CN113329900A - 用于控制混合动力传动系中的内燃发动机的启动的方法 - Google Patents
用于控制混合动力传动系中的内燃发动机的启动的方法 Download PDFInfo
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Abstract
披露了一种用于当混合动力车辆的传动链从纯电流状态进入可能需要启动热力发动机以满足驱动器对车轮处的力的请求的第二目标状态时,预期启动该混合动力车辆的动力传动系(GMP)中的热力发动机的方法,该GMP包括至少一个热力发动机和一个电动机器,其特征在于,该方法涉及:‑将该传动链的电气分支在该动力传动系的每种目标电动状态下可以产生的最大力与这些电动状态中的每一种为了被选择或保持为目标状态而必须满足的力进行比较;以及‑如果没有一种目标电动状态能够满足该驱动器的该力请求,则对热力发动机施加预期启动的请求。
Description
技术领域
本发明涉及对混合动力传动系的控制。
更具体地,本发明的主题是一种用于当混合动力车辆的传动链从纯电流状态进入可能需要启动热力发动机以满足驱动器对车轮处的力的请求的第二目标状态时,预期启动混合动力车辆的动力传动系(GMP)中的热力发动机的方法,该GMP包括至少一个热力发动机和一个电动机器。
背景技术
一些具有离散传动比变速箱的混合动力传动系设置有热力发动机和至少一个电动机,从而允许以多种方式组合热成因转矩的传动比与电成因转矩的传动比。“热比率”与“电比率”的每种操作组合限定了动力传动系的运动链的一种类型的“状态”:
-纯电动:只有电动机器连接到车轮;
-纯热力:只有热力发动机连接到车轮,或者
-混合:电动机器和热力发动机都连接到车轮。
纯电动状态有利于使用存储在电池中的能量。电动机连接到车轮,而热力发动机未连接并且关闭(未启动)。在已建立的当前电比率下,可能会发生驱动器或驱动功能(例如,速度调节器)增加来自GMP的转矩需求,直到切换到混合状态以便另外受益于热力发动机的功率为止。从电动状态进入混合状态需要启动热力发动机。启动热力发动机所需的时间对切换的质量有直接影响。该时间的减少对于驾驶舒适性以及车辆的反应性都是至关重要的。
通过公开文件FR 2882698,已知一种用于使停止的混合动力车辆快速启动的方法:在将热力发动机的转矩引入运动链之前,车辆依靠电动机器以其最大转矩启动,同时在其启动所需的时间内将热力发动机与热链隔离。
公开文件EP 1 970 240描述了用于在混合模式下启动热力发动机的另一种方法。与前一方法同样,该方法通过使离合器脱离联接在启动期间的暂时隔离热力发动机。
发明内容
本发明的目的在于,通过预期热力发动机的启动来减少或消除从电动状态切换到混合动力状态时启动热力发动机所需的时间,以便改善车辆的性能特性。
为此目的,提供的是:
-将传动链的电气分支在GMP的每种目标电动状态下可以产生的最大力与这些电动状态中的每一种为了被选择或保持为目标状态而必须满足的力进行比较;以及
-如果没有一种目标电动状态能够满足驱动器的力请求,则对热力发动机施加预期启动的请求。
优选地,为每种目标电动状态创建两个布尔值,如果判断该目标状态不能满足该驱动器的目标需求,则第一布尔值取值1,并且如果判断该目标状态能够满足该需求,则第二布尔值取值1。
所开发的策略及时地建立了对预期启动热力发动机的请求,以便减少或甚至消除在从电动状态进入混合状态的时间段上用于启动热力发动机的时间的影响。
该请求是响应于另一功能而在对改变运动链状态的请求上游生成的,使得热力发动机在其切换到混合状态的时刻已经在操作中。
该请求主要是基于以下因素生成的:
-启动热力发动机所需的时间,
-电动机可递送的最大功率,以及
-电动机器可递送的最大转矩。
该方法的主要优点是所需的调整参数的数量较少,以及因此得到更多内存。车辆的设置得以简化。所提出的策略是横向的。该策略可以适于具有离散传动比自动变速器和至少一种电动传动链状态的任何混合动力车辆。
附图说明
在参考附图的同时阅读本发明的一个非限制性实施例的以下描述将更好地理解本发明,在附图中:
[图1]是所开发的策略的逻辑图,以及
[图2]描述了图1中的功能F1。
具体实施方式
功能F1允许根据动力传动系的物理标准来确定是需要激活还是禁用对预期启动热力发动机的请求。该功能生成对预期启动的原始请求。这些请求当混合动力车辆的驱动链的传动链从纯电流状态切换到可能需要启动热力发动机以满足驱动器对车轮处的力的请求的第二目标状态时允许预期启动混合动力车辆的动力传动系(GMP)中的热力发动机,该GMP包括至少一个热力发动机和一个电动机器。
首先,计算与一定车辆速度相对应的预期速度,如果当时生成启动请求,发动机将以该车辆速度启动。预期速度被称作VEH_SPD_ANT。车辆在热力发动机启动时的预期速度是车辆速度、启动热力发动机的时间和车辆的纵向加速度的函数。该预期速度通过以下方式计算:
-VEH_SPD_ANT=VEH_SPD+ENG_START_DLY*VEH_LONG_ACCEL。
在该计算中,
-VEH_SPD是当前车辆速度,
-ENG_START_DLY是启动热力发动机的时间,是校准参数,可以取决于热力发动机的水温,并且
-VEH_LONG_ACCEL是车辆的当前纵向加速度。
然后,针对电动传动链的每种状态计算车轮处的最大力的值。车轮处的最大力等于以下两者之间的最小值:电动机器在其等功率区域中可以供应的最大功率与热力发动机启动时车辆的预期速度之比、以及GMP的电动机器在其等转矩区域中可以供应的最大转矩乘以允许电动机器的最大转矩变换为车轮处的等效力的总传动比的乘积。车轮处的最大力被称作EV_DLS_X_FORC_MAX,并且通过以下方式计算:
EV_DLS_X_FORC_MAX=MIN(POW_EV_MAX/VEH_SPD_ANT,TQ_EV_MAX*DLS_RAT_X),其中,
-POW_EV_MAX表示电动机器可以在其等功率区域上供应的最大功率(该数据值可以由第三方功能设置或提供),
-TQ_EV_MAX表示电动机器可以在其等转矩区域上供应的最大转矩(该数据值可由第三方功能设置或提供),
-VEH_SPD_ANT表示先前计算的预期速度,
-DLS_RAT_X表示允许电动机器的最大转矩变换为车轮处的等效力的总传动比(设置的数据值)。
针对电动传动链的每种状态,随后将力EV_DLS_X_FORC_MAX与力请求FORC_DLS_TGT进行比较,该力请求是电动运动链的状态为了被选择或保持为变速箱的目标电流状态而必须满足的车轮处的力。该比较允许针对每种电动状态定义比率。该比率被称作RAT_EV_PERF_DLS_X。该比率表示在策略上游计算的预期速度下,与所讨论的状态的最大可能性能EV_DLS_X_FORC_MAX相比,目标状态满足对车轮处的力FORC_DLS_TGT的请求的能力。
如下计算比率RAT_EV_PERF_DLS_X:
RAT_EV_PERF_DLS_X=FORC_DLS_TGT/EV_DLS_X_FORC_MAX。如果目标状态能够供应比对车轮处的力的请求所需要的更多的力,则比率RAT_EV_PERF_DLS_X小于1,而在相反情况下,该比率大于1。将该比率与第一阈值RAT_EV_PERF_DLS_SET_THD进行比较,如果高于该阈值,则认为所讨论的电动运动链的状态将不允许提供所寻求的性能,并且这可能会对目标混合状态的选择有影响。
还将比率RAT_EV_PERF_DLS_X与低于第一阈值的第二阈值RAT_EV_PERF_DLS_RST_THD进行比较,如果低于第二阈值,则认为所讨论的电动运动链的状态能够提供该性能,这意味着该状态将被保留为目标状态,而在相反的情况下,该状态将被拒绝。
基于该比率,为每种目标电动状态创建两个布尔值LOW_EV_PERF_DLS_X_SET和LOW_EV_PERF_DLS_X_RST:
-如果RAT_EV_PERF_DLS_X大于或等于第一阈值RAT_EV_PERF_DLS_SET_THD,则LOW_EV_PERF_DLS_X_SET=1
-如果RAT_EV_PERF_DLS_X小于第二阈值RAT_EV_PERF_DLS_RST_THD,则LOW_EV_PERF_DLS_X_RST=1
在这些条件下:
-如果满足驱动器对车轮处的力的请求所需的力与目标电动状态下的最大有势力的比率大于第一阈值,则第一布尔值LOW_EV_PERF_DLS_X_SET取值1,因为然后判定目标状态不能满足驱动器的转矩需求,并且
-如果满足驱动器对车轮处的力的请求所需的力与目标电动状态下的最大有势力的比率小于或等于第二阈值,则第二布尔值LOW_EV_PERF_DLS_X_RST取值1,因为然后判定目标状态能够满足此需求。
创建第三布尔值ICE_START_ANT_REQ_SET,如果所有第一布尔值LOW_EV_PERF_DLS_X_SET均为值1,则第三布尔值取值1。在这些条件下,没有一种目标电动状态能够满足对车轮处的力的请求,因此将选择混合状态。在应用状态改变之前进行热力发动机的预期启动。
创建第四布尔值ICE_START_ANT_REQ_RST,如果布尔值LOW_EV_PERF_DLS_RST之一为值1,则第四布尔值取值1。在这些条件下,至少一种目标电动状态能够满足对车轮处的力的请求。目标状态将保持为电动。不必进行对热力发动机可能启动的预期。
总之:
-将传动链的电气分支在GMP的每种目标电气状态下可以产生的最大力与这些电动状态中的每一种为了被选择或保持为目标状态而必须满足的力进行比较;并且
-如果没有一种目标电动状态能够满足驱动器的力请求,则对热力发动机施加预期启动的请求。
功能F2的目的是合并对热力发动机的预期启动的原始请求ICE_START_ANT_REQ_SET和ICE_START_ANT_REQ_RST。在此步骤期间,如果以下所有参数都得到满足,则对预期启动热力发动机的请求(被称作ICE_START_ANT_REQ)变为有效:
-布尔值ICE_START_ANT_REQ_SET为1,
-驱动器未请求车辆或GMP的纯电动操作模式,以及
-热力发动机既没有启动,也没有处于启动过程中。
如果以下条件之一为真,该请求变为无效:
-布尔值ICE_START_ANT_REQ_RST为1,
-驱动器请求车辆的纯电动操作模式,默认禁止启动热力发动机,
-热力发动机已启动。
由此生成和应用的对预期启动热力发动机的请求允许在选择混合状态作为目标的时刻启动热力发动机。因此,消除了实施新状态的总时间内该启动所需的时间。这种预期显著提高了车辆对驱动器请求的反应性。
Claims (5)
1.一种用于当混合动力车辆的传动链从当前纯电动状态进入可能需要启动热力发动机以满足驱动器对车轮处的力的请求的第二目标状态时,预期启动该混合动力车辆的动力传动系(GMP)中的热力发动机的方法,该GMP包括至少一个热力发动机和一个电动机器,根据该方法:
-将该传动链的电气分支在该GMP的每种目标电气状态下可以产生的最大力与这些电动状态中的每一种为了被选择或保持为目标状态而必须满足的力进行比较;以及
-如果没有一种目标电动状态能够满足该驱动器的该力请求,则对该热力发动机施加预期启动的请求,
-为每种目标电动状态创建两个布尔值,如果判断该目标状态不能满足该驱动器的转矩需求,则第一布尔值取值1,并且如果判断该目标状态能够满足该需求,则第二布尔值取值1,
-创建第三布尔值,如果所有这些第一布尔值均等于1,则该第三布尔值取值1,以及
-创建第四布尔值,如果这些第二布尔值中的至少一个为1,则该第四布尔值取值1,
其特征在于,
-如果该第三布尔值为1,该驱动器未请求该GMP的纯电动操作模式,并且该热力发动机既没有启动也没有处于启动过程中,则该预期启动的请求变为有效,并且
-如果以下条件之一为真,则该预期启动的请求变为无效:
-该第四布尔值等于1,
-该驱动器请求该GMP的纯电动操作模式,
-热力发动机已启动。
2.如权利要求1所述的预期方法,其特征在于,如果满足该驱动器对该车轮处的力的请求所需的力与目标电动状态下的最大有势力的比率大于1,则该第一布尔值取值1。
3.如权利要求1和2中任一项所述的预期方法,其特征在于,如果满足该驱动器对该车轮处的力的请求所需的力与目标电动状态下的最大有势力的比率小于或等于第二阈值,则该第二布尔值取值1。
4.如权利要求3所述的预期方法,其特征在于,该车轮处的最大力等于以下两者之间的最小值:该电动机器在其等功率区域中可以供应的最大功率与该热力发动机启动时该车辆的预期速度之比、以及该GMP的电动机器在其等转矩区域中可以供应的最大转矩乘以允许该电动机器的最大转矩变换为该车轮处的等效力的总传动比的乘积。
5.如权利要求4所述的预期方法,其特征在于,该车辆在该热力发动机启动时的预期速度是该车辆的速度、启动该热力发动机的时间和该车辆的纵向加速度的函数。
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FR1900422A FR3091837B1 (fr) | 2019-01-17 | 2019-01-17 | Procede de controle du demarrage d’un moteur thermique dans un groupe motopropulseur hybride |
PCT/EP2020/050801 WO2020148273A1 (fr) | 2019-01-17 | 2020-01-14 | Procede de controle du demarrage d'un moteur thermique dans un groupe motopropulseur hybride |
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FR2882698B1 (fr) | 2005-03-01 | 2008-10-31 | Peugeot Citroen Automobiles Sa | Procede de decollage rapide d'un vehicule hybride |
JP2007099141A (ja) * | 2005-10-06 | 2007-04-19 | Nissan Motor Co Ltd | ハイブリッド車両のエンジン始動制御装置 |
US8204659B2 (en) | 2007-03-12 | 2012-06-19 | Nissan Motor Co., Ltd. | Engine start control system for hybrid vehicle |
US8649924B2 (en) * | 2007-11-30 | 2014-02-11 | Bosch Corporation | Torque control map to initiate engine startup processing in a hybrid vehicle |
DE102009027001A1 (de) * | 2009-06-17 | 2010-12-23 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Bestimmung des Beginns einer Startphase eines Verbrennungsmotors in einem Hybridfahrzeug |
US9327722B1 (en) * | 2014-11-18 | 2016-05-03 | Ford Global Technologies, Llc | Vehicle torque control |
FR3038567B1 (fr) * | 2015-07-07 | 2018-06-22 | Renault Sas | Procede d'anticipation du demarrage d'un moteur thermique |
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FR3056529B1 (fr) * | 2016-09-27 | 2019-09-27 | Renault S.A.S | Procede de commande d'une transmission automatique pour vehicule automobile |
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WO2020148273A1 (fr) | 2020-07-23 |
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