |
US9988036B2 (en) | Clutch and electric machine control for driveline damping | |
CN107472234B (zh) | 车辆和车辆发动机起动控制方法 | |
CN108819936A (zh) | 混合动力车辆中的再生制动效率优化 | |
CN108657169A (zh) | 混合动力车辆中用于储备电池能量的马达扭矩控制 | |
CN108327709A (zh) | 混合动力车辆离合器控制系统 | |
CN112590621A (zh) | 电池单元再平衡方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PB01 | Publication | ||
PB01 | Publication | ||
SE01 | Entry into force of request for substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
GR01 | Patent grant | ||
GR01 | Patent grant |