CN108068797B - 防止传动系在间隙区域中浮动的系统和方法 - Google Patents
防止传动系在间隙区域中浮动的系统和方法 Download PDFInfo
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
Abstract
公开了防止传动系在间隙区域中浮动的系统和方法。一种车辆包括通过变矩器结合到齿轮箱的电机和发动机。所述车辆包括控制器,控制器被配置为:当变矩器输入处的驾驶员需求扭矩减小到落入预定正扭矩和预定负扭矩之间的范围内时,命令发动机扭矩和电机扭矩以在变矩器的输入处实现所述预定正扭矩。
Description
技术领域
本申请总体上涉及用于混合动力车辆的扭矩控制策略。
背景技术
车辆包括用于向车辆的驱动轮传输动力和扭矩的变速器。变速器可使用各种配置,包括手动变速器、自动变速器和混合变速器。车辆变速器可以由啮合在一起以传递扭矩通过变速器的多个齿轮组成。齿轮必须设计有一定的间距,使得齿轮与其它齿轮啮合时能够容易地旋转。由于齿轮在使用期间磨损,所以间距可能改变。由于间距,齿轮中可能存在间隙(lash)或游隙(play)。当扭矩改变方向时,会发生齿轮彼此不完全接触,产生间隙。当齿轮彼此接触时,可能产生不期望的噪声。
发明内容
一种车辆包括通过变矩器结合到齿轮箱的电机和发动机。所述车辆还包括控制器,控制器被配置为:响应于变矩器的输入处的驾驶员需求扭矩减小到落入预定正扭矩和预定负扭矩之间的范围内,命令发动机扭矩和电机扭矩以在变矩器的输入处实现所述预定正扭矩。
一种动力传动系统控制系统包括通过变矩器结合到齿轮箱的电机和发动机。所述动力传动系统控制系统还包括控制器,控制器被配置为:响应于变矩器处的驾驶员需求扭矩在变矩器的泵轮失速扭矩和预定负扭矩之间并且变矩器的扭矩大于泵轮失速扭矩,命令发动机和电机以使变矩器的扭矩为泵轮失速扭矩。
一种方法包括:响应于变矩器处的驾驶员需求扭矩在泵轮失速扭矩和预定负扭矩之间并且变矩器的扭矩大于泵轮失速扭矩,通过控制器操作发动机和电机以使变矩器的扭矩达到泵轮失速扭矩,发动机和电机通过变矩器结合到齿轮箱。
附图说明
图1是具有混合动力动力传动系统的车辆的框图。
图2是变矩器的输入处的驾驶员需求扭矩从正过渡到负的可能轨迹的曲线图。
图3是变矩器的输入处的驾驶员需求扭矩从负过渡到正的可能轨迹的曲线图。
图4是车辆动力传动系统的可能的操作顺序的流程图。
具体实施方式
在此描述本公开的实施例。然而,应理解,公开的实施例仅为示例,其他实施例可采取各种替代的形式。附图无需按比例绘制;可夸大或最小化一些特征以显示特定部件的细节。因此,在此公开的具体结构和功能细节不被解释为限制,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。如本领域的普通技术人员将理解的,参照任一附图示出和描述的各种特征可与一个或更多个其他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以期望用于特定应用或实施方式。
参照图1,示出了根据本公开的实施例的混合动力电动车辆(HEV)110的示意图。图1示出了部件之间的代表性关系。车辆内部件的物理位置和方位可以改变。HEV 110包括动力传动系统112。动力传动系统112包括驱动传动装置116的发动机114,传动装置116可以称为模块化混合动力传动装置(MHT)。如下文将进一步详细描述的,传动装置116包括电机118(诸如电动马达/发电机(M/G))、相关联的牵引电池120、变矩器122和多级阶梯传动比自动变速器或者齿轮箱124。电机118还可以称为M/G(马达/发电机)。
发动机114和M/G 118均是用于HEV 110的驱动源。发动机114通常代表可以包括内燃发动机(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114和M/G 118之间的分离离合器126至少部分地接合时,发动机114产生发动机功率和供应至M/G118的相应的发动机扭矩。与发动机114相关联的控制器可以被配置为将发动机功率和发动机扭矩控制为相应的命令值。M/G 118可以通过多种类型的电机中的任何一种来实现。例如,M/G 118可以是永磁同步马达。如下文将描述的,电力电子装置156对牵引电池120提供的直流(DC)电力进行调节以满足M/G 118的要求。例如,电力电子装置156可以向M/G 118提供三相交流电(AC)。
当分离离合器126至少部分地接合时,从发动机114到M/G 118或从M/G 118到发动机114的功率流动是可能的。例如,分离离合器126可被接合,并且M/G 118可以作为发电机运转以将由曲轴128和M/G轴130提供的旋转能量转换成电能以储存在牵引电池120中。分离离合器126也可以分离以将发动机114与动力传动系统112的其余部分隔离,使得M/G 118可以用作HEV 110的唯一驱动源。轴130延伸穿过M/G 118。M/G 118连续地可驱动地连接到轴130,而发动机114只有在分离离合器126至少部分地接合时才可驱动地连接到轴130。
M/G 118经由轴130连接到变矩器122。因此,当分离离合器126至少部分地接合时,变矩器122连接到发动机114。变矩器122包括固定到M/G轴130的泵轮和固定到变速器输入轴132的涡轮。因此,变矩器122在轴130和变速器输入轴132之间提供液力耦合。当泵轮旋转得比涡轮快时,变矩器122将动力从泵轮传输到涡轮。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的比值足够高时,涡轮扭矩是泵轮扭矩的倍数。还可以设置变矩器旁通离合器134,当变矩器旁通离合器接合时,使得变矩器122的泵轮和涡轮摩擦地或机械地连接,从而允许更高效的动力传递。变矩器旁通离合器134可以作为起步离合器运转以提供平稳的车辆起步。可选地或组合地,对于不包括变矩器122或变矩器旁通离合器134的应用,可以在M/G 118和齿轮箱124之间设置类似于分离离合器126的起步离合器。在一些应用中,分离离合器126通常被称为上游离合器,起步离合器134(其可以是变矩器旁通离合器)通常被称为下游离合器。
齿轮箱124可以包括齿轮组(未示出),所述齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性接合而被选择性地置于不同的传动比,以建立期望的多个离散或阶梯传动比。齿轮箱124可以提供预定数量的传动比,传动比可以从低挡(例如,一挡)到最高挡(例如,N挡)。齿轮箱124的升挡是转换为更高挡。齿轮箱124的降挡是转换为更低挡。可以通过使齿轮组的某些元件连接和分离的换挡计划来控制摩擦元件,以控制变速器输出轴136和变速器输入轴132之间的传动比。齿轮箱124基于各种车辆工况和环境工况而通过相关联的控制器(诸如动力传动系统控制单元(PCU)150)自动地从一个传动比变换为另一传动比。然后齿轮箱124将动力传动系统的输出扭矩提供到输出轴136。
应当理解,与变矩器122一起使用的液压控制式齿轮箱124仅是齿轮箱或变速器装置的一个示例;接收来自发动机和/或马达的输入扭矩然后以不同的传动比将扭矩提供到输出轴的任何多级传动比齿轮箱都是可接受用于本公开的实施例的。例如,齿轮箱124可以通过包括一个或更多个伺服马达以沿着换挡导轨平移/旋转换挡拨叉以选择期望的传动比的机械式自动(或手动)变速器(AMT)来实现。如本领域普通技术人员通常理解的,AMT可以用于(例如)扭矩要求较高的应用中。
如图1的代表性实施例所示,输出轴136连接到差速器140。差速器140经由连接到差速器140的相应车桥144驱动一对车轮142。差速器140可以包括输出轴136和车桥144之间的预定传动比。差速器140将大致相等的扭矩传输到每个车轮142,同时在例如车辆转弯时允许轻微的速度差。可以使用不同类型的差速器或类似装置将来自动力传动系统的扭矩分配到一个或更多个车轮。在一些应用中,扭矩分配可以根据例如特定的操作模式或工况而变化。
动力传动系统112还包括相关联的动力传动系统控制单元(PCU)150。虽然被示出为一个控制器,但是PCU 150可以是更大的控制系统的一部分,并且可以由整个车辆110中的各种其他控制器(诸如车辆系统控制器(VSC))来控制。因此,应当理解,动力传动系统控制单元150和一个或更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多个功能,诸如启动/停止发动机114、操作M/G 118以提供车轮扭矩或给电池120充电、选择或计划变速器换挡等。控制器150可以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)。计算机可读存储装置或介质可以包括(例如)只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储器。KAM是可用于在CPU掉电时存储各种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存储器装置(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)、闪存或者能够存储数据的任何其它电、磁、光学或组合的存储装置)中的任何一种来实现,所述数据中的一些表示可由控制器使用以控制发动机或车辆的可执行指令。
控制器150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、短路保护等的单个集成接口的输入/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,可以使用一个或更多个专用硬件或固件芯片而在将特定信号提供给CPU之前对所述特定信号进行调节和处理。如图1的代表性实施例总体上所示的,PCU 150可将信号传送到发动机114、分离离合器126、M/G 118、起步离合器134、变速器齿轮箱124以及电力电子装置156和/或从它们接收信号。尽管没有明确示出,但是本领域普通技术人员将认识到每个上述子系统内的可由PCU 150控制的各种功能或部件。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/排气门正时和持续时间、前端附件驱动(FEAD)部件(诸如交流发电机、空调压缩机)、电池充电、再生制动、M/G操作、用于分离离合器126、起步离合器134和变速器齿轮箱124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)、车轮转速(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)、排气氧(EGO)或其他排气组分浓度或存在性、进气流动(MAF)、变速器挡位、传动比或模式、变速器油温(TOT)、变速器涡轮转速(TS)、变矩器旁通离合器134状态(TCC)、减速或换挡模式(MDE)。
由PCU 150执行的控制逻辑或功能可以由一个或更多个附图中的流程图或类似图表来表示。这些附图提供有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,所示的各个步骤或功能可以以所示的顺序执行、并行地执行或在某些情况下被省略。尽管并不总是明确地示出,但是本领域普通技术人员将认识到,根据所使用的特定处理策略,所示出的一个或更多个步骤或功能可以重复执行。类似地,所述的处理顺序对于实现本文所述的特征和优点而言并不是一定需要的,而是为了便于说明和描述而提供的。控制逻辑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(例如PCU 150)执行的软件中实现。当然,根据具体应用,控制逻辑可以在一个或更多个控制器中的软件、硬件或软件和硬件的组合中实现。当在软件中实现时,可以在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,所述存储装置或介质存储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。计算机可读存储装置或介质可以包括多个已知物理装置中的一个或更多个,所述物理装置使用电、磁和/或光学存储器来保存可执行指令和相关联的校准信息、操作变量等。
车辆驾驶员使用加速踏板152来提供需求的扭矩、功率或驱动命令以推进车辆110。通常,踩下和释放加速踏板152产生可被控制器150分别解释为需要增加动力或减小动力的加速踏板位置信号。至少基于来自踏板的输入,控制器150命令来自发动机114和/或M/G 118的扭矩。加速踏板位置信号可用于产生表示将施加在驱动轮142处的扭矩量的驾驶员扭矩需求。
控制器150还可以控制齿轮箱124内的换挡正时以及分离离合器126和变矩器旁通离合器134的接合或分离。类似于分离离合器126,变矩器旁通离合器134可以在接合位置和分离位置之间的范围内被调节。除了泵轮和涡轮之间的液力耦合产生的可变打滑之外,这在变矩器122中也产生可变打滑。或者,根据具体应用,变矩器旁通离合器134可以被操作为锁止或断开而不使用被调节的操作模式。
为了利用发动机114驱动车辆,分离离合器126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126传递到M/G 118,然后从M/G 118传递通过变矩器122和齿轮箱124。M/G 118可以通过提供额外的动力使轴130转动来辅助发动机114。该操作模式可以被称为“混合动力模式”或“电动辅助模式”。
为了使M/G 118作为唯一的动力源而驱动车辆110,除了分离离合器126将发动机114与动力传动系统112的其余部分隔离以外,动力流动保持不变。在此期间,发动机114中的燃烧可以被禁用或以其他方式关闭以节省燃料。牵引电池120通过高电压(HV)总线154将储存的电能传输到可以包括(例如)逆变器的电力电子装置156。高电压总线154包括用于在模块之间传导电流的布线和导体,并且可以包括正侧导体和负侧导体或返回侧导体。电力电子装置156将来自牵引电池120的DC电压转换成M/G 118使用的AC电压。PCU 150命令电力电子装置156将来自牵引电池120的电压转换为提供给M/G 118的AC电压以向轴130提供正扭矩或负扭矩。该操作模式可以被称为“纯电动”操作模式。
在任何操作模式中,M/G 118可以用作马达并为动力传动系统112提供驱动力。或者,M/G 118可以用作发电机并将来自动力传动系统112的动能转换成电能而储存在牵引电池120中。例如,当发动机114为车辆110提供推进动力时,M/G 118可以用作发电机。在再生制动时期,M/G 118还可以作为发电机,其中,在再生制动中,来自旋转着的车轮142的旋转能量通过齿轮箱124回传并被转换成电能以储存在牵引电池120中。
制动踏板170由车辆的驾驶员使用以提供用于制动或负扭矩的制动需求信号以减慢车辆。通常,踩下和释放制动踏板170产生可被控制器150分别解释为需要增加制动或减小制动的制动踏板位置信号。至少基于来自制动踏板170的输入,控制器150命令来自车辆制动器(未示出)的制动扭矩。车辆制动器通常包括摩擦制动器。M/G 118还可以作为发电机以提供再生制动,其中,来自旋转着的车轮142的旋转能量通过齿轮箱124回传并被转换成电能以储存在电池120中。
应当理解,图1所示的示意图仅是示例性的,而不意在进行限制。可以考虑利用发动机和马达二者的选择性接合以通过变速器传输扭矩的其它构造。例如,M/G 118可以相对于曲轴128偏置,且可以设置额外的马达以启动发动机114,和/或可以在变矩器122和齿轮箱124之间设置M/G 118。在不偏离本公开的范围的情况下,可以考虑其他构造。
车辆110可以利用M/G 118启动发动机114。PCU 150可以命令分离离合器126闭合并经由电力电子装置156从M/G 118请求扭矩。来自M/G 118的扭矩使发动机114旋转,使得发动机转速增加到高于预定转速,届时,可以命令发动机114提供燃料和火花以保持发动机继续旋转。在发动机转动和初始启动期间,变矩器122可以提供一些扭转隔离。在一些车辆构造中,低电压起动机马达168也可以结合到发动机114,以提供启动发动机114的辅助或备用装置。
车辆110还可以包括电力转换器模块158和辅助电池160。辅助电池160可以是低电压电池(例如通常用于汽车的12伏电池)。辅助电池160的端子可以电连接到低电压总线166。低电压总线166包括用于在连接的模块之间传导电流的布线和导体。电力转换器158可以电连接在高电压总线154和低电压总线166之间。电力转换器模块158可以是被配置为将来自高电压总线154的电压转换为与低电压总线166兼容的电压电平的DC/DC转换器。电力转换器158还可以被配置为将来自低电压总线166的电压转换为与高电压总线154兼容的电压。例如,电力转换器158可被配置为提供在高电压总线154和低电压总线166之间的双向电流流动。
齿轮箱124可以由被构造为彼此啮合以将扭矩从变速器输入轴132传递到变速器输出轴136的齿轮组成。齿轮经受可由齿轮之间的间隙引起的冲击。当施加到齿轮的扭矩改变方向时,传动系冲击可能特别明显。当在一个方向上施加扭矩而持续一段时间时,齿轮彼此接触。当扭矩减小或反向时,可存在齿轮彼此不接触的时间段。在这个时间段内,齿轮可相对于彼此浮动。在某些时候,齿轮可再次接触。当齿轮再次接触时,会产生噪声(称为闷响(clunk))。
在车辆操作期间,可以从加速踏板位置推导出驾驶员需求扭矩。例如,推进扭矩需求可以是加速踏板位置的函数,并且随着加速踏板位置的增加(例如,踩下加速踏板)而增加。驾驶员需求扭矩可用于产生可包括对发动机114和M/G 118的扭矩命令的动力传动系统扭矩命令。在正常行驶条件下,动力传动系统扭矩命令可以是推进扭矩命令或制动扭矩命令。在一些情况下,动力传动系统扭矩命令可以包括加速踏板分量和制动踏板分量。例如,驾驶员可以同时踩下加速踏板152和制动踏板170二者(例如,双踏板驾驶方式)。在这种情况下,由加速踏板152引起的动力传动系统扭矩命令可以与由制动踏板170引起的动力传动系统扭矩命令相加。最终结果可以是接近零的动力传动系统扭矩命令。这样的动力传动系统扭矩命令可能导致传动系在间隙附近浮动并产生不可接受的传动系闷响。
对于开式变矩器,存在用于维持变矩器122旋转的最小输入扭矩。低于该扭矩,变矩器122不再旋转,该扭矩可以被称为变矩器122的失速扭矩。
本文描述了用于防止所请求的动力传动系统扭矩引起传动系在间隙附近浮动的策略。可以限定间隙区域(例如,零扭矩)周围的区域,并且可以修改动力传动系统扭矩命令以防止在间隙区域中命令扭矩。
驾驶员需求扭矩可以是被期望施加在驱动桥144处以传递到车轮142的扭矩值。驾驶员需求扭矩可以通过发动机扭矩和电机扭矩的任何组合来满足。用于确定发动机和电机之间期望的扭矩分配的各种策略均是可用的,这里不再论述。由于各种传动比和部件操作,施加到各种部件的中间扭矩可能不同。然而,知道期望的扭矩输出,计算传动系中任何点处的扭矩是简单的事情。例如,知道处于每个挡位的齿轮箱传动比,可以计算出齿轮箱124的输出处的扭矩。因此,知晓了通过适当的缩放可以将扭矩值反映到传动系中的任何点,可以在传动系内任何点处引用扭矩值。例如,可以在变矩器122的输入处确定驾驶员需求扭矩。
图2描绘了在变矩器122的输入处的驾驶员需求扭矩200的可能轨迹的曲线图。注意,所描绘的驾驶员需求扭矩200随时间减小并且穿越零值并变为负值。例如,驾驶员可以处于滑行模式或者已经应用制动踏板170。曲线图中还限定了上扭矩阈值204和下扭矩阈值206。上扭矩阈值204可以是预定的正扭矩值。下扭矩阈值206可以是预定的负扭矩值。
上扭矩阈值204的计算可以是动态的,并且可以在车辆操作期间周期性地调整该值。上扭矩阈值204可以基于变矩器122的模型。在低车速时,需要最小扭矩来维持泵轮的旋转,并且可以防止动力传动系统扭矩命令下降到低于开式变矩器的该最小扭矩。泵轮失速扭矩可以如下进行计算:
注意,该分析的转速比由涡轮转速和泵轮失速转速来表征。转速比可以通过测试数据来表征并由曲线或函数表示。当容量因子(K)接近最大值时,失速扭矩可以是最小值。当转速比在值大约为1的范围中时,容量因子可以接近最大值。也就是说,当涡轮转速近似等于泵轮失速转速时。
上扭矩阈值204可以由泵轮失速扭矩与可选校准值中的最大值来限定。当泵轮失速扭矩接近零时,可选校准值可以是有用的(例如,当涡轮转速接近或大于泵轮失速转速时)。下扭矩阈值206可以由预定的校准值来限定。校准值可以取决于传动系硬件,并且可以是齿轮箱124的当前挡位的函数。
图2中还描绘了变矩器122的输入处的动力传动系统扭矩命令202。变矩器122的输入处的实际动力传动系统扭矩可以是由发动机114产生的扭矩与由电机118产生的扭矩的总和。动力传动系统扭矩命令202可以通过电机扭矩和发动机扭矩的任何组合产生。可以植入控制策略,使得动力传动系统扭矩命令202不允许在上扭矩阈值204和下扭矩阈值206之间的请求扭矩值。控制策略在零扭矩周围产生“禁飞区(no-fly zone)”,“禁飞区”包括不被请求的一系列扭矩值。当驾驶员需求扭矩200降低到低于上扭矩阈值204并且大于下扭矩阈值206时,动力传动系统扭矩命令202采用上扭矩阈值204的值。动力传动系统扭矩命令202保持上扭矩阈值204的值,直到驾驶员需求扭矩200增加到高于上扭矩阈值204或降低到低于下扭矩阈值206时为止。当驾驶员需求扭矩200增加到高于上扭矩阈值204或降低到低于下扭矩阈值206时,动力传动系统扭矩命令202采用驾驶员需求扭矩200的值(例如,动力传动系统扭矩命令202等于驾驶员需求扭矩200)。
图3描绘了当变矩器122的输入处的驾驶员需求扭矩300为负扭矩值时可能的扭矩轨迹。在这种情况下,驾驶员需求扭矩300随着时间而增加,并且穿越零值并变为正值。还描绘了上扭矩阈值204和下扭矩阈值206。还描绘了动力传动系统扭矩命令302。驾驶员需求扭矩300增加到高于下扭矩阈值206的值。当驾驶员需求扭矩300超过下扭矩阈值206时,动力传动系统扭矩命令302被设定为下扭矩阈值206。动力传动系统扭矩命令302保持下扭矩阈值206的值直到驾驶员需求扭矩300上升到高于上扭矩阈值204为止。当驾驶员需求扭矩300大于或等于上扭矩阈值204时,动力传动系统扭矩命令302被设定为驾驶员需求扭矩300。
图4描绘了根据所描述的策略实现动力传动系统控制系统的可能的操作顺序的流程图。所述操作可以被配置在作为动力传动系统控制系统的一部分的控制器(例如,PCU150)中。在操作400处,可以计算驾驶员需求扭矩。驾驶员需求扭矩可以是加速踏板扭矩分量和制动踏板扭矩分量的总和。驾驶员需求扭矩可以是驱动轮处期望的扭矩量。驾驶员需求扭矩可以在动力传动系统中的各个点处进行计算。可以基于齿轮箱124和差速器140的传动比来计算变矩器的输入处的驾驶员需求扭矩。变矩器的输入处的驾驶员需求扭矩可以基于变矩器的扭矩倍增因子。
在操作402处,可以从变矩器模型计算出泵轮失速扭矩。可以如上所述计算泵轮失速扭矩。在操作404处,可以将上扭矩阈值204计算为泵轮失速扭矩和校准值中的最大值。在操作406处,可以计算下扭矩阈值206。例如,下扭矩阈值206可以是预定的校准值。
在操作408处,可以将变矩器输入处的驾驶员需求扭矩与上扭矩阈值204进行比较。如果驾驶员需求扭矩大于上扭矩阈值204,则可以执行操作414。在操作414处,可以将驾驶员需求扭矩请求为动力传动系统扭矩命令。如果驾驶员需求扭矩小于或等于上扭矩阈值204,则可以执行操作410。
在操作410处,可以执行检查以确定驾驶员需求扭矩是否在上扭矩阈值204和下扭矩阈值206之间。如果驾驶员需求扭矩不在上扭矩阈值204和下扭矩阈值206之间,则可以执行操作414。在这种情况下,驾驶员需求扭矩可能小于下扭矩阈值206。在操作414处,可以将驾驶员需求扭矩请求为动力传动系统扭矩命令。如果驾驶员需求扭矩在上扭矩阈值204和下扭矩阈值206之间,则可以执行操作412。
在操作412处,将先前的动力传动系统扭矩命令与上扭矩阈值204进行比较。如果先前的动力传动系统扭矩命令大于或等于上扭矩阈值204,则可以执行操作416。在操作416处,可以将上扭矩阈值204请求为动力传动系统扭矩请求。如果先前的动力传动系统扭矩命令小于上扭矩阈值204,则可以执行操作418。在操作418处,可以将下扭矩阈值206请求为动力传动系统扭矩命令。
可以在输出动力传动系统扭矩命令之后执行操作420。在操作420处,控制迭代可以结束。可以周期性地重复所述操作以随着车辆的驾驶循环更新动力传动系统扭矩命令。
变矩器122的输入处的动力传动系统扭矩命令可以通过发动机114和电机118的操作来实现。可以通过命令电机118的扭矩输出来操作电机118。例如,电力电子装置156可以接收命令的电机扭矩并且控制电机118的扭矩输出以实现命令的电机扭矩。发动机控制模块或功能可以接收发动机扭矩命令并且可以调节发动机运转参数以实现发动机扭矩命令。可以运转发动机114以通过调节节气门位置、气门正时、空气/燃料混合物、火花/点火正时以及通过启动/停止发动机114来调节发动机扭矩。在某些运转模式中,电机扭矩可以与发动机扭矩一起施加。在某些情况下,电机扭矩可以修改发动机扭矩,以实现变矩器122的输入处的动力传动系统扭矩命令。在其它情况下,发动机114或电机118可以单独运转以满足动力传动系统扭矩命令。用于满足动力传动系统扭矩命令的电机扭矩和发动机扭矩的组合可以取决于车辆的运转模式(例如发动机运行或发动机停止)。在某些情况下,可以选择发动机扭矩和电机扭矩的组合以使燃料消耗最小化。
所描述的控制策略通过减小传动系闷响和动力传动系统噪声来改善驾驶员的满意度。通过在驾驶循环期间监测泵轮失速扭矩,可以连续调整运转极限,以确保足够的扭矩范围来减少闷响。
在此公开的处理、方法或算法可以交付给处理装置、控制器或计算机,或者通过处理装置、控制器或计算机来实现,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的电子控制单元。类似地,所述处理、方法或算法可以以多种形式被存储为通过控制器或计算机可执行的数据和指令,其中,所述多种形式包括但不限于永久地存储在非可写存储介质(诸如,ROM装置)上的信息以及可变地存储在可写存储介质(诸如,软盘、磁带、CD、RAM装置和其它磁介质和光学介质)上的信息。所述处理、方法或算法也可以在软件可执行对象中被实现。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、控制器或者其它硬件组件或装置)或硬件、软件和固件组件的组合来整体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,并且将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,可以组合各个实施例的特征以形成本发明未明确描述或说明的进一步的实施例。尽管各个实施例可能已经被描述为提供优点或者就一个或更多个期望特性来说优于其它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,根据具体应用和实施方式,为了达到期望的整体系统属性,可以对一个或更多个特征或特性进行折衷。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、易组装性等。因此,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实施方式合意的实施例并不在本公开的范围之外,并且可以期望用于特定的应用。
Claims (20)
1.一种车辆,包括:
通过变矩器连接到齿轮箱的电机和发动机;和
控制器,被配置为:响应于变矩器的输入处的驾驶员需求扭矩减小到落入在预定正扭矩和预定负扭矩之间的范围内,命令发动机扭矩和电机扭矩以在变矩器的输入处实现所述预定正扭矩。
2.根据权利要求1所述的车辆,其中,控制器还被配置为:响应于所述输入处的驾驶员需求扭矩减小到所述预定负扭矩以下,命令发动机扭矩和电机扭矩以实现所述驾驶员需求扭矩。
3.根据权利要求1所述的车辆,其中,控制器还被配置为:响应于所述输入处的驾驶员需求扭矩增加到落入在预定正扭矩和预定负扭矩之间的范围内,命令发动机扭矩和电机扭矩以实现所述预定负扭矩。
4.根据权利要求1所述的车辆,其中,控制器还被配置为:响应于所述输入处的驾驶员需求扭矩增加到超过所述预定正扭矩,命令发动机扭矩和电机扭矩以实现所述驾驶员需求扭矩。
5.根据权利要求1所述的车辆,其中,所述预定正扭矩是变矩器的泵轮失速扭矩,其中,所述泵轮失速扭矩为维持变矩器旋转的最小输入扭矩。
6.根据权利要求5所述的车辆,其中,控制器还被配置为:基于变矩器的模型来估计泵轮失速扭矩。
7.根据权利要求1所述的车辆,其中,所述预定正扭矩是等于当变矩器的涡轮转速大于最小泵轮失速转速时的泵轮失速扭矩的预定值。
8.根据权利要求7所述的车辆,其中,预定正扭矩是所述泵轮失速扭矩和预定的正扭矩值中的最大者。
9.一种动力传动系统控制系统,包括:
通过变矩器连接到齿轮箱的电机和发动机;和
控制器,被配置为:响应于变矩器处的驾驶员需求扭矩在变矩器的泵轮失速扭矩和预定负扭矩之间并且变矩器的扭矩大于所述泵轮失速扭矩,命令发动机和电机以使所述变矩器的扭矩为所述泵轮失速扭矩,其中,所述泵轮失速扭矩为维持变矩器旋转的最小输入扭矩。
10.根据权利要求9所述的动力传动系统控制系统,其中,控制器还被配置为:响应于驾驶员需求扭矩降低到预定负扭矩以下,命令发动机和电机以使所述变矩器的扭矩达到所述驾驶员需求扭矩。
11.根据权利要求9所述的动力传动系统控制系统,其中,控制器还被配置为:响应于驾驶员需求扭矩在所述泵轮失速扭矩和所述预定负扭矩之间并且所述变矩器的扭矩小于所述预定负扭矩,命令发动机和电机以使所述变矩器的扭矩达到所述预定负扭矩。
12.根据权利要求9所述的动力传动系统控制系统,其中,控制器还被配置为:响应于驾驶员需求扭矩大于所述泵轮失速扭矩,命令发动机和电机以使所述变矩器的扭矩达到所述驾驶员需求扭矩。
13.根据权利要求9所述的动力传动系统控制系统,其中,控制器还被配置为:基于变矩器的模型在驾驶循环期间估计所述泵轮失速扭矩。
14.根据权利要求9所述的动力传动系统控制系统,其中,控制器还被配置为:响应于变矩器的涡轮转速大于最小泵轮失速转速,将泵轮失速扭矩限制为大于预定的正扭矩阈值。
15.一种方法,包括:
响应于变矩器处的驾驶员需求扭矩在泵轮失速扭矩和预定负扭矩之间并且变矩器的扭矩大于泵轮失速扭矩,通过控制器操作发动机和电机以使变矩器的扭矩达到泵轮失速扭矩,其中,发动机和电机通过变矩器连接到齿轮箱,其中,所述泵轮失速扭矩为维持变矩器旋转的最小输入扭矩。
16.根据权利要求15所述的方法,还包括:响应于驾驶员需求扭矩小于所述预定负扭矩,通过控制器操作发动机和电机以使变矩器的扭矩达到所述驾驶员需求扭矩。
17.根据权利要求15所述的方法,还包括:响应于驾驶员需求扭矩在泵轮失速扭矩和预定负扭矩之间并且变矩器的扭矩小于所述预定负扭矩,通过控制器操作发动机和电机以使电机达到所述预定负扭矩。
18.根据权利要求15所述的方法,还包括:响应于驾驶员需求扭矩大于泵轮失速扭矩,通过控制器操作发动机和电机以使变矩器的扭矩达到所述驾驶员需求扭矩。
19.根据权利要求15所述的方法,还包括:通过控制器基于变矩器的模型在驾驶循环期间估计所述泵轮失速扭矩。
20.根据权利要求19所述的方法,还包括:通过控制器将所述泵轮失速扭矩限制为至少大于预定的正扭矩。
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