CN108482355B - 用于控制车辆动力传动系统中间隙穿越的系统和方法 - Google Patents
用于控制车辆动力传动系统中间隙穿越的系统和方法 Download PDFInfo
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- CN108482355B CN108482355B CN201810151596.3A CN201810151596A CN108482355B CN 108482355 B CN108482355 B CN 108482355B CN 201810151596 A CN201810151596 A CN 201810151596A CN 108482355 B CN108482355 B CN 108482355B
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- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
本公开用于控制车辆动力传动系统中间隙穿越的系统和方法。公开一种车辆,车辆具有马达和经由离合器选择性地连接到马达的发动机。车辆包括控制器,控制器被配置为:响应于车轮扭矩反向,使离合器断开以使发动机与马达断开,命令发动机进入转速控制模式并在穿过车轮扭矩反向附近的区域时控制马达输出扭矩,以减小车辆传动系中的扭矩扰动。
Description
技术领域
本公开涉及用于控制混合动力车辆中传动系间隙的系统和方法。
背景技术
在车辆中,当车辆扭矩穿越间隙区时驾驶性能会是一个关心的问题。当车辆扭矩改变方向(即,从正扭矩到负扭矩或从负扭矩到正扭矩)时产生间隙区。例如,当扭矩改变方向时(诸如,在车辆加速事件或减速事件期间),可能由于各个传动系部件内的松弛(slack)或间隙导致空转(lost motion)而产生间隙或齿隙。当动力传动系统从施加正扭矩转换成施加负扭矩时,传动装置/传动系中的齿轮在零扭矩转换点处分开。在经过零扭矩点之后,齿轮重新接合以允许传递扭矩。这在传动系中产生扭矩扰动或间隙。间隙会产生车辆乘员可感知到的闷响噪声(clunk noise)或撞击(bump)。间隙导致噪声、振动和声振粗糙度,这使使用动力传动系统的车辆的驾驶性能劣化。
发明内容
根据本公开的实施例,提供了用于利用马达扭矩穿越间隙区的策略。总体而言,当预期到间隙穿越事件时,使发动机与传动系断开并将发动机置于转速控制模式,同时利用马达扭矩以穿越间隙区并减小传动系扰动。
在一个实施例中,公开了一种车辆,所述车辆包括马达和经由离合器选择性地连接到马达的发动机。车辆包括控制器,控制器被配置为:响应于车轮扭矩反向,使离合器断开以使发动机与马达断开,命令发动机在转速控制模式下运转并在穿过车轮扭矩反向附近的区域时控制马达输出扭矩,以减小车辆传动系中的扭矩扰动。车轮扭矩反向可通过加速器踏板松开而被触发。控制器进一步被配置为:响应于动力传动系统扭矩在车轮扭矩反向附近的区域之外,使离合器接合以将发动机连接到马达。此外,在转速控制模式下运转包括控制发动机转速匹配马达转速。
在另一实施例中,公开了一种用于车辆的控制系统,所述车辆具有经由离合器选择性地连接到马达的发动机。所述控制系统包括控制器,控制器被配置为:响应于车轮扭矩反向,使离合器分离以使发动机与马达断开,使发动机在航行模式下运转,并在穿过车轮扭矩反向附近的间隙区域时根据预定的变化率来调节马达扭矩,以减小传动系中的扭矩干扰。扭矩扰动包括传动系的齿轮啮合中的间隙。车轮扭矩反向可以是从正到负的,并通过加速器踏板松开而被触发。控制器进一步被配置为:响应于动力传动系统扭矩在间隙区域之外,使离合器重新接合,以将发动机与马达连接。此外,使发动机在航行模式下运转可包括控制发动机以等于马达转速的转速旋转。
在又一实施例中,公开了一种用于控制车辆的方法,所述车辆具有经由离合器选择性连接到马达的发动机。所述方法包括:响应于车轮扭矩反向,使离合器分离以将发动机与马达断开,控制发动机在转速控制模式下运转,并在穿过车轮扭矩反向附近的间隙区域时控制马达扭矩以使动力传动系统扭矩以预定的速率减小,从而减小车辆传动系中的扭矩扰动。此外,在转速控制模式下运转包括控制发动机转速匹配马达转速。所述方法还可包括:响应于动力传动系统扭矩在间隙区域之外,命令发动机退出转速控制模式。
根据本公开的实施例提供多个优点,诸如由于使发动机扭矩不准确性与电机的卓越的扭矩准确性独立而使间隙穿越更快且更可控。当使发动机断开时,由于电机具有比发动机更卓越的扭矩准确性,因此间隙不确定性区域变得更小。由于关于潜在的扭矩误差的窗口更小,因此可以更平顺且更快速地传递动力传动系统扭矩。这引起提高的驾驶性能和车辆性能。
附图说明
图1是能够实施本文描述的实施例的混合动力车辆的示意图;
图2是示出现有技术中利用发动机扭矩的间隙穿越策略的代表性曲线图;
图3是示出根据本文描述的实施例的利用马达扭矩的间隙穿越策略的代表性曲线图;
图4示出了描述根据本文描述的实施例的利用马达扭矩的间隙穿越策略的流程图。
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,其它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应解释为限制,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,参考任一附图示出和描述的各种特征可与一个或更多个其它附图中示出的特征结合,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)10的示意图。图1示出了部件之间的代表性关系。部件在车辆内的物理布局和定向可以变化。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可被称作模块化混合动力传动装置(MHT)。如将要在下面进一步详细描述的,传动装置16包括诸如电动马达/发电机(M/G)18的电机、关联的牵引电池20、变矩器22以及多级阶梯传动比自动变速器或齿轮箱24。如图1中所示,发动机14、M/G 18、变矩器22和自动变速器24依次串联连接。
发动机14和M/G 18均是用于HEV 10的驱动源。发动机14通常代表可包括内燃发动机(诸如,由汽油、柴油或天然气驱动的发动机)或者燃料电池的动力源。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的相应的发动机扭矩。M/G 18可由多种类型的电机中的任何一种来实施。例如,M/G 18可以是永磁同步马达。如将在下面描述的,电力电子器件将由电池20提供的直流(DC)电力调节至符合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)。
当分离离合器26至少部分地接合时,从发动机14到M/G 18或从M/G 18到发动机14的动力流是可能的。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提供的旋转能转换为电能以存储在电池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可充当用于HEV 10的唯一驱动源。轴30延伸穿过M/G 18。M/G 18连续可驱动地连接到轴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。
当在加速器踏板踩下事件或加速器踏板松开事件期间穿越间隙区时,分离离合器26可接合(闭合)或分离(断开)。间隙区是在车辆扭矩改变方向(即,从正扭矩到负扭矩或从负扭矩到正扭矩)时产生的。当车辆扭矩改变方向时(诸如,在驾驶员踩下加速器踏板事件或驾驶员松开加速器踏板事件期间),可能(例如)由于各个传动系部件内的松弛或间隙导致空转而产生间隙或齿隙。当动力传动系统从施加正扭矩转换成施加负扭矩时,传动装置/传动系中的齿轮在零扭矩转换点处分开。在经过零扭矩点之后,齿轮重新接合以允许传递扭矩。这在传动系中产生扭矩扰动或间隙。间隙会产生车辆乘员可感知到的闷响噪声或撞击。间隙导致噪声、振动和声振粗糙度,这使使用动力传动系统的车辆的驾驶性能劣化。驾驶性能和传动系内的间隙的控制取决于对来自发动机14和/或电机(M/G)18的动力传动系统扭矩的控制。
独立的起动机马达31可以与发动机14选择性地接合以使发动机旋转,从而允许燃烧开始。一旦发动机14启动,起动机马达31便可以经由(例如)位于起动机马达31和发动机14之间的离合器(未示出)而与发动机分离。在一个实施例中,在分离离合器26断开以保持发动机14与M/G 18断开时,发动机14通过起动机马达31启动。分离离合器26可将发动机14连接到M/G18,以允许发动机14提供驱动扭矩。
在另一实施例中,不设置起动机马达31,并且可替代地,发动机14通过M/G 18启动。为了通过M/G 18启动发动机14,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。M/G 18可能需要使扭矩斜坡增加以在满足驾驶员需求的同时还启动发动机14。随后,一旦发动机转速上升到M/G的转速,分离离合器26便可完全接合。
M/G 18经由轴30连接到变矩器22。因此,当分离离合器26至少部分地接合时,变矩器22连接到发动机14。变矩器22包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。因此,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将动力从泵轮传输至涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速和涡轮转速的比值足够高时,涡轮扭矩是泵轮扭矩的倍数。还可设置变矩器旁通离合器34,变矩器旁通离合器34在接合时使变矩器22的泵轮和涡轮摩擦地或机械地结合,从而允许更高效的动力传递。变矩器旁通离合器34可作为起步离合器操作,以提供平稳的车辆起步。可选地或结合地,对于不包括变矩器22或变矩器旁通离合器34的应用而言,可在M/G 18与齿轮箱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通常被称作上游离合器,而起步离合器34(可以是变矩器旁通离合器)通常被称作下游离合器。
齿轮箱24可包括齿轮组(未示出),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。可以通过使齿轮组的特定元件连接和断开的换挡计划来控制摩擦元件,以控制变速器输出轴36与变速器输入轴32之间的传动比。齿轮箱24基于各种车辆工况和环境工况而通过关联的控制器(诸如动力传动系统控制单元(PCU))自动地从一个传动比变换到另一个传动比。然后,齿轮箱24将动力传动系统的输出扭矩提供到输出轴36。
应当理解,与变矩器22一起使用的液压控制式齿轮箱24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至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24可以通过包括一个或更多个伺服马达以沿换挡导轨(shift rail)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可用在(例如)具有较高扭矩需求的应用中。
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经由连接到差速器40的相应车桥44驱动一对车轮42。差速器在允许轻微的速度差异(诸如,在车辆转弯时)的同时向每个车轮42传递大约相等的扭矩。不同类型的差速器或类似的装置可用于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,扭矩分配可根据(例如)特定的运转模式或条件而变化。
动力传动系统12还包括关联的控制器50,诸如动力传动系统控制单元(PCU)。虽然示出为一个控制器,但是控制器50可以是更大的控制系统的一部分并且可由遍布车辆10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,动力传动系统控制单元50和一个或更多个其它的控制器能够统称为“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14、操作M/G 18以提供车轮扭矩或为电池20充电、在间隙穿越事件期间操作M/G 18以控制动力传动系统扭矩和/或操作发动机14以控制动力传动系统扭矩、选择或计划传动装置换挡等。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单元(CPU)。计算机可读存储装置或介质可包括(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是一种可用于在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)、闪存或能够存储数据(这些数据中的一些代表可由控制器使用以控制发动机或车辆的可执行指令)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。
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。替代地,一个或更多个专用硬件或固件芯片可用于在特定的信号被供应到CPU之前调节并处理所述特定的信号。如图1的代表性实施例总体上示出的,控制器50可将信号传输到发动机14、分离离合器26、M/G 18、起步离合器34、传动装置齿轮箱24和电力电子器件56和/或从上述部件接收信号。虽然没有明确地示出,但是本领域普通技术人员将认识到位于以上标示的每个子系统中的可由控制器50控制的各种功能或部件。可利用由控制器执行的控制逻辑直接或间接地致动的参数、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(用于火花点火式发动机)、进气门/排气门正时和持续时间、前端附件驱动(FEAD)部件(诸如交流发电机)、空调压缩机、电池充电、再生制动、在各种状况下(诸如穿越间隙区)的M/G操作、用于分离离合器26、起步离合器34以及传动装置齿轮箱24的离合器压力等。经由I/O接口的传感器通信输入可用于指示(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)或其它排气组分浓度或存在度、进气流量(MAF)、传动装置挡位、传动比或模式、传动装置油温(TOT)、传动装置涡轮转速(TS)、变矩器旁通离合器(TCC)34状态、减速或换挡模式(MDE)。
由控制器50执行的控制逻辑或功能可由一个或更多个附图中的流程图或类似图表来表示。这些图提供可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。如此,示出的各种步骤或功能可以以示出的顺序执行、并行执行或在一些情况下被省略。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,所示出的步骤或功能中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描述的特征和优点而言并不是必需的,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(诸如,控制器50)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、硬件或软件与硬件的组合中实现。当在软件中实现时,控制逻辑可设置在一个或更多个计算机可读存储装置或介质中,该计算机可读存储装置或介质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。计算机可读存储装置或介质可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。
车辆的驾驶员使用加速器踏板52来提供需求的扭矩、功率或驱动命令以推进车辆。通常,踩下和释放踏板52产生可被控制器50分别解读为需要增加动力或减小动力的加速器踏板位置信号。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还控制齿轮箱24中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,变矩器旁通离合器34能够在接合位置和分离位置之间的范围内调节。除了由泵轮与涡轮之间的液力耦合产生可变打滑之外,上述调节在变矩器22中也产生可变打滑。替代地,根据特定的应用,变矩器旁通离合器34可操作为锁止或断开,而不使用被调节的操作模式。
为了利用发动机14驱动车辆,分离离合器26至少部分地接合,以将发动机扭矩的至少一部分通过分离离合器26传递到M/G 18,然后从M/G 18传递通过变矩器22和齿轮箱24。当发动机14单独提供推进车辆所必需的扭矩时,这种运转模式可被称为“发动机模式”、“纯发动机模式”或“机械模式”。
M/G 18可以通过提供额外的动力使轴30转动来辅助发动机14。这种运转模式可被称为“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了使M/G 18作为唯一的动力源而驱动车辆,除了分离离合器26使发动机14与动力传动系统12的其余部分隔离以外,动力流动保持不变。在此期间,发动机14中的燃烧可被禁止或以其它方式关闭发动机以节省燃料。牵引电池20通过线路54将所储存的电能传递到可包括(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电压转换为由M/G 18使用的AC电压。控制器50命令电力电子器件56将来自电池20的电压转换为提供到M/G 18的AC电压,以向轴30提供正扭矩或负扭矩。这种运转模式可被称为“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可用作马达并提供用于动力传动系统12的驱动力。或者,M/G 18可用作发电机并将来自动力传动系统12的动能转换为电能以存储在电池20中。例如,当发动机14提供用于车辆10的推进动力时,M/G 18可用作发电机。此外,在再生制动的期间,M/G 18可用作发电机,在再生制动中,来自旋转的车轮42的旋转能经由齿轮箱24回传并被转换成电能而储存在电池20中。
应当理解,图1中示出的示意图仅仅是示例性的而并非意图限制。可考虑使用发动机与马达两者的选择性接合来通过传动装置传递动力的其它构造。例如,M/G 18可相对于曲轴28偏置,并且/或者,M/G 18可设置在变矩器22与齿轮箱24之间。在不脱离本公开的范围的情况下,可考虑其它构造。
在混合动力车辆中,通常通过动力传动系统来执行制动,而不是通过摩擦制动器。再生制动允许车辆捕获用于使车辆减速的动能,将动能转化成电能,并将其储存在高电压电池中。在再生制动事件期间,存在因齿轮间隙而引起差的驾驶性能的可能。间隙可以是当车轮扭矩反向时在传动系中产生的振荡。当动力传动系统从施加正扭矩转换成施加负扭矩时,传动装置/传动系中的齿轮在零扭矩转换点处分开。在经过零扭矩点之后,齿轮重新接合以允许传递扭矩。必须准确管理动力传动系统扭矩以防止在重新接合时产生闷响和其它噪声-振动和声振粗糙度(NHV)问题。
参照图2,示出了现有技术中利用发动机扭矩的间隙穿越策略的曲线图。具体地,发动机扭矩被用于控制动力传动系统扭矩的斜坡变化速率和形状,以使传动系扰动最小化。如图2中所示,在200处发生加速器踏板松开,这指示间隙穿越事件212将要发生(即,传动系上的输入扭矩从正值转变至负值)。在间隙穿越事件212期间,分离离合器(K0离合器)保持接合(202),并且发动机开启(204)。另外,确定间隙穿越窗口或扭矩不确定性区域208,以使动力传动系统扭矩(或变速器输入扭矩)206可被准确管理以降低NVH。然而,由于发动机扭矩估计的不准确性,动力传动系统扭矩必须从间隙的正值侧的远处缓慢地斜坡变化到间隙的负值侧的远处。这确保在扭矩估计不正确的情况下仍将控制间隙穿越。利用这样的策略穿越间隙区的缺点在于使间隙穿越事件的持续时间增加,这负面地影响驾驶性能。
与参照图2描述的现有技术中的策略不同,本公开的实施例提供了利用马达扭矩穿越间隙区的改进的系统和方法。总体而言,当预期到间隙事件时,发动机经由分离离合器(K0离合器)与传动系的其它部分断开,并控制发动机在转速控制模式下运转。然后,使用电机或马达来穿越间隙区。马达的卓越的扭矩准确性允许快速且平顺地执行间隙穿越。如上所述,发动机被置于转速控制模式并被命令跟随马达转速。一旦间隙穿越事件完成,便根据需要而重新连接发动机。使用这样的策略的实施例将因发动机扭矩不准确性与高电压电机的卓越的扭矩准确性的独立而允许更快且更可控的间隙穿越。这将引起提高的驾驶性能和整体车辆性能。
参照图3,提供了示出根据本文描述的实施例的利用马达扭矩的间隙穿越策略的曲线图。如图3中所示,在300处由加速器踏板松开而预期到或检测间隙穿越事件316(即,传动系上的输入扭矩从正值转变为负值的车辆扭矩反向事件)。基于电动马达的特性预先确定间隙不确定性区域/窗口314。允许较小的扭矩不确定性窗口314的马达特性是扭矩传递的准确性。电动马达可以比内燃发动机更加准确地传递命令的扭矩,因此,马达需要比发动机小的不确定性窗口314。不确定性窗口314是间隙点316附近的扭矩范围,在该扭矩范围中,动力传动系统部件的绝对传递扭矩不能被准确地得知。通过得知动力传动系统部件的测量准确性来确定不确定性窗口314的尺寸。例如,如果动力传动系统部件(诸如马达)可以在命令值的+/-10Nm内传递扭矩,则用于该部件的扭矩不确定性窗口是+/-10Nm。扭矩准确性还可被表示为最大扭矩的百分比。例如,如果动力传动系统部件能够传递200Nm的最大扭矩且扭矩准确性被表示为10%,则用于该部件的不确定性窗口是+/-20Nm。
继续参照图3,使用马达扭矩来控制动力传动系统扭矩(或变速器输入扭矩)318的形状和斜坡变化速率。在间隙不确定性窗口314内使动力传动系统扭矩318以预定变化率减小。在加速器踏板松开300之前,分离离合器(K0离合器)接合(302)并且发动机开启(308)。此外,在间隙穿越或车轮扭矩反向事件316期间,分离离合器(K0离合器)断开(304),以将发动机与传动系的其余部分隔离。将发动机置于转速控制或航行(sailing)模式310,仅利用电动马达来执行间隙穿越事件316。由于马达的卓越的扭矩准确性,因此可以更平顺且更快速地执行间隙穿越,这提高了驾驶性能和整体车辆性能。当间隙穿越事件316完成时,如果需要的话可根据驾驶员需求和车辆的正常操作策略而使发动机重新连接306(即,使分离离合器接合),并将发动机移出转速控制模式,如图312处所示。
参照图4,提供了描述用于根据本文描述的实施例的利用马达扭矩穿越间隙区的策略的流程图。如在步骤400处所示,车辆控制系统在预期到间隙穿越或车轮扭矩反向事件时发起控制策略。加速器踏板位置等可用作触发该策略(例如,见图3)的输入。例如,驾驶员松开加速器踏板至零百分比踏板位置可指示动力传动系统扭矩将从正值转变到负值,并且可用于发起图4中所示的策略。
在步骤402处,基于电动马达的特性预先确定间隙不确定性区域或窗口。如果在步骤404处发动机与传动系断开,则如在步骤406处所示,利用马达执行间隙穿越。这意味着马达扭矩用于控制动力传动系统扭矩的形状和斜坡变化速率。在间隙不确定性区域(这参照图3而示出),动力传动系统扭矩以预定的变化率减小或斜坡下降。如果当预期到间隙事件时在步骤404处发动机被连接,则在步骤408处使分离离合器断开,以将发动机与传动系的其余部分隔离。在步骤410处,将发动机置于转速控制或航行模式(在该模式中发动机被命令跟随马达转速(即,发动机转速等于马达转速))。随后,如在步骤412处所示,仅利用电动马达来执行间隙穿越,其中,在间隙事件期间马达扭矩控制动力传动系统扭矩的形状和斜坡变化速率。随后,车辆控制系统在步骤414处确定动力传动系统扭矩是否在之前步骤402处所确定的间隙不确定性窗口之外。如果动力传动系统扭矩不在间隙不确定性窗口之外,则执行步骤410至步骤414,直到动力传动系统扭矩在间隙不确定性窗口之外。在步骤414处,一旦动力传动系统扭矩在间隙不确定性窗口之外(即,间隙穿越事件完成),在步骤416处如果非常需要的话车辆控制系统便根据驾驶员需求和车辆的正常操作策略使发动机重新连接或接合离合器。在步骤418处,控制策略结束。如上文所解释的,由于马达的卓越的扭矩准确性,因此使用上文描述的实施例可以更平顺且更快速地执行间隙穿越。
根据本公开的实施例提供多个优点,诸如由于使发动机扭矩不准确性与高电压电机的卓越的扭矩准确性独立而使间隙穿越更快速且更可控。当使发动机断开时,由于电机具有比发动机更卓越的扭矩准确性,因此间隙不确定性区域变得更小。由于关于潜在的扭矩误差的窗口更小,因此可以更平顺且更快速地传递动力传动系统扭矩。这引起提高的驾驶性能和车辆性能。
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装置以及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,但并不意在这些实施例描述权利要求所涵盖的所有可能形式。说明书中使用的词语是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能够进行各种变化。如前所述,各个实施例的特征可组合,以形成本发明可能没有明确描述或说明的进一步的实施例。虽然各个实施例能已经被描述为在一个或更多个期望特性方面提供优势或优于其他实施例或现有技术实施方式,但是本领域的普通技术人员认识到,根据具体应用和实施方式,一个或更多个特点或特性可被折衷,以实现期望的总体系统属性。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外观、封装、尺寸、可维护性、重量、可制造性、易组装性等。这样,某种程度上一些实施例被描述为在一个或更多个特性方面不如其他实施例或现有技术实施方式合意,这些实施例不在本公开的范围之外,并且可期望用于特定应用。
Claims (18)
1.一种车辆,包括:
马达;
发动机,经由离合器选择性地连接到马达;
控制器,被配置为:响应于车轮扭矩反向,使离合器断开以使发动机与马达断开,命令发动机在转速控制模式下运转并在穿过车轮扭矩反向附近的区域时控制马达输出扭矩,以减小车辆传动系中的扭矩扰动。
2.如权利要求1所述的车辆,其中,车轮扭矩反向是由加速器踏板松开而触发的。
3.如权利要求1所述的车辆,其中,所述车轮扭矩反向附近的区域是从马达运转参数确定的。
4.如权利要求1所述的车辆,其中,控制器进一步被配置为:响应于动力传动系统扭矩在所述车轮扭矩反向附近的区域之外,使离合器接合以将发动机连接到马达。
5.如权利要求1所述的车辆,其中,在转速控制模式下运转包括控制发动机转速匹配马达转速。
6.如权利要求1所述的车辆,其中,控制器进一步被配置为:响应于动力传动系统扭矩在所述车轮扭矩反向附近的区域之外,命令发动机退出转速控制模式。
7.一种用于车辆的控制系统,所述车辆具有经由离合器选择性地连接到马达的发动机,所述控制系统包括:
控制器,被配置为:响应于车轮扭矩反向,使离合器分离以使发动机与马达断开,使发动机在航行模式下运转,并在穿过车轮扭矩反向附近的间隙区域时根据预定的变化率来调节马达扭矩,以减小传动系中的扭矩扰动。
8.如权利要求7所述的控制系统,其中,扭矩扰动包括传动系的齿轮啮合中的间隙。
9.如权利要求7所述的控制系统,其中,车轮扭矩反向是从正到负的,并通过加速器踏板松开而被触发。
10.如权利要求7所述的控制系统,其中,控制器进一步被配置为:响应于动力传动系统扭矩在间隙区域之外,使离合器重新接合,以将发动机与马达连接。
11.如权利要求7所述的控制系统,其中,使发动机在航行模式下运转包括控制发动机以等于马达转速的转速旋转。
12.如权利要求7所述的控制系统,其中,控制器进一步被配置为:响应于动力传动系统扭矩在间隙区域之外,通过离合器的重新接合而退出航行模式。
13.一种用于控制车辆的方法,所述车辆具有经由离合器选择性连接到马达的发动机,所述方法包括:
响应于车轮扭矩反向,使离合器分离以将发动机与马达断开,控制发动机在转速控制模式下运转,并在穿过车轮扭矩反向附近的间隙区域时控制马达扭矩以使动力传动系统扭矩以预定的速率减小,从而减小车辆传动系中的扭矩扰动。
14.如权利要求13所述的方法,其中,在转速控制模式下运转包括控制发动机转速匹配马达转速。
15.如权利要求13所述的方法,还包括:
响应于动力传动系统扭矩在间隙区域之外,命令发动机退出转速控制模式。
16.如权利要求13所述的方法,其中,车轮扭矩反向是从正到负的,并通过加速器踏板松开而被触发。
17.如权利要求13所述的方法,还包括:
响应于动力传动系统扭矩在间隙区域之外,使离合器重新接合以将发动机连接到马达。
18.如权利要求13所述的方法,其中,间隙区域是由马达运转参数确定的。
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