CN110254426A - 混合动力车辆发动机起动/停止系统 - Google Patents
混合动力车辆发动机起动/停止系统 Download PDFInfo
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- CN110254426A CN110254426A CN201910155085.3A CN201910155085A CN110254426A CN 110254426 A CN110254426 A CN 110254426A CN 201910155085 A CN201910155085 A CN 201910155085A CN 110254426 A CN110254426 A CN 110254426A
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- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
本公开提供了“混合动力车辆发动机起动/停止系统”。一种车辆包括发动机、电机和控制器。所述发动机和所述电机各自被配置成用于产生功率。所述控制器被编程为响应于在所述电机单独产生功率时功率需求超过第一阈值而起动所述发动机。所述控制器还被编程为响应于所述功率需求超过所述第一阈值并且驾驶员输入抑制发动机起动而在预定时间段内对起动所述发动机进行超驰控制。
Description
技术领域
本公开涉及混合动力车辆和用于混合动力车辆的控制系统。
背景技术
混合动力车辆可以利用多个动力源(包括内燃发动机和电机)在混合动力车辆的动力传动系统内产生功率。
发明内容
一种车辆包括发动机、电机和控制器。所述发动机和所述电机各自被配置成用于产生功率。所述控制器被编程为响应于在所述电机单独产生功率时功率需求超过第一阈值而起动所述发动机。所述控制器还被编程为响应于所述功率需求超过所述第一阈值并且驾驶员输入抑制发动机起动而在预定时间段内对起动所述发动机进行超驰控制。
一种车辆包括动力传动系统和控制器。所述动力传动系统具有发动机和电机。所述控制器被编程为响应于当所述动力传动系统处于所述发动机关闭的纯电动模式中时功率需求超过起动阈值而起动所述发动机。所述控制器还被编程为响应于驾驶员输入延长所述纯电动模式而在预定时间段内将所述起动阈值从基准值增加至调整值。
一种车辆包括发动机、电机和控制器。所述发动机和所述电机被配置为在混合动力模式中同时产生功率。所述控制器被编程为响应于当所述车辆在所述混合动力模式下操作时功率需求降低到小于第一阈值而关闭所述发动机。所述控制器还被编程为响应于所述功率需求降低到小于所述第一阈值并且驾驶员输入延长所述混合动力模式而对关闭所述发动机进行超驰控制。
附图说明
图1是混合动力电动车辆的代表性动力传动系统的示意图;并且
图2是示出控制发动机的起动/停止功能的方法的流程图。
具体实施方式
本文中描述了本公开的实施例。然而,应理解,所公开的实施例仅仅是示例并且其他实施例可以采用各种形式和替代形式。附图不一定按比例绘制;一些特征可能被放大或最小化以示出特定部件的细节。因此,本文中公开的具体结构细节和功能细节不应被解释为是限制性的,而是仅仅作为教导本领域技术人员以不同方式采用这些实施例的代表性基础。如本领域普通技术人员将理解的,参考任何一个附图示出和描述的各种特征可以与一个或多个其他附图中示出的特征进行组合,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,对于特定应用或实现方式,可能需要根据本公开的教导对这些特征做出各种组合和修改。
参考图1,示出了根据本公开的一个实施例的具有并联混合动力传动系统的示意性混合动力电动车辆(HEV)10的示意图。图1说明了部件之间的代表性关系。车辆内部件的实体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包括驱动变速器16的发动机14,所述变速器可以被称为模块化混合动力变速器(MHT)。变速器16可以经由变速器挡位选择器而置于PRNDSL(驻车挡、倒挡、空挡、驱动挡、运动挡、低挡)中。如下文将进一步详细描述的,变速器16包括诸如电动马达/发电机(M/G)18的电机、相关联的动力电池20、变矩器22以及多级传动比变速器或齿轮箱24。
发动机14和M/G 18都是HEV 10的驱动源,被配置为用于推进HEV 10。发动机14通常表示动力源,其可包括内燃发动机(例如汽油、柴油或天然气供能的发动机)或燃料电池。当发动机14与M/G 18之间的分离离合器26至少部分地接合时,发动机14产生发动机功率和对应的发动机扭矩,所述发动机扭矩被提供给M/G 18。M/G 18可以由多种类型的电机中的任何一种实现。例如,M/G 18可以是永磁同步马达。功率电子器件将电池20提供的直流(DC)电力调节为M/G 18的需求,如下所述。例如,功率电子器件可以向M/G 18提供三相交流(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的功率流或从M/G 18到发动机14的功率流是可能的。例如,分离离合器26可以接合,并且M/G 18可以充当发电机以将由曲轴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。分离离合器26也可以断开以将发动机14与动力传动系统12的其余部分隔离,使得M/G 18可以充当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。变矩器22因此在轴30与变速器输入轴32之间提供液压联接。当泵轮比涡轮旋转得更快时,变矩器22将功率从泵轮传输到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对速度。当泵轮速度与涡轮速度之比足够高时,涡轮扭矩是泵轮扭矩的倍数。还可以提供变矩器旁通离合器34(也称为变矩器锁止离合器),其在接合时摩擦地或机械地联接变矩器22的泵轮和涡轮,从而允许更高效的功率传递。变矩器旁通离合器34可以充当起步离合器,以提供平稳的车辆起步。可选地或组合地,类似于分离离合器26的起步离合器可以设置在M/G 18与齿轮箱24之间,以用于不包括变矩器22或变矩器旁通离合器34的应用。在一些应用中,分离离合器26通常被称为上游离合器,而起步离合器34(其可以是变矩器旁通离合器)通常被称为下游离合器。
齿轮箱24可包括齿轮组(未示出),齿轮组通过选择性地接合诸如离合器和制动器(未示出)的摩擦元件而选择性地置于不同的传动比中,以建立所需的多个离散传动比或多级传动比。摩擦元件可通过换挡计划来控制,该换挡计划连接和断开齿轮组的某些元件以控制变速器输出轴36和变速器输入轴32之间的传动比。基于各种车辆和环境操作条件,齿轮箱24通过相关联的控制器(例如动力传动系统控制单元(PCU))自动地从一个传动比切换到另一个传动比。来自发动机14和M/G 18这两者的功率和扭矩可以被输送到齿轮箱24并由齿轮箱接收。齿轮箱24然后将动力传动系统输出功率和扭矩提供给输出轴36。
应当理解,与变矩器22一起使用的液压控制的齿轮箱24仅仅是齿轮箱或传动装置的一个示例;接受来自发动机和/或马达的输入扭矩然后以不同传动比向输出轴提供扭矩的任何多传动比齿轮箱都可用于本公开的实施例。例如,齿轮箱24可以通过自动机械(或手动)变速器(AMT)实现,该变速器包括一个或多个伺服马达以沿换挡导轨平移/旋转换挡拨叉以选择所需的传动比。如本领域普通技术人员通常所理解的,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经由连接到差速器40的相应车轴44驱动一对驱动轮42。差速器向每个车轮42传递大致相等的扭矩,同时允许轻微的转速差,例如当车辆转弯时。可以使用不同类型的差速器或类似装置将扭矩从动力传动系统分配到一个或多个车轮。在一些应用中,扭矩分配可以根据例如特定的操作模式或条件而变化。
动力传动系统12还包括相关联的控制器50,例如动力传动系统控制单元(PCU)。虽然示为一个控制器,但是控制器50可以是较大控制系统的一部分,并且可以由整个车辆10中的各种其他控制器(诸如车辆系统控制器(VSC))控制。因此应当理解,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来控制各种致动器,以控制诸如起动/停止发动机14、操作M/G 18提供车轮扭矩或为电池20充电、选择或安排变速器换挡之类的功能。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断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许多已知存储器装置中的任一种来实现,诸如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦除PROM)、快闪存储器或能够存储数据的任何其他电、磁性、光学或组合存储器装置,其中某些提供由控制器用于控制发动机或车辆的可执行指令。
控制器通过输入/输出(I/O)接口(包括输入和输出通道)与各种发动机/车辆传感器和致动器通信,该接口可以实现为单个集成接口,其提供各种原始数据或信号调节、处理和/或转换、短路保护等。或者,可以使用一个或多个专用硬件或固件芯片在提供给CPU之前调节和处理特定信号。如图1的代表性实施例中大体上所示,控制器50可以与发动机14、分离离合器26、M/G 18、电池20、起步离合器34、变速器齿轮箱24以及功率电子器件56互相传送信号。尽管没有明确说明,但是本领域普通技术人员将认识到上述每个子系统内可以由控制器50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和/或算法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(用于火花点火发动机),进气/排气门正时和持续时间,前端附件驱动(FEAD)部件(如交流发电机、空调压缩机),电池充电或放电(包括确定最大充放电功率极限),再生制动,M/G操作,分离离合器26、起步离合器34以及变速器齿轮箱24的离合器压力等。通过I/O接口传送输入的传感器可用于指示例如:涡轮增压器增压压力,曲轴位置(PIP),发动机转速(RPM),车轮速度(WS1、WS2),车速(VSS),冷却剂温度(ECT),进气歧管压力(MAP),加速踏板位置(PPS),点火开关位置(IGN),节气门位置(TP),空气温度(TMP),排气氧(EGO)或其他排气成分浓度或存在,进气流量(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34状态(TCC),减速或换挡模式(MDE),电池温度、电压、电流或荷电状态(SOC)。
由控制器50执行的控制逻辑或功能可以由一个或多个附图中的流程图或类似图来表示。这些图提供了代表性的控制策略和/或逻辑,其可以使用一个或多个处理策略(诸如事件驱动、中断驱动、多任务、多线程等)来实现。因此,所示的各种步骤或功能可以按所示顺序执行、并行地执行、或者在某些情况下可以省略。尽管未总是明确示出,但是本领域普通技术人员将认识到,可以根据所使用的特定处理策略来重复地执行所示步骤或功能中的一个或多个。类似地,处理顺序不一定是实现本文中描述的特征和优点所必需的,而是为了易于说明和描述而提供的。控制逻辑可以主要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(诸如控制器50)执行的软件来实现。当然,取决于特定应用,控制逻辑可以用一个或多个控制器以软件、硬件或软件和硬件的组合来实现。当以软件来实现时,控制逻辑可以提供在一个或多个计算机可读存储装置或介质中,所述存储装置或介质存储有提供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许多已知物理装置中的一个或多个,所述物理装置利用电、磁性和/或光学存储器来保存可执行的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52来向动力传动系统12(或更具体地,发动机14和/或M/G 18)提供推进车辆的所需扭矩、功率或驱动命令。通常,踩下和释放加速踏板52产生加速踏板位置信号,该信号可以由控制器50分别解释为需要增加动力或减小功率。车辆驾驶员还使用制动踏板58来提供所需的制动扭矩以使车辆减速。通常,踩下和释放制动踏板58产生制动踏板位置信号,该信号可以由控制器50解释为降低车速的要求。基于来自加速踏板52和制动踏板58的输入,控制器50命令传递到发动机14、M/G 18和摩擦制动器60的扭矩和/或功率。控制器50还控制齿轮箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或脱离。与分离离合器26一样,变矩器旁通离合器34可以在接合位置与脱离位置之间的范围内被调节。除了由泵轮与涡轮之间的液压联接产生的可变滑差之外,这也在变矩器22中产生可变滑差。可选地,取决于特定应用,变矩器旁通离合器34可以在不使用经调节的操作模式的情况下被操作为锁定或断开。
为了用发动机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。M/G18可以通过提供附加的功率使轴30转动来辅助发动机14。该操作模式可以被称为“混合动力模式”或“电动辅助模式”。
为了以M/G 18作为唯一动力源来驱动车辆,除了分离离合器26将发动机14与动力传动系统12的其余部分隔离之外,功率流保持不变。在此期间,发动机14中的燃烧可以被禁用或以其他方式关闭以节省燃料。动力电池20通过线路54将存储的电能传输到功率电子器件56,该功率电子器件可以包括例如逆变器。功率电子器件56将来自电池20的DC电压转换为将由M/G 18使用的AC电压。控制器50命令功率电子器件56将来自电池20的电压转换为提供给M/G 18的AC电压以向轴30提供正或负扭矩。该操作模式可以被称为“纯电动”或“EV”操作模式。
在任何操作模式中,M/G 18都可以用作马达并且为动力传动系统12提供驱动力。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。M/G 18还可以在再生制动期间充当发电机,在再生制动中来自旋转车轮42的扭矩和旋转能量(或动能)通过齿轮箱24、变矩器22(和/或变矩器旁通离合器34)传递回来并被转换成电能以存储在电池20中。
电池20和M/G 18还可以被配置为向一个或多个车辆附件62提供功率。车辆附件62可以包括但不限于空调系统、动力转向系统、电加热器或任何其他电动操作的系统或装置。
一体式起动发电机(ISG)64可以联接到发动机14(即,可以联接到发动机14的曲轴28)。ISG 64可以被配置为在发动机起动事件期间充当马达来起动发动机14,或者在车辆操作期间向动力传动系统12提供附加的扭矩。ISG 64还可以被配置为从发动机14接收扭矩并充当发电机。ISG 64可以通过离合器66、皮带68以及一对滑轮70选择性地联接到发动机。如果ISG 64通过皮带68联接到发动机,则它可以被称为带传动起动发电机(BISG)。控制器50可以被配置为向ISG 64发送信号,以将ISG 64作为马达或发电机来操作。控制器还可以被配置为向离合器66发送信号以断开或闭合离合器66。ISG 64在离合器处于闭合状态时将联接到发动机14,而在离合器66处于断开状态时将与发动机14分离。在充当发电机时,ISG 64可以被配置为提供电能以对辅助电池72、动力电池20充电,或者提供电能以对车辆附件62供电。辅助电池72也可以被配置为用于对车辆附件62供电。
HEV 10还可以包括输入装置74。输入装置74可以是控制面板上的按钮、人机界面的触摸屏、位于方向盘上的换挡拨片、或者能够从HEV 10的驾驶员接收输入的任何其他装置。输入装置74可以被配置为与控制器50通信,所述控制器继而可以基于输入装置74的操作来调整HEV 10的各个子系统的操作参数。
控制器50可以被配置为通过电信号接收图1中示出的各种车辆部件的各种状态或状况。可以经由输入通道将电信号从各种部件输送至控制器50。另外,从各种部件接收的电信号可以指示用于改变或更改车辆10的相应部件中的一者或多者的状态的请求或命令。控制器50包括被配置为(通过电信号)向各种车辆部件输送请求或命令的输出通道。控制器50包括控制逻辑和/或算法,所述控制逻辑和/或算法被配置为基于各种车辆部件的请求、命令、状况或状态来生成通过输出通道输送的请求或命令。
输入通道和输出通道如图1中的虚线示出。应当理解,单一虚线可以表示进出单个元件的输入通道和输出通道两者。此外,进入一个元件的输出通道可以充当通往另一元件的输入通道,反之亦然。
应当理解,图1中所示的示意图仅仅是代表性的,而不是限制性的。可以设想利用发动机和马达的选择性接合来通过变速器传递动力的其他构造。例如,M/G 18可以偏离曲轴28,和/或M/G 18可以设置在变矩器22与齿轮箱24之间。在不脱离本公开的范围的情况下,可以预期其他配置。
还应当理解,包括EV模式(其中电机单独为车辆提供动力)和混合动力模式(其中发动机和电机都为车辆提供动力)的其他混合动力车辆配置应当被解释为在本文中被公开。其他车辆配置可以包括但不限于串联混合动力车辆、并联混合动力车辆、串并联混合动力车辆、插电式混合动力电动车辆(PHEV)或本领域普通技术人员已知的任何其他混合动力车辆配置。
混合动力车辆的动力传动系统能量管理软件负责管理发动机开关命令的任务。该软件的主要挑战是提供车辆中的动力传动系统的最高效操作。需要在提供车辆中的足够的发动机关闭操作同时保持发动机开启足以维持足够的电池荷电水平与提供没有延迟、抖动和迟缓的可接受的车辆性能之间保持平衡。另外,必须确保在驾驶时使发动机开启和关闭的频率不会过于频繁,这可能会降低混合动力车辆的效率增益或导致驾驶员不适。由于这些原因,用于起动和停止发动机的混合动力传动系统的功率需求或请求阈值分开相当大的阈值。有时,驾驶员可能会意识到车辆接近阈值的边缘但不希望改变发动机开关状态。在此类情况下,驾驶员可以将发动机改变为“关闭”状态或“开启”状态。例如,驾驶员可能希望“关闭”发动机以实现燃料经济性的提高。可选地,驾驶员可能希望“开启”发动机以对电池充电或者为上坡、超车等提供更快的车辆加速响应。
参考图2,示出了控制发动机的起动/停止功能的方法100的流程图。方法100可以由包括发动机和电机两者的任何类型的混合动力车辆使用,所述发动机和电机各自被配置为在车辆的动力传动系统内产生扭矩和功率。然而,出于简化目的,在描述方法100的步骤时,将参考图1中的HEV 10。方法100可以作为控制逻辑或算法存储在一个或多个控制器(例如,控制器50)中。所述一个或多个控制器可以被编程为通过基于由所述一个或多个控制器通过输入信号接收的混合动力车辆的各种状况或状态(或基于混合动力车辆的各种子部件或子系统的状况或状态)向各种部件发送输出信号来实施方法100。
方法100在开始框102处开始。一旦HEV 10的点火装置转到“开启”位置,就可以发起方法100。接下来,方法100前进到框104,判断HEV 10(或更具体地,动力传动系统12)是否在EV模式下操作,在所述EV模式中,发动机14关闭并且只有M/G 18在动力传动系统12内产生功率。如果在框104处确定HEV 10(或更具体地动力传动系统12)未在EV模式下操作,则方法100前进到框106,判断HEV 10是否在混合动力模式下操作,在所述混合动力模式中,发动机14和M/G 18都在动力传动系统12内产生功率。如果在框106处确定HEV10未在混合动力模式下操作,则方法100再循环回到框104的开始。
返回到框104,如果确定HEV 10正在EV模式下操作,则方法100前进到框108,判断对动力传动系统12(或更具体地对发动机14和/或M/G 18)的功率需求或请求是否大于第一阈值。换句话说,第一阈值可以是发动机14的起动阈值的基准值。如果在框108处确定功率需求不大于第一阈值,则方法100再循环回到框108的开始。如果在框108处确定功率需求大于第一阈值,则方法100前进到框110,判断车辆驾驶员是否已经请求延长EV模式或者抑制发动机14的起动。车辆驾驶员可以通过由接口装置(例如输入装置74)向控制器50传送对延长EV模式或抑制发动机14的起动的请求来输入这样的请求。如果在框110处确定车辆驾驶员未请求延长EV模式或抑制发动机14的起动,则方法100前进到框112,命令发动机14起动。如果在框110处确定车辆驾驶员请求了延长EV模式或抑制发动机14的起动,则方法100前进到框114。
在框114处,判断对动力传动系统12(或更具体地,对发动机14和/或M/G 18)的功率需求或请求是否大于比第一阈值大的第二阈值。换句话说,第二阈值可以是发动机14的起动阈值的调整值或增加值(相对于基准值),这是在框110处驾驶员请求延长EV模式或抑制发动机14的起动的结果。如果在框114处确定功率需求大于第二阈值,则方法100前进到框112,命令发动机14起动。如果在框114处确定功率需求不大于第二阈值,则方法100前进到框116,方法100在第一预定时间段内对起动发动机14进行超驰控制或抑制。第一预定时间段可以是作为计时器形式的控制逻辑存储在控制器50内的设定时间段。响应于框114的“否”条件,可以发起计时器的“倒计时”。
在框116处发起的第一预定时间段期间,框114仍然可以监测对动力传动系统12的功率需求或请求是否大于第二阈值。如果在框116处发起的第一预定时间段期间的任何时刻对动力传动系统12的功率需求或请求超过第二阈值,则方法100可以取消对起动发动机14进行超驰控制或抑制并且前进到框112以便起动发动机14,如虚线箭头118所指示。一旦在框116处发起第一预定时间段,方法100就在框120处判断第一预定时间段是否已经终止。如果在框120处确定从框116发起的第一预定时间段尚未终止,则方法100再循环回到框120的开始。如果在框120处确定在框116处发起的第一预定时间段已终止,则方法100再循环回到框108的开始。
返回到框106,如果确定HEV 10正在混合动力模式下操作,则方法100前进到框122,确定对动力传动系统12(或更具体地,对发动机14和/或M/G 18)的功率需求或请求是否小于比第一阈值小的第三阈值。换句话说,第三阈值可以是发动机14的关闭阈值的基准值。如果在框122处确定功率需求不小于第三阈值,则方法100再循环回到框122的开始。如果在框122处确定功率需求小于第三阈值,则方法100前进到框124,确定车辆驾驶员是否已经请求延长混合动力模式或者抑制发动机14的关闭。车辆驾驶员可以通过由接口装置(例如输入装置74)向控制器50传送对延长混合动力模式或抑制发动机14的关闭的请求来输入这样的请求。如果在框124处确定车辆驾驶员未请求延长混合动力模式或抑制发动机14的关闭,则方法100前进到框126,命令发动机14关闭。如果在框124处确定车辆驾驶员请求延长混合动力模式或抑制发动机14的关闭,则方法100前进到框128。
在框128处,确定对动力传动系统12(或更具体地,对发动机14和/或M/G 18)的功率需求或请求是否小于比第三阈值小的第四阈值。换句话说,第四阈值可以是发动机14的关闭阈值的调整值或减小值(相对于基准值),这是在框124处驾驶员请求延长混合动力模式或抑制发动机14的关闭的结果。如果在框128处确定功率需求小于第四阈值,则方法100前进到框126,命令发动机14关闭。如果在框128处确定功率需求不小于第四阈值,则方法100前进到框130,方法100在第二预定时间段内对关闭发动机14进行超驰控制或抑制。第二预定时间段可以是作为计时器形式的控制逻辑存储在控制器50内的设定时间段。响应于框128的“否”条件,可以发起计时器的“倒计时”。
在框130处发起的第二预定时间段期间,框128仍然可以监测对动力传动系统12的功率需求或请求是否小于第四阈值。如果在框130处发起的第二预定时间段期间的任何时刻对动力传动系统12的功率需求或请求下降到第四阈值以下,则方法100可以取消对关闭发动机14进行超驰控制或抑制并且前进到框126以便关闭发动机14,如虚线箭头132所指示。一旦在框130处发起第二预定时间段,方法100就在框134处判断第二预定时间段是否已终止。如果在框134处确定从框130发起的第二预定时间段尚未终止,则方法100再循环回到框134的开始。如果在框134处确定在框130处发起的第二预定时间段已终止,则方法100再循环回到框122的开始。
第一阈值(例如,起动阈值)与第三阈值(例如,关闭阈值)之间的差值可以被称为“滞后区”,所述滞后区被设计为防止在关闭之后立即起动或者在起动之后立即关闭。“滞后区”可以保持相对恒定。因此,在起动阈值暂时增加的情况下,关闭阈值也会暂时增加大约相同的量。此外,在关闭阈值暂时减小的情况下,起动阈值也将暂时减小大约相同的量。
应理解,图2中的流程图仅用于说明目的,并且方法100不应被解释为限于图2中的流程图。方法100的有些步骤可以重新安排,而其他步骤可以完全省略。还应理解,对于阈值、时间段或与图2中的方法100相关的任何其他因素的第一、第二、第三、第四等的指定可以在权利要求中重新安排,使得它们相对于权利要求按时间顺序排列。
在说明书中使用的词语是描述性词语而非限制性词语,并且应当理解,可以在不脱离本公开的精神和范围的情况下做出各种改变。如前所述,各种实施例的特征可以组合以形成可能未明确描述或说明的其他实施例。尽管各种实施例可能已经被描述为关于一个或多个期望的特性提供了优点或者优于其他实施例或现有技术实现方式,但本领域普通技术人员应认识到,根据具体应用和实现方式,一个或多个特征或特性可以折衷以实现期望的总体系统属性。因此,关于一个或多个特性被描述为不如其他实施例或现有技术实现方式理想的实施例并不在本公开的范围之外,并且可能是特定应用所期望的。
根据本发明,提供了一种车辆,所述车辆具有:发动机和电机,各自配置成用于产生功率;和控制器,所述控制器被编程为,响应于在所述电机单独产生功率时功率需求超过第一阈值而起动所述发动机,并且响应于所述功率需求超过所述第一阈值并且驾驶员输入抑制发动机起动而在预定时间段内对起动所述发动机进行超驰控制。
根据一个实施例,所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过大于所述第一阈值的第二阈值,取消对起动所述发动机进行超驰控制并起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在所述预定时间段终止之后所述电机单独产生功率时所述功率需求超过所述第一阈值但不超过所述第二阈值,起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在所述发动机和所述电机都产生功率时所述功率需求降低到比小于所述第一阈值的第二阈值更小,关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于所述功率需求降低到小于所述第二阈值并且驾驶员输入抑制发动机关闭,对关闭所述发动机进行超驰控制。
根据一个实施例,所述控制器还被编程为,响应于对关闭所述发动机进行超驰控制并且所述功率需求降低到比小于所述第二阈值的第三阈值更小,取消对关闭所述发动机进行超驰控制并关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在对关闭所述发动机进行超驰控制之后第二预定时间段终止后所述功率需求降低到小于所述第二阈值但不小于所述第三阈值,关闭所述发动机。
根据本发明,提供了一种车辆,所述车辆具有:动力传动系统,其具有发动机和电机;和控制器,其被编程为,响应于当所述动力传动系统处于所述发动机关闭的纯电动模式中时功率需求超过起动阈值而起动所述发动机,并且响应于驾驶员输入延长所述纯电动模式而在预定时间段内将所述起动阈值从基准值增加至调整值。
根据一个实施例,所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过所述基准值但不超过所述调整值,抑制起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过所述调整值,起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在所述预定时间段终止之后所述功率需求超过所述起动阈值的所述基准值但不超过所述调整值,起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于所述发动机和所述电机在混合动力模式中均产生功率时所述功率需求降低到比小于所述起动阈值的关闭阈值更小,关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于驾驶员输入延长所述混合动力模式,将所述关闭阈值从第二基准值减小到第二调整值。
根据一个实施例,所述控制器还被编程为,响应于所述功率需求降低到小于所述第二调整值,关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在所述第二预定时间段终止之后所述功率需求降低到小于所述第二基准值但不小于所述第二调整值,关闭所述发动机。
根据本发明,提供了一种车辆,所述车辆具有:发动机和电机,所述发动机和电机被配置为在混合动力模式中同时产生功率;和控制器,其被编程为,响应于当所述车辆在所述混合动力模式下操作时功率需求降低到小于第一阈值而关闭所述发动机,并且响应于所述功率需求降低到小于所述第一阈值并且驾驶员输入延长所述混合动力模式而对关闭所述发动机进行超驰控制。
根据一个实施例,所述控制器还被编程为,响应于所述功率需求降低到比小于所述第一阈值的第二阈值更小并且所述驾驶员输入延长所述混合动力模式,取消对关闭所述发动机进行超驰控制并关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在预定时间段终止之后所述功率需求降低到小于所述第一阈值但不小于所述第二阈值,关闭所述发动机。
根据一个实施例,所述控制器还被编程为,响应于在纯电动模式下所述电机单独产生功率时所述功率需求超过大于所述第一阈值的第三阈值,起动所述发动机。
根据一个实施例,所述控制器还被编程为,响应于所述功率需求超过所述第三阈值并且驾驶员输入增加所述纯电动模式,在预定时间段内对起动所述发动机进行超驰控制。
Claims (15)
1.一种车辆,其包括:
发动机和电机,各自配置成用于产生功率;和
控制器,其被编程为,
响应于在所述电机单独产生功率时功率需求超过第一阈值而起动所述发动机,并且
响应于所述功率需求超过所述第一阈值并且驾驶员输入抑制发动机起动而在预定时间段内对起动所述发动机进行超驰控制。
2.如权利要求1所述的车辆,其中所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过大于所述第一阈值的第二阈值,取消对起动所述发动机进行超驰控制并起动所述发动机。
3.如权利要求2所述的车辆,其中所述控制器还被编程为,响应于在所述预定时间段终止之后所述电机单独产生功率时所述功率需求超过所述第一阈值但不超过所述第二阈值,起动所述发动机。
4.如权利要求1所述的车辆,其中所述控制器还被编程为,响应于在所述发动机和所述电机都产生功率时所述功率需求降低到比小于所述第一阈值的第二阈值更小,关闭所述发动机。
5.如权利要求4所述的车辆,其中所述控制器还被编程为,响应于所述功率需求降低到小于所述第二阈值并且驾驶员输入抑制发动机关闭,对关闭所述发动机进行超驰控制。
6.如权利要求5所述的车辆,其中所述控制器还被编程为,响应于对关闭所述发动机进行超驰控制并且所述功率需求降低到比小于所述第二阈值的第三阈值更小,取消对关闭所述发动机进行超驰控制并关闭所述发动机。
7.如权利要求6所述的车辆,其中所述控制器还被编程为,响应于在对关闭所述发动机进行超驰控制之后第二预定时间段终止后所述功率需求降低到小于所述第二阈值但不小于所述第三阈值,关闭所述发动机。
8.一种车辆,其包括:
动力传动系统,其具有发动机和电机;和
控制器,其被编程为,
响应于当所述动力传动系统处于所述发动机关闭的纯电动模式中时功率需求超过起动阈值而起动所述发动机,并且
响应于驾驶员输入延长所述纯电动模式而在预定时间段内将所述起动阈值从基准值增加至调整值。
9.如权利要求8所述的车辆,其中所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过所述基准值但不超过所述调整值,抑制起动所述发动机。
10.如权利要求9所述的车辆,其中所述控制器还被编程为,响应于在所述预定时间段期间所述功率需求超过所述调整值,起动所述发动机。
11.如权利要求8所述的车辆,其中所述控制器还被编程为,响应于在所述预定时间段终止之后所述功率需求超过所述起动阈值的所述基准值但不超过所述调整值,起动所述发动机。
12.如权利要求8所述的车辆,其中所述控制器还被编程为,响应于所述发动机和所述电机在混合动力模式中均产生功率时所述功率需求降低到比小于所述起动阈值的关闭阈值更小,关闭所述发动机。
13.如权利要求12所述的车辆,其中所述控制器还被编程为,响应于驾驶员输入延长所述混合动力模式,将所述关闭阈值从第二基准值减小到第二调整值。
14.一种车辆,其包括:
发动机和电机,所述发动机和电机被配置为在混合动力模式中同时产生功率;和
控制器,其被编程为,
响应于当所述车辆在所述混合动力模式下操作时功率需求降低到小于第一阈值而关闭所述发动机,并且
响应于所述功率需求降低到小于所述第一阈值并且驾驶员输入延长所述混合动力模式而对关闭所述发动机进行超驰控制。
15.如权利要求14所述的车辆,其中所述控制器还被编程为,响应于所述功率需求降低到比小于所述第一阈值的第二阈值更小并且所述驾驶员输入延长所述混合动力模式,取消对关闭所述发动机进行超驰控制并关闭所述发动机。
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US20220212651A1 (en) * | 2021-01-05 | 2022-07-07 | Ford Global Technologies, Llc | Hybrid vehicle operation |
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