CN1985109B - 用于混合动力电动车变速器的换档点策略 - Google Patents

用于混合动力电动车变速器的换档点策略 Download PDF

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CN1985109B
CN1985109B CN2005800229607A CN200580022960A CN1985109B CN 1985109 B CN1985109 B CN 1985109B CN 2005800229607 A CN2005800229607 A CN 2005800229607A CN 200580022960 A CN200580022960 A CN 200580022960A CN 1985109 B CN1985109 B CN 1985109B
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gear
shift point
shift
vehicle
torque
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CN1985109A (zh
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G·A·布鲁纳曼
L·J·布拉克尼
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Eaton Intelligent Power Ltd
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    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • 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
    • B60L15/2054—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 by controlling transmissions or 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
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    • 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
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
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    • 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
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    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
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    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/022—Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H61/10—Controlling shift hysteresis
    • 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
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  • Mechanical Engineering (AREA)
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Abstract

一种用于确定换档点策略的方法，包括：提供至少两个动力源；选择性地将具有输入轴的混合动力车变速器耦合至所述至少两个动力源，所述混合动力车变速器从所述动力源中的至少一者接收动力；限定用于最佳加速度的所述变速器输入轴的速度；限定用于最佳燃油经济性的所述变速器输入轴的速度；通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图；并至少部分基于所述确定步骤来设定换档点。

Description

用于混合动力电动车变速器的换档点策略
关联申请
本申请主张申请于2004年7月7日、序列号为60/585,896、发明名称为“Shift Point Strategy for Hybrid Electric VehicleTransmission”的临时专利申请的优先权，该申请通过引用而将其全部内容包含于本说明书中。
技术领域
本发明的系统及方法大体涉及混合动力机动车，具体地涉及用于在混合动力机动车内建立换档点策略的系统及方法。
背景技术
汽车生产商不断努力以改进机动车的燃油经济性。对燃油经济性的改进通常涉及重量减轻、空气动力学改进、动力输入的改变、及降低通过车辆动力总成的动力损耗。但是，对改进的燃油经济性的需求通常会被提供改进的舒适度、动力、及对车辆驾驶者的便利性的需求抵消。例如，由于较低的附加损失的原因，手动变速器在燃油经济性方面优于自动变速器。但是，由于自动变速器提供改进的驾驶者便利性的原因，例如绝大部分国内机动车配备的均是自动变速器。
在配备有自动变速器的机动车中，可对换档的时机进行调节以改变车辆的燃油消耗特性、及加速度特性等。传统上，在车辆的研发阶段确定用于自动变速器的控制设备中的换档进度图，以基于发动机的燃油消耗特性及加速度特性来建立变速器的换档点。根据该方法，因为可以从换档进度图读取控制所需的数据，故可以通过具有较低计算速度的计算机来实时控制变速器的换档特性。
但是，近年来，车辆制造商正在努力研发“混合动力”电动车，其包括内燃机及电动马达或液压马达，以相较于传统内燃机而言排放较低水平的污染物质。近年来研发的使用电机及发动机其中一者或两者的混合动力电动车的能力表现出很多关于研发变速器换档点策略的问题。具体而言，因为通常使用多个输入为车辆动力传动系统提供转矩所带来的不确定性，对混合动力车形成预定换档点图更为困难。
发明内容
一种用于确定换档点策略的方法，包括：提供至少两个动力源；选择性地将具有输入轴的混合动力车变速器耦合至所述至少两个动力源，所述混合动力车变速器从所述动力源中的至少一者接收动力；限定用于最佳加速度的所述变速器输入轴的速度；限定用于最佳燃油经济性的所述变速器输入轴的速度；通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图；并至少部分基于所述确定步骤来设定换档点。
一种用于确定混合动力变速器中的换档策略的示例性系统，所述系统包括控制单元，其被构造为限定用于最佳加速度的所述混合动力变速器输入轴的速度，限定用于最佳燃油经济性的所述变速器输入轴的速度，至少部分基于作为全部可获得转矩的百分率的驾驶员要求转矩、通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图，并至少部分基于所述确定步骤来设定换档点。
附图说明
现将参考附图，以示例的方式描述本发明的系统及方法的实施例，其中：
图1是用于机动车的混合动力动力总成的示意图；
图2是流程图，示出了根据一个示例性实施例的用于确定混合动力车中自动变速器换档点的方法；
图3是流程图，示出了根据一个示例性实施例的用于评估驾驶员意图并响应于驾驶员意图调节换档点的方法；
图4是示出了根据一个示例性实施例的在混合动力车中实现的换档点策略的图表。
在全部附图中，相同参考标号表示类似(但不一定相同)元件。
具体实施方式
参考图1，示出了根据本发明的系统及方法的实施例的混合动力动力总成系统20。在示出的实施例中，动力总成系统20包括诸如火花点火或压缩点火内燃机的第一牵引机22以及混合动力变速器24，混合动力变速器24包括诸如电动机/发电机或液压马达/泵的第二牵引机26。将主同步离合器28布置在第一牵引机22与混合动力变速器24之间以选择性地将第一牵引机22接合至混合动力变速器24或从混合动力变速器24分离。主同步离合器28可以是本领域当前已知的任意数量的离合器(诸如液压或电动摩擦离合器)。在本说明书及所附权利要求中，当相关于离合器提及术语“接合”时，其应被理解为导致单方向或双方向的离合器连接动作而实现的。类似的，“分离”模式中的操作应被理解为允许由变速器元件在一个或两个转动方向上自由转动。
再参考图1，动力总成系统20可包括用于控制第一牵引机22、第二牵引机26、主离合器28及混合动力变速器24的操作的电子控制单元(ECU)30。在具体构造上，ECU 30包括可编程数字计算机，其被设置以接收各种输入信号(包括但不限于第一牵引机22及第二牵引机26的运行速度、变速器输入速度、所选择变速器传动比、变速器输出速度及车速)，然后根据逻辑规则处理这些信号来控制动力总成系统20的操作。例如，可以对ECU 30编程以在第一牵引机起内燃机的作用时将燃油输送至第一牵引机22。为了支持上述控制，第一牵引机22、第二牵引机26、主离合器28及混合动力变速器24中的每一者都可分别包括其自身的控制器32、33、34及36。但是，应认识到，本发明的系统及方法并不限于ECU 30、控制器32、33、34及36的任何具体类型或结构，也不限于用于管理动力总成系统20的操作的任何具体控制逻辑。
在图1所示的示例性实施例中，动力总成系统20还包括至少一个用于提供能量以使第一牵引机22及第二牵引机26运转的能量存储装置38A，38B。例如，当第一牵引机22起内燃机的作用时，与第一牵引机22流体连通的能量存储装置38A可容纳烃类燃油。在另一示例中，当第二牵引机26起电动机/发电机的作用时，能量存储装置38B可包蓄电池、电池组或电容器。当这样构造时，如本领域公知的，可以设置电动机/发电机26与电能存储装置38B通过驱动逆变器39电气连通。或者，当第二牵引机26起液压马达/泵的作用时，能量存储装置38B可起液压蓄能器的作用。
根据一个示例性实施例，混合动力变速器24通过耦合至第一牵引机22的主同步离合器28耦合至第一牵引机22的输出。类似的，混合动力变速器24耦合至第二牵引机26。根据一个示例性实施例，第一牵引机22与第二牵引机26两者均可独立或同时驱动混合动力变速器24。根据一个示例性实施例，混合动力变速器24可包括被构造为允许由第一牵引机22及第二牵引机26分别对变速器独立并同时驱动的任意数量的齿轮组(包括但绝不限于行星齿轮组(未示出))。此外，混合动力变速器24可包括连接至多传动比变速器的变速器输入轴。多传动比变速器可包括数个可切换传动比(如在任意数量的本领域公知换档变速器中可见的)，或包括较不传统的诸如无级变速器(“CVT”)的动力传递系统。
如所示出的，ECU 30可以可控地耦合至混合动力变速器以接收并解释多个转矩、惯量及速度输入以确定变速器换档点并基于变速器涡轮速度与确定的换档点的比较来发出换档命令。根据一个示例性实施例，示出的ECU 30包括基于微处理器的计算机，该计算机以多个非模糊逻辑规则和隶属函数编程，这些规则和函数以及基于数个条件(包括但不限于转矩、惯量及速度输入)确定变速器换档点。此外，ECU 30可包括换档逻辑模块及控制模块，该换档逻辑模块构造为基于已有变速器涡轮速度与确定的换档点之间的比较发出升档及降档信号，该控制模块用于执行关联于所需范围换档的离合器操作。以下将详细描述ECU 30的操作方法的细节。
如上所述，包括单一牵引机的传统车辆可具有换档进度图以确定将提供燃油经济性及加速度的所需组合的换档点。但是，因为在更复杂的混合动力动力总成系统20中使用了多个牵引机，故动态地建立所需换档点策略是比较复杂的。混合动力动力总成系统从至少两个可用动力源接收转矩输入。在混合动力动力总成系统20中会由多个牵引机提供的转矩及动力的可变的量及组合使得不能使用换档进度图。因此，本发明的系统及方法使用非模糊逻辑以基于多个输入及车辆状态来确定合适的换档点。以下将给出可由ECU 30包含来确定混合动力车中换档点的示例性系统及方法的细节。
图2示出了根据一个示例性实施例，由ECU 30包含来在混合动力车中确定多个换档点并适时地执行换档的示例性方法。如图所示，本示例性方法开始于首先基于多个数据及向该数据应用非模糊逻辑来建立多个换档点(步骤200)。一旦已经建立了换档点，就在确定的换档点后增加滞后(步骤210)。然后，如图2所示，至少部分基于多个操作条件及对非模糊逻辑的应用来选择名义档位(nominal gear)(步骤220)并基于触发条件选择最终档位(final gear)(步骤230)。根据一个示例性实施例，用于在混合动力车中确定多个换档点并适时地执行换档的上述示例性方法被重复执行以与变化的车辆运行条件相符合。现将参考图3及图4描述上述示例性方法的细节。
如上所述，用于在混合动力车中确定换档点并适时地执行换档的本示例性方法开始于首先基于数据累积及向该数据应用非模糊逻辑来建立多个换档点(步骤200)。图3示出了根据一个示例性实施例用于确定换档点的示例性方法。如图3所示，用于在混合动力车中确定换档点的示例性方法开始于首先界定用于最佳加速度的目标输入轴速度(步骤300)。传统上，高输入轴速度可提供最佳的加速度。根据本示例性实施例，用于最佳加速度的目标输入轴速度被确定并可以通过来自内燃机的输入、来自替代燃料源(诸如向电机提供电能的燃料电池或蓄电池)的输入、或来自内燃机及替代燃料源的组合的输入来产生。
根据一个示例性实施例，通过分析作为速度的函数的第一牵引机22(图1)与第二牵引机26(图1)的合成最大转矩曲线来确定本混合动力变速器24(图1)每个档位用于最佳加速度(高点)的换档点的输入轴速度。然后为每个传动比绘制该曲线以获得作为速度的函数的在变速器输出轴处混合动力驱动系统的有效最大转矩。根据本示例性实施例，然后分析该曲线，使得当根据提供最佳加速度的条件运行时，混合动力变速器维持啮合直至在当前档位上的转矩接近与下一个将被选择的档位上的转矩相同的值。如果不可行，则在混合动力变速器24(图1)及动力传动系的机械极限内将提供最佳加速度的高输入轴速度点选择得尽可能的高，同时将驾驶员工效因素(噪音)维持在正常水平。例如，如图4所示，第一档位具有表示混合动力变速器的机械上限的升档点(400)。超过机械上限的输入轴速度可能会导致损坏混合动力变速器24(图1)。
此外，根据图3所示的示例性方法，本系统确定将产生最佳燃油经济性的目标输入轴速度(步骤310)。根据本示例性实施例，用于最佳燃油经济性的目标输入轴速度可以从内燃机、从向电机提供电能的诸如燃料电池或蓄电池的替代燃料源、或从内燃机与替代燃料源的组合来确定。
根据一个示例性实施例，当实施为内燃机的第一牵引机22以足以防止发动机失速的稳定状态运转时，可以提供混合动力车的最大燃油经济性。因此，作为来自第一牵引机22(图1，其作为内燃机)与第二牵引机26(图1，其利用替代燃料源，例如其为电机)两者输入的组合的结果，可以获得用于最佳燃油经济性的目标输入轴速度。根据本示例性实施例，可以计算用于最佳燃油经济性的目标输入轴速度作为由诸如内燃机的以稳定状态运转的第一牵引机22(图1)所提供功率的比率，同时通过改变电机形式的第二牵引机26(图1)的动力输入来增大和减小输入轴的速度。
虽然通过以尽可能低的运行速度来操作第一牵引机22(图1)及第二牵引机26(图1)以实现最大燃油经济性，但用于最佳燃油经济性的换档点被设定为使得车辆能够连续加速至混合动力变速器24(图1)中的下一个档位。根据一个示例性实施例，可基于用于第一牵引机22(图1，作为内燃机运行)的燃油经济性曲线以及第二牵引机26(图1，作为电机运行)的效率曲线来调整用于最佳燃油经济性的目标输入轴速度。在大部分情况下，两种系统均在最低可能运行速度表现出最佳燃油经济性。此外，根据一个示例性实施例，可以从绝对最佳值略微改变为最佳燃油经济性及最佳加速度建立的换档点以改进操作者在换级时的感受。这可能是车辆应用及目标性能需求方面的问题。根据一个示例性实施例，可以改变图4中的升档点400及降档点410以改进操作者感受。
不管用于形成极端燃油经济性及加速度的牵引机组合如何，用于最佳加速度的目标输入轴速度及用于最佳燃油经济性的目标输入轴速度分别为获得的换档点建立了上限值及下限值。一旦已经确定了这些极端换档点参数，就评估表明驾驶员意图的多个状态以改变获得的换档点的位置，由此允许车辆提供安全、有效、及反应性驾乘。
如图3所示，可通过分析档位指示选择来从极端参数调节换档点(步骤320)。根据一个实施例，如果档位指示是置于普通驱动(D)或超速档位，就假定驾驶员更在意燃油经济性而加速度及/或转矩生成可能不太重要。因此，根据一个示例性实施例，检测到档位指示位于普通驱动(D)或超速(OD)档位将表明需要将获得的换档点向为提供最佳燃油经济性而确定的低输入轴速度调节。相反，处于相对于驱动(D)或超速(OD)更低档位(诸如低档位(L)或特定低档位(1，2，3))的档位指示可能表示使用者需要提高的加速度及转矩可用性。因此，比普通驱动(D)或超速(OD)档位更低档位的档位指示将被解释为需要将换档点向高输入轴速度调节以允许生成更大的加速度及/或转矩，同时以可能的燃油经济性为代价。
为了改变获得的换档点可以检查的另一个状态是车辆当前使用的转矩百分率(步骤330)。根据一个示例性实施例，车辆的转矩百分率被定义为要求转矩量除以当前档位状态可获得的转矩量。根据转矩百分率的该定义，对由第一牵引机及第二牵引机中任一者或两者所提供的可能转矩输入进行评估，以确定在当前档位可获得的转矩量。具体而言，ECU确定变速器的当前档位并将该档位乘以通过由第一牵引机22(图1)与第二牵引机26两者提供的可能转矩输入。根据本示例性实施例，如果车辆使用者正在要求大部分的可获得转矩，则该要求被解释为对高加速率的需求。因此，接近1.0的转矩百分率将使得合成换档点向高输入轴速度调节。
根据一个示例性实施例，使用转矩百分率来计算转矩命令因子，然后可使用该因子来调节换档点。对转矩命令因子的实现包括基于转矩百分率产生在0与1之间的因子，其中1表示最大加速度换档点选择，而0表示最佳MPG换档点选择。该因子取决于当前需求转矩与最大可获得转矩的比值并取决于当前车辆表观惯量。然后使用转矩命令因子来与其他被分析的因子一起动态地调节换档点。
除了上述状态之外，本示例性系统还评估车辆的表观惯量(步骤340)以进一步调节获得的换档点。具有较高车辆惯量的较重负载通常要求较高的换档点以维持需要的速度。根据一个示例性实施例，可以由变速器输出轴转矩除以车辆加速度来计算车辆表观惯量。可以根据任意数量的示例性方法来确定变速器输出轴转矩。根据一个示例性实施例，可通过将第一牵引机22(图1)与第二牵引机26(图1)两者的输出转矩相加来确定输出轴转矩。为了获得第一牵引机22(图1)的转矩，可以通过节气门传感器来检测通常表明发动机状态的节气门开度。然后可将节气门开度与发动机转速进行比较，并通过ECU 30(图1)与输出动力特性图进行比较以确定第一牵引机22(图1)的转矩。类似的，为了确定第二牵引机26(图1)的输出转矩，可以获得输入第二牵引机中的能量输入并将该能量输入与输出特性图进行比较。
类似的，可以使用任意数量的已知方法来确定车辆的加速度。根据一个示例性实施例，通过首先测量混合动力变速器24(图1)的变速器输出轴速度来确定车辆加速度。根据一个示例性实施例，可以通过传统的电子传感器(诸如电位器、热敏电阻器、及磁速拾取器)来获得当前混合动力系统速度。然后ECU 30(图1)可使用这些输入以产生当前混合动力系统的速度数值。一旦测量了变速器输出轴的速度，就以作为测量的输出速度的时间倒数来计算加速度。然后可使用加速度及转矩来确定车辆的表观惯量。在使用加速度及转矩数据来确定车辆的表观惯量之前，根据一个实施例可以将该数据数字滤波以去除噪音影响。可使用表观惯量来表明由于车辆周围状况(包括但不限于较大负载、诸如泥地的较差道路状况、或陡坡)何时需要升高换档点。根据一个示例性实施例，车辆表观惯量对于转矩百分率起类似乘法器的作用，并将车辆对较大的车重而按比例调节至较高的换档点并对空车按比例调节至较低的换档点。
接着参考图3，一旦收集到确定的档位、转矩百分率、以及表观惯量，就可以为当前运行状态确定升档及降档点(步骤350)。根据一个示例性实施例，根据车辆的惯量及车辆操作者需求的性能来调节通过目标输入轴速度为最佳加速度及最佳燃油经济性建立的极限值，车辆操作者需求的性能通过所使用的转矩百分率和确定的档位可表明。
除了由于确定的档位、转矩百分率、及表观惯量来调节换档点之外，还可基于滞后来调节换档点(步骤210)。具体而言，在执行档位改变期间，向每个升档点增加速度补偿值并从每个降档位置减去速度补偿值。该计算速度补偿值在换档开始时立即被初始化，并以计算速率下降。设置换档滞后以避免限值循环。
图4是示出了为每个档位绘制为混合动力输入轴速度对混合动力变速器输入轴速度的最小及最大升档点及降档点。如图4所示，可以为每个可选档位广泛地改变对应于混合动力车中升档及降档的轴速。因此，上述调节因子可以对混合动力车的燃油经济性及加速度特性有极大的影响。因此，如图4所示，可基于当前运转的档位与用于升档的一个较高档位及用于降档点的一个较低档位之间的传动比来选择升档及降档点。根据本示例性实施例，考虑当前档位与周围档位之间的传动比使得当输入轴速度与输出轴速度相对接近时，可以进行齿轮啮合，由此大大减小在执行升档或降档期间齿轮上的磨损。
返回图2，一旦根据上述方法动态地建立了换档点，混合动力车就选择用于操作的名义档位(步骤220)。根据一个示例性实施例，基于变速器输出轴速度来选择名义档位。根据建立的换档点策略，一旦检测到变速器输出轴速度，就选择在当前状态下要求降档之前允许一定前进的档位。
在选择了名义档位(步骤220)时，可基于建立的换档点策略来选择最终档位。根据一个示例性实施例，当根据建立的换档点在混合动力变速器24(图1)中进行从名义档位的升档及降档时，采用主动换档模式。
根据一个示例性实施例，在混合动力车中持续执行本方法以动态地更新换档点策略。此外，可在实际换档期间执行本方法，由此如果发生过度减速或加速，则将更新档位命令以反应新的操作者意图。
已参考上述实施例具体示出并描述了本发明的示例性系统及方法，其仅为实施本系统及方法的最佳模式的示例。本领域的技术人员可以理解的是可以在实施本系统及/或方法时对这里描述的系统及方法的实施例做各种改变而不脱离界定在所附权利要求中的本发明的精神及范围。所附权利要求意在界定本系统及方法的范围，故落入这些权利要求中及与其等同的系统及方法可被涵盖。对本系统及方法的以上描述应被理解为包括这里描述的全部的新的及非显而易见的元素的结合，而本申请或后续申请中可存在涉及任何新的及非显而易见的元素的结合的权利要求。此外，上述实施例是示例性的，对于在本申请或后续申请中可以要求保护的全部可能组合中，没有一个单一特征或元素是必不可少的。

Claims (22)

1.一种用于确定换档点策略的方法，包括：
提供至少两个动力源；
选择性地将具有输入轴的混合动力车变速器耦合至所述至少两个动力源，所述混合动力车变速器从所述动力源接收动力；
限定用于最佳加速度的所述变速器输入轴的速度；
限定用于最佳燃油经济性的所述变速器输入轴的速度；
通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图；并
至少部分基于所述确定步骤来设定换档点；
所述通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图的步骤包括评估档位指示以选择所述最佳加速度和所述最佳燃油经济性中的两者之一。
2.如权利要求1所述的方法，其中：
所述确定步骤包括使用作为全部可获得转矩的百分率的驾驶员要求转矩。
3.如权利要求2所述的方法，其中：
所述全部可获得转矩包括来自所述至少两个动力源的可获得转矩的总和。
4.如权利要求1所述的方法，还包括：
确定车辆的表观惯量；并
使用所述确定的车辆表观惯量作为需要调节至少一个换档点的指示。
5.如权利要求4所述的方法，其中所述确定车辆的表观惯量的步骤包括：
测量所述混合动力车变速器的输出轴转矩；
确定所述车辆的加速度；并
将所述输出轴转矩除以所述车辆加速度。
6.如权利要求1所述的方法，还包括：
在换档后增加滞后以使限值循环的要求最小化的步骤。
7.如权利要求1所述的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器的所接合档位设定升档点及降档点。
8.如权利要求1所述的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器中的每个档位设定升档点及降档点。
9.一种用于确定换档点策略的方法，包括：
提供至少第一动力源及第二动力源，其中所述第一动力源是内燃机；
选择性地将具有输入轴的混合动力车变速器耦合至所述至少两个动力源，所述混合动力车变速器被构造为选择性地从所述至少第一及第二动力源接收动力；
限定用于最佳加速度的所述变速器输入轴的速度；
限定用于最佳燃油经济性的所述变速器输入轴的速度；
通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图，所述驾驶员的意图通过使用作为全部可获得转矩的百分率的驾驶员要求转矩、车辆的表观惯量、及变速器档位指示来确定；并
至少部分基于所述确定步骤来设定换档点。
10.如权利要求9所述的方法，还包括：
在换档后增加滞后以使限值循环的要求最小化。
11.如权利要求9所述的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器的所接合档位设定升档点及降档点。
12.如权利要求9所述的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器中的每个档位设定升档点及降档点。
13.一种用于操作混合动力车的方法，包括：
建立换档点策略，其中所述建立换档点策略包括以下步骤：提供至少两个动力源；选择性地将具有输入轴的混合动力车变速器耦合至所述至少两个动力源，所述混合动力车变速器从所述动力源中的至少一者接收动力；限定用于最佳加速度的所述变速器输入轴的速度；限定用于最佳燃油经济性的所述变速器输入轴的速度；通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图；并至少部分基于所述确定步骤来设定换档点；
确定落入所述换档点策略中的中间档位；并
选择所述中间档位；
所述通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图的步骤包括评估档位指示以选择所述最佳加速度和所述最佳燃油经济性中的两者之一。
14.如权利要求13所述的操作混合动力车的方法，其中：
所述确定步骤包括使用作为全部可获得转矩的百分率的驾驶员要求转矩。
15.如权利要求14所述的操作混合动力车的方法，其中：
所述全部可获得转矩包括来自所述至少两个动力源的可获得转矩的总和。
16.如权利要求13所述的操作混合动力车的方法，还包括：
确定车辆的表观惯量；并
使用所述确定的车辆表观惯量作为需要调节至少一个换档点的指示。
17.如权利要求16所述的操作混合动力车的方法，其中所述确定车辆的表观惯量的步骤包括：
测量所述混合动力车变速器的输出轴转矩；
确定所述车辆的加速度；并
将所述输出轴转矩除以所述车辆加速度。
18.如权利要求13所述的操作混合动力车的方法，还包括：
在换档后增加滞后以使限值循环的要求最小化的步骤。
19.如权利要求13所述操作混合动力车的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器的所接合档位设定升档点及降档点。
20.如权利要求13所述操作混合动力车的方法，其中：
所述至少部分基于所述确定步骤来设定换档点的步骤包括为所述混合动力变速器中的每个档位设定升档点及降档点。
21.一种用于确定混合动力变速器中的换档点策略的系统，所述混合动力变速器具有选择性地耦合至输入轴的多个牵引机，所述系统包括：控制单元，其被构造为限定用于最佳加速度的所述混合动力变速器输入轴的速度，限定用于最佳燃油经济性的所述变速器输入轴的速度，至少部分基于作为全部可获得转矩的百分率的驾驶员要求转矩、通过与所述最佳加速度及所述最佳燃油经济性的比较来确定驾驶员意图，并至少部分基于所述确定步骤来设定换档点；其中至少部分基于自动档位表示来确定所述驾驶员意图。
22.如权利要求21所述的系统，其中：
所述控制单元还被构造为确定车辆的表观惯量，并使用所述确定的车辆表观惯量作为需要调节至少一个换档点的指示。
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US7463962B2 (en) 2008-12-09
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CA2573111A1 (en) 2006-02-09
CN1985109A (zh) 2007-06-20

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