CN1727656A - 在混合动力车辆中发动机减速运行的安排和管理 - Google Patents
在混合动力车辆中发动机减速运行的安排和管理 Download PDFInfo
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- 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
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- 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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- 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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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
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Abstract
混合动力汽车包括一个动力系,其具有减速柴油发动机、电动机和能量储存系统。发动机和电动机可以通过一个或多个行星齿轮组和根据各种扭传递装置的应用和释放的选择耦合通路而选择性地通过输出耦合到动力系。根据预定的能流极限值,再生制动和减速发动机制动被协调来为返回到能量存储系统的能量提供优先级。
Description
相关申请的交叉引用
本申请涉及在2004年5月14日提交的共同受让和待决美国第10/845,994号(代理号为GP-304458)、题目为“COORDINATED REGENERATIVE ANDENGINE RETARD BRAKIG FOR A HYBRID VEHICLE”的申请,其在这里作为参考。
技术领域
本发明涉及混合汽车动力系。特别是,本发明涉及在这样的动力系中的车辆制动管理。
背景技术
已经众所周知用于管理混合车辆中各种原动机的输入和输出扭矩的不同的混合动力系结构,最通用的是内燃机和电机。串联的混合结构的一般特征在于以一个内燃机驱动一个发电机,随后该发电机将电能提供给一个电动力传动系统和一个电池组。在一个串联的混合结构中,该内燃机不直接地机械耦合至该动力传动系统。该发电机还可以以电动机运行模式运行,从而将一个起动功能提供给内燃机,并且该电动力传动系统也可以通过以发电机模式运行从而给电池组重新充电恢复车辆的制动能量。并联混合结构的一般特征在于一个内燃机和一个电动机二者均具有一个到动力传动系统的直接机械耦合。该动力传动系统通常包括一个变速器,从而提供用于宽范围操作必需的齿轮传动比。
已知电动变速器(EVT)通过将串联式和并联式混合动力传递系统的体系结构特征结合在一起,从而提供连续速度比。在内燃机和最终的驱动单元之间具有直接的机械通道的EVT是可运行的,从而实现高的传动效率和低成本的应用,以及减少大量的电动机硬件。具有机械独立于最终驱动操作的发动机或以不同的机械/电气分离贡献(split contribution)的操作发动机的EVT同样是可运行的,因此能够实现高扭矩无级变速速度比,电子主起动(electricallydominated launches)、再生制动、停机怠速和多模式操作。
混合动力系通常是依靠一个可机械分离的加速踏板来确定车辆操作者期望要的推进转矩,该推进转矩可以从内燃机或电动机以不同的分离贡献(contributory splits)传递。类似的,混合动力系还可以提供全部或部分制动转矩,通过的方法是控制传动电动机的再生运行或控制电动机使其能将车辆动能传递给发动机,并根据操作者的制动指令通过发动机或排气制动(发动机减速制动)来消耗这些能量,因此,混合动力系通常响应于加速踏板和刹车踏板请求来根据其提供输出转矩。
通常,期望在实践中通过将动能转化为将被返回到混合动力车的电能存储系统中的电能来从车辆制动事件中尽可能多的恢复动能。但是,即使在理想状态下,很重的车辆减速所产生的实际上的能流(power flow)也无法被能量存储系统所容纳。试图返回了太多的能量,或者是将能流中超过能量存储系统合理容量的能量返回来接收相同的量,则可能导致对能量存储系统不可挽回的影响。因此,现有的再生制动系统通常都是改良的,而不是老式的,以防止对能量存储系统的破坏。而且,因为其它的原因,即使能量存储系统的容量能够接收更多的能量并且更高的能流没有被此类损坏考虑所限,也期望限制流入该能量粗存储系统的能流。因此,即使采用保守刻度,根据其它期望的目的,再生制动系统也可以不提供最佳能量返回和能流给能量储存系统。
发动机减速制动已经用来在传统传动系车辆中消耗车辆的减速能。这样的制动最适用于重型车辆,特别是下坡的时候,可以显著加强制动和减少使用制动踏板。但是,发动机减速制动通常基本上无法按照司机的要求用发动机制动或排气制动机构和选择齿轮齿数比来进行控制。在装配了混合动力系的车辆中,这种发动机减速制动的不理想应用就可能取代采用再生制动的需要,并且可以放弃否则将消耗的发动机减速能量返回到能量储存系统中可以实现的显著的效率增益。而且,发动机减速制动的这种不理想和无法预计的应用就会妨碍将再生制动能量以可控方式返回到能量储存系统中的目的。
因此,期望在混合动力车辆中协调控制再生制动和发动机减速制动。
发明内容
本发明是一种用于控制减速发动机操作以在混合动力系中实现一个期望的动力系制动转矩的方法。该动力系包括一个发动机和电动变速器,发动机具有发动机减速机构例如排气制动或压缩制动。变速器包括至少一个可以在再生模式下运行的电动机以便给输出转矩提供一个再生制动转矩贡献。一个电能存储系统是用来从电动机提供和接收电能。可以提供一个期望的发动机制动转矩贡献,并根据单纯运转、可用的转矩也就是摩擦转矩和附件转矩来评价该贡献。发动机所能提供的制动转矩的大小是根据与发动机无关的约束例如运转限制来进行评价,以便确定实际发动机制动是否被充分限制。当期望的发动机制动转矩贡献超过来自于发动机的单纯工作可用的制动转矩一个预定量并且与发动机无关的动力系约束没有限制发动机制动转矩超过一个预定值时,减速发动机操作就被使能。可以根据能量存储系统的能流和充电功率极限值来请求减速发动机工作。当进入能量存储系统的能流超过一预定极限的时候,就请求减速发动机工作。当能量存储系统接收能流的容量超过减速发动机工作所消耗的能量的时候,减速发动机工作就被设定为关闭,并因此增加再生发动机贡献。在这里就完成了再生制动的优先。
附图说明
下面将参照附图通过举例的方式描述本发明,其中
图1是根据本发明的混合动力汽车动力系的框图;
图2是根据本发明对于在其预定范围内的多个制动踏板动作在不同传动系输出速度下分解的请求输出转矩的图示;
图3是根据本发明的示范性的电池能流和多个不同的电池能量阈值和极限值的图示;
图4是发动机转矩对发动机速度的函数的图示,强调的是根据本发明的多个负转矩的区域阈值和极限值;
图5-7是表示根据本发明的与安排发动机减速制动有关的一系列示例性步骤的流程图;
图8是根据本发明的与安排发动机减速制动相关的逻辑控制原理图;
图9是信号时序图,举例说明了与图8中的逻辑控制原理图相关的发动机减速器的安排控制。
具体实施方式
参考图1,说明适用于本申请的电子再生和发动机减速制动的协调控制的示意性的混合动力系的框图。该混合动力系包括一个柴油机压燃式发动机,一个车辆传动系统以及一个或多个电机(以后称作电动机)。该发动机,传动系统以及一个或多个电动机可例如通过包括一个或多个行星齿轮组的耦合设备(K)和根据各种扭传递装置的应用和释放建立的选择耦合通路而在操作上彼此相耦合。发动机在其机械输入端(11)耦合至该耦合设备。传动系统在其机械输出端(13)耦合至该耦合设备。电动机在其输入端(15)耦合至该耦合设备。忽略能量损耗,在该发动机,传动系统和电动机之间的能流是平衡的。并且,传动系统的能量等于发动机和电动机的能量的总和。发动机,传动系统和电动机扭矩遵循同样的关系并且通过不同的齿轮组,动力传送组件以及在耦合约束关系中具体化的它们之间的关系是公知的。发动机,传动系统和电动机之间的速度关系通过不同的齿轮组,动力传送组件以及在耦合约束关系具体化的它们之间的关系也是公知的。该车辆传动系统可以包括此类通用的传动系统组件,如差动齿轮组,传动轴(propshaft),万向接头,后传齿轮组,车轮和轮胎。电动机接收来自一个储能装置(ESS)的电能,并且向该储能装置提供电能,该储能装置可以采取一个电池组模块中的一个或多个电池的形式或电能能够双向流动的任何合适的能量储存设备的形式。发动机,传动系统和电动机扭矩可以在任意一个方向。也就是说,每一个组件都能够为到动力系提供双向扭矩贡献。一个典型的混合动力系包括一个柴油机,一对电动机和一对选择性耦合的行星齿轮组,并且优选的应用于本控制的应用在共同受让的美国专利第5,931,757号中已公开,其内容在此合并作为参考。
图1的示意性的动力系还包括一个基于微处理器的系统控制器43,该系统控制器通过一个传统的基于微处理器的发动机控制器(ECM)23与发动机进行通信。发动机控制器23优选的通过一个控制器区域网络(CAN)总线与系统控制器43进行通信。CAN总线允许在各种模块之间的控制参数和命令的通信。例如该特定的用于重载应用的通信协议是机动车工程师协会标准J1939。发动机控制器依次与使用在其控制中的不同的发动机传动器和传感器(未分别说明)进行通信。例如,燃料喷射器,排气制动或发动机压缩制动传动器以及转动传感器被离散信号线路进行控制或监控。该系统控制器43与使用在其控制中的不同的耦合设备传动器和传感器进行通信。例如,输出转动传感器、用于控制扭矩传递装置液体压力及其应用/释放状态的电磁控制阀和液压压力转换器都是通过离散信号线路进行控制或监控的。另外,该系统控制器43还同样与被合起来称作ESS控制器的基于微处理器的电池组控制器和基于微处理器的功率电子器件控制器(未单独说明)进行通信。这些ESS控制器,优选的通过一个CAN总线与系统控制器43进行通信。该ESS控制器依次用于提供多种与电池组和电动机相关的检测,诊断和控制功能。例如,电流和电压传感器,温度传感器,多相变换器电子器件和电动机转动传感器都是通过ESS控制器进行控制或监控的。
动力系控制具有满足驾驶员扭矩要求的一般目标。在请求正输出扭矩的推进操作模式中,根据选择的发动机转矩和根据包括系统效率目标的预定标准的速度运行点优选的实现该控制。发动机转矩控制是由发动机控制器根据系统控制器确定的命令发动机转矩Te_cmd来处理的,发动机速度控制是直接通过对电动机转矩控制的速度控制来处理的。用来确定发动机速度和发动机转矩并控制发动机速度的优选的方法在共同受让和待决美国第10/686,511号(代理号为GP-304140),第10/686,508号(代理号为GP-304193),第10/686,034号(代理号为GP-304194),和第10/799,531号(代理号为GP-304338)中已得到公开,在此将其全部合并作为参考。一般来说,系统控制器43确定命令输出转矩To_cmd以便应用于对动力系的控制中。To_cmd的确定是依据操作者的输入因素,例如油门踏板位置和制动踏板力以及车辆的动力学条件例如车速进行的。其他的操作者输入因素例如换挡选择器的位置和能量输出请求、车辆动力学条件例如加速速率和减速速率,其他操作条件例如温度、电压、电流和部件速度都可以影响输出转矩的确定。系统控制器43还确定了由发动机和电动机贡献和分离构成的输出转矩。应用在本发明中的动力系推进控制通过提供根据发动机速度上的已知的减速发动机转矩特性和提供根据本发明确定的发动机速度运行点而运行在负转矩区域。
本发明涉及车辆的以这样一种方式的运行,其中没有推进转矩提供给输出并且进一步动力系转矩通过耦合设备K驱动电动机和/或发动机。最少,这通常是与具有或不具有某些程度或水平的制动踏板力的释放的油门踏板相对应的。油门踏板位置和制动力信号也可以被系统控制器43监控。例如,制动力可以由气动或液压制动系统从常规的压力传感器(未示出)来提供。油门位置可以由常规的、用于转换油门踏板行程的位移传感器来提供。
油门请求和制动请求分别从油门位置和制动系统压力传感器过滤和调节。最好,请求信号被量化并且可以在0到100的标准化范围内可用,该范围表示全部请求的百分比。例如,完全压下的油门踏板就使得油门请求信号等于100,而操作者完全松开油门踏板就导致油门请求信号等于0。为了本发明的协调制动控制的目的,制动请求在与适用协调控制的制动输出转矩区域相对应的应用压力的相对早的区域内被量化。根据系统标定,没有工作制动踏板力就会导致制动请求信号为0,随着增大工作制动踏板力导致增加制动请求信号直到最大值100。在该工作制动踏板力的早期区域中,就不会产生或产生很少通过车辆的气动或液压应用的摩擦制动所产生的工作制动应用。在该最早区域中,增大制动踏板力超过最大值100,那么制动踏板力就会导致气动或液压应用的摩擦制动的应用。
参照图2,表示的是在恒力下的各种制动踏板曲线并且被不同地标记为与上述量化对应的百分比。每条曲线表示在一定范围的输出速度No上的一个在动力系控制中使用的分解的输出转矩请求To_req。输出转矩请求To_req表示将要在输出端建立的包括再生和发动机减速制动贡献的期望的总转矩。
本协调控制的一个目的是根据各种要考虑包括能接收电荷的物理容量和其他因素例如电功率吞吐量目标来将再生制动和发动机减速制动中的具有将尽可能多的制动能量返回到ESS中的第一优先权的制动能量路径列入优先。
参照图3,表示的是能量储存系统能流的区域。能流被标志为电池能量Pbat,其包括在水平线30之上的放电区域,其中净能流是从电池组中流出的,和水平线30以下的是充电区域,其中净能流是流入电池组的。通过选择符号约定,充电能流表示为负的,放电能流表示为正的。电池的能量越远离水平线30,能流的幅度就越大。在本发明的发动机减速制动安排控制中需要特别注意的是充电区域。
通过选择符号约定,并且对于在充电区域的任意能流来说,减少能流是指更大的负值。而且,增加能流是指更小的负值。类似的,对于在放电区域的任意能流来说,减少能流是指更少的正值。而且,增加能流是指更大的正值。因此,进入电池组的更大的能流对应更大的负值。类似的,流出电池组的更大能流对应更大的正值。
放电能流的极限值Pbat_max和充电能流的极限值Pbat_min都是预定的并且分别代表流出和流入电池组的最大期望能流。Pbat_max和Pbat_min的值遵从上述用于放电能流和充电能流的符号约定。Pbat_max和Pbat_min可以根据很多的物理和非物理因素以及条件进行连续更新,上述条件表示了充电接收能力以及能流偏好。这些能流的极限值Pbat_max和Pbat_min都最好由以表格的形式存储在系统控制器43中的数据结构中的的数据集得到。这样的数据集被提供用于由预存储的表格格式的各种控制程序来参考,其与各种例如充电状态、温度、电压等的条件和例如用途或吞吐量(安培-小时/小时)等的偏好相关。一个确定电池电能最大和最小能量的优选方法已经被共同受让和待决美国第10/686,180号(代理号为GP-304119)所公开,其结合在这里作为参考。Pbat_max和Pbat_min通常表示电池组接纳能流的极限值,因此建立的位于此范围之内的充电和放电都是可接受的。
根据本发明在刹车事件期间,通常期望制动能量被首先通过再生返回到电池组中,然后通过发动机减速制动消耗掉。而且,可以理解的是在较高的发动机速度情况下的发动机减速对应更高的能量消耗、更高的能量和发动机的更高转矩。因此,最小电池电能Pbat_min通过建立一个不期望超过其的更大的能量流入电池组的阈值来在在控制中起作用。实际电池能流与Pbat_min之间的差值(电池差值)用来建立一个期望的减速发动机速度,该速度可以建立一个制动能流以基本上将电池能流收敛至Pbat_min,也就是说,使电池差值为零。因此,就可以实现将最佳的能量返回到电池组,并防止由过多的能流进入电池组。
此外,根据先前结合图2描述的制动踏板力建立的实际或者命令输出转矩(输出差值)和请求输出转矩之间的差值提供了一个可选择的基础,根据其可以确定期望的减速发动机速度。这样的输出差值可以用来建立一个期望减速发动机速度,该速度可以建立一个制动能流以基本上使输出转矩收敛为请求输出转矩,也就是说,使输出差值为零。电池差值或输出差值中的一个可以根据输出差值和电池差值的显著性来有选择地使用在确定期望的减速发动机速度中。不显著的输出差值将会导致使用电池差值来确定发动机速度,而显著的输出差值就会导致另外的比较性选择电池差值和输出差值中的一个来使用在期望的减速发动机速度确定中。一个用于建立期望的减速发动机速度(Ne_des)的示意性控制已经被共同受让和待决美国第10/845,994号(代理号为GP-304458)所公开,其在这里作为参考。
当Pbat_min阈值很紧,也就是说是相对较小的负值的时候,确定电池组就不能接收流到其的过大的能流,因此通常就要使用发动机减速制动。一个紧的Pbat_min阈值可以可见地表示为用于图3中的在线30和紧的阈值边界线39之间的阴影区域37的Pbat_min的值。因此可知,不是紧的Pbat_min阈值对应于用于在小阈值边界线39相反一侧上的Pbat_min的值。
参照图4,正(推进)发动机转矩极限值(Te_max)和负(制动)发动机转矩极限值(Te_ret)都在发动机工作速度(Ne)上表示。负转矩极限值Te_ret表示了有发动机的(motored)的减速发动机运行(也就是在没有喷油的情况下发动机制动或排气制动)的一般特性,其中在发动机速度更高的情况下,Te_ret的负值更大,也就是说具有更大的制动转矩。在图4中类似表示的是负(制动)非减速发动机转矩极限值(Te_frict),其表示了有发动机的发动机一般制动转矩特性-主要是来自于发动机摩擦和发动机寄生载荷。
参照图8,一个优选的根据本发明的与安排发动机减速制动相关的逻辑控制原理图表示了在建立发动机减速器命令标志(Ret_cmd)的输出状态时在多个标志上执行的多个逻辑计算。发动机减速器命令标志Ret_cmd被提供给发动机控制器,用于建立发动机制动或排气制动状态。通常来说,“使能”标志就可以提供一个根据转矩的指示,表示是否需要减速发动机运行。在负转矩的区域根据动力系控制确定的输入转矩工作点(Ti)被评估以便确定由此表示的制动转矩要求是否显著超过了可以由发动机单纯运转所提供的制动转矩的量以表示提供发动机减速器制动转矩贡献的愿望。发动机的单纯运转包括没有附加压缩制动、排气制动或其他基本上等同转矩下发动机非燃油外部旋转,但是也可以包括附件驱动转矩。在混合动力系中,制动优先级首先是再生制动,所确定的输入转矩运行点是根据这样的考虑,并表示期望的输入转矩来平衡动力系的输出转矩和电动机转矩。一个优选的、确定输入转矩运行点的方法已经被共同受让和待决美国第10/799,531号(代理号为GP-304338)所公开。
一般来说,“禁止”标志提供一种基于约束的表示,表示减速发动机运行是否在动力系现有能力范围内。在负转矩区域内根据与多个多个当前运行条件对应的预定动力系约束确定的的最小输入转矩(Ti_min)被评估以便确定在现在的发动机速度下减速发动机是否能在由最小输入转矩Ti_min建立的极限值之内的动力系实现。在混合动力系中,考虑到在输入、输出和电动机之间转矩平衡的必要性,负输入转矩,即发动机制动转矩可以被约束或被限定为在动力系系统的其他地方的约束或限制的函数。Ti_min被发动机和电约束(electricalconstrains)控制,并可以被此类典型的条件诸如电动机和电池温度、电池电压和预定能量吞吐量极限值影响。鉴于此类非发动机相关约束,就确定了Ti_min。
通常,“请求”标志提供基于电池能流的指示,表示是否需要减速发动机运行。此类指示本质上就比相对于“使能”和“禁止”标志的建立所描述的基于转矩和基于约束能力的考虑更短暂或更动态。在混合动力系中,并且与再生制动优先级的一般表示的目的一致,电池接收再生能量的持续能力用无效余量(headroom)和有效余量来监视,无效余量通常表示需要发动机减速器转矩制动辅助,有效余量表示不需要发动机减速器转矩制动辅助。预定的、期望的减速发动机速度可以另外被评价作为在期望的速度显著超过权衡有利于发动机减速器转矩贡献的低级下降值和期望的速度接近权衡不利于发动机减速器转矩贡献的空转值时请求发动机减速器启动或不启动的指示。
“允许”标志表示提供最高的优先级给逻辑处理的“使能”、“禁止”和“请求”标志的选通(gating)或者屏蔽(masking)。很多因素,包括操作者的直接设定和通常很高优先级的控制命令例如涉及车辆稳定性的命令以及处理增强系统例如防抱死刹车的命令在确定是否屏蔽发动机减速器制动贡献的时候都要评价。
最后,关于涉及图8中的安排发动机减速制动的逻辑控制原理图,表示了一个“换档冻结”标志来在换档进行中有效地保持Ret_cmd的工作状态以防止在换档范围或模式中不期望的输入转矩干扰,这种干扰可以不利地影响换档质量。这样的“换档冻结”标志可以在换档过程中被设定在适当的时间,例如在离合器开始接合的时候,在与换档完成相对应的一个相等的合适时间复位。
图9表示的是一个信号时序图,其示范性表示与图8中逻辑控制原理图和上述对应的标志相关的本发明的发动机减速器安排控制。“使能”标志被表示在时间B置位,并且保持置位一个持续时间直到时间M。“请求”标志被在时间C置位。在时间C,“禁止”标志是低的,“允许”标志是高的,“换档冻结”标志是低级的。这样,Ret_cmd就在时间C被置位。在时间E,“请求”标志被复位,“禁止”标志是低的,而“允许”标志是高的。但是,“换档冻结”标志在前一个时间D被置位,并且保持为高。因此,尽管通常“请求”标志的复位将导致Ret_cmd被复位,但是“换档冻结”标志的情况在“请求“标志被复位之后保持Ret_cmd的置位状态直到时间F,此时“换档冻结”标志被复位,而“请求”标志和禁止标志仍然为低并且允许标志仍然为高。在随后的时间G,“请求”标志被置位并且“禁止”标志仍然为低。但是“允许”标志已经在前一个时间被复位。因此,尽管通常“请求”标志的置位将导致Ret_cmd被置位,但是“允许”标志的情况屏蔽了“请求”标志置位直到随后的时间H,那时“允许”标志被再次置位。“请求”标志在时间I被复位并且“禁止”标志和“允许”标志分别为低和为高,因此就导致Ret_cmd的复位。在时间J,用于置位“请求”标志的条件再次满足并且“禁止”标志是低的,“允许”标志是高的。一般来说,“请求”标志在此时就会被置位,Ret_cmd也由此会被置位。但是由于在时间J的时候用于置位“请求”命令的条件在时间上过于靠近先前的在时间I时Ret_cmd的复位,因此,“请求”标志的置位就被抑制或者屏蔽直到经过特定的时间,这样就可以防止频繁的控制循环。在该实施例中,抑制的有效时间和从时间I到时间K的持续时间一致。因此,在时间K,因为“请求”标志还是为高并且其它相关的标志条件允许,Ret_cmd就被置位为高。
现在参照图5-7,表示了几个流程图,这些流程图表示根据本发明的由控制器43在安排发动机减速制动中执行的作为计算机程序的一部分的某些优选步骤。图5表示用于建立“使能”标志和“禁止”标志的优选步骤。图6表示建立“请求”标志。图7表示建立“允许”标志。
从图5A的程序开始,确定是否期望减速发动机运行的基于转矩的指示-“使能”标志。在该示范性实施例中,这是通过确定输入转矩运行点Ti和对应于减速和未减速运行的有发动机的发动机转矩的关系来实现的,该输入转矩运行点是根据动力系控制来确定的。此外参照附图4,图5A中步骤51的一般目的是确定一个表示现在输入转矩Ti相对于已知的发动机速度Ne相关的有发动机分发动机摩擦转矩线Te_frict和有发动机的发动机减速转矩曲线Te_ret的位置的比率(R)。输入转矩Ti和发动机减速转矩Te_ret相对摩擦转矩Te_frict都经过标准化并且输入转矩被进一步调整用于寄生附件负荷转矩(T_acc)。比率R的值具有用于Te_frict和Te_ret之间的Ti的值的在0到1之间的值。输入转矩Ti越接近发动机减速转矩Te_ret,R越接近1并且期望安排发动机减速启动的假定就越强。然后,输入转矩Ti越接近发动机摩擦转矩Te_frict,R越接近零并且期望安排发动机减速不启动的假定就越强。因此,在图5中的步骤52,比率R就与第一校准阈值(K_R1)进行比较,如果大于,就表示需要安排发动机减速器启动。一个示范性的K_R1的图示在图4中表示。在步骤52中最好还进行另外一个比较就是基本上确定在当前发动机速度Ne下发动机摩擦转矩和发动机减速转矩之间的转矩差值是否足够大以确保在进行比较和确定中的稳定性。如果差值大于一个校准阈值(K1),那么就假设有足够的转矩差值能保证稳定性。K1的一个示意图示在图4中表示,其中K1右侧的差值超过了阈值,左侧的差值没有超过阈值。在步骤52中两个比较的肯定结果导致“使能”标志被置位或者是真的。两个比较中任意一个的结果为负的,则旁路置位“使能”标志。
随后遇到步骤54来中设定或旁路置位“使能”标志。从这里开始,要评价退出的条件以便确定是否退出发动机减速器启动。特别是在步骤54,根据现有的电池能量充电极限值Pbat_min来确定什么样的评价最适合退出决定。当电池能量充电极限值Pbat_min很紧的时候,也就是说,幅度很小的时候,在步骤56就执行一系列的评估以通常保证任何退出发动机减速器启动的决定的可靠性。当Pbat_min很紧的时候,响应于此很紧的极限值计算出来的输入转矩运行点Ti就被认为不足以用于计算可靠的比率R。因此,其它考虑例如驾驶员输入和车辆条件被用于确定是否退出发动机减速器启动。在步骤56,如果检测到油门应用、检测到的的车速很低或者控制发布的正转矩请求,则表示发动机减速器不启动并在步骤57中导致“使能”标志复位或为假。在步骤56中所有比较的否定结果都会旁路复位“使能”标志。油门应用、低车速和请求的推进转矩都可以根据与适当的各自的阈值进行比较来确定。例如,油门下压大约5%到10%、车速低于8KPH到10KPH和推进转矩请求超过大约3%(其中100%为固定发动机参考转矩标定)都可以表示发动机减速速器不启动的愿望。当电池能量充电极限值Pbat_min不紧的时候,在步骤55执行一次评价,将步骤51中的比率R与第二校准阈值(K_R2)进行比较,如果在R和Te_set之间,则表示需要安排发动机减速器不启动的愿望并导致在步骤57“使能”标志被复位或为假。在步骤55中的此类比较的否定结果会旁路复位“使能”标志。一个示范性的K_R2的图示在图4中表示。
随后遇到步骤58来复位或旁路复位“使能”标志。参照附图5B。在这里,要确定是否减速发动机操作位于动力系的当前能力内-考虑电动机和电约束可用的占主导的发动机转矩-的基于约束的表示。在该示范性实施例中,这是通过确定最小输入转矩Ti_min相对于在当前的发动机速度下的减速发动机转矩Te_ret的关系来确定的,该最小输入转矩Ti_min是根据预定的动力系约束来确定的。此外参照附图4,图5B中步骤80的一般目的是确定一个表示当前的最小输入转矩Ti_min相对于已知的发动机速度Ne相关的有发动机的发动机摩擦转矩线Te_frict和有发动机的发动机减速转矩曲线Te_ret的位置的比率(R’)。最小输入转矩Ti_min和发动机减速转矩Te_ret相对摩擦转矩Te_frict都经过标准化并且输入转矩被进一步调整用于寄生附件负荷转矩(T_acc)。比率R’的值具有用于Te_frict和Te_ret之间的Ti的值的在0到1之间的值。最小输入转矩Ti_min越接近发动机减速转矩Te_ret,R’越接近1并且在系统能力中没有显著的不足来实现Te_ret的假定就越强。然后,最小输入转矩Ti_min越接近发动机摩擦转矩Te_frict,R’越接近零并且在系统能力中有不足来实现Te_ret的假定就越强。因此,在图5B中的步骤81,比率R’就与第一校准阈值(K_m)进行比较,如果大于,就表示根据描述的系统能力考虑禁止发动机减速器启动的愿望。在这种情况下,禁止标志在步骤82被设置为真。如果在步骤81为假,比率R’在图5B的步骤84中被与第二校准阈值(K_n)相比较,如果大于,就表示根据描述的系统能力考虑不禁止发动机减速器启动的愿望。在这种情况下,禁止标志在步骤86被设置为假。阈值K_n和K_m跟K_R1和K_R2一样具有和Te_frict和Te_ret以及相互之间的相同的关系,如图4所示。步骤81和84也可以执行一个基于“使能”标志的状态的比较,其中假的“使能”标志就不需要进行测试,并且不需要改变“禁止”标志状态。在步骤81和84最好还执行另一项比较就是基本上确定在当前发动机速度Ne下发动机摩擦转矩和发动机减速转矩之间的转矩差值是否足够大以确保在进行比较和确定中的稳定性。如果差值大于一个校准阈值(K1),那么就假设有足够的转矩差值能保证稳定性。K1的一个示意图示在图4中表示,其中K1右侧的差值超过了阈值,左侧的差值没有超过阈值。因此,在确定基于能力的转矩不足的情况下,禁止标志被设置为真并且在没有确定基于能力的转矩不足的情况下,禁止标志被复位为假。
确定是否期望减速发动机运行的基于电池能流的指示被图6的步骤实现,其将导致如所需的置位或者复位“请求”标志。在步骤61,电池充电能流极限值Pbat_min与实际的电池能流Pbat进行比较。如果实际的电池能流相对接近极限值或者超过极限值,那么就在步骤63中置位“请求”标志。考虑到实际值和极限值之间的差值并将其与一个校准阈值(K2)进行比较就会作出决定。这已经参照图3中表示了。在那里,校准阈值K2由虚线32和Pbat_min虚线33之间的差来表示,Pbat由实线31来表示。在时间A,可以看到,Pbat/Pbat_min差值(Δ)等于校准阈值K2。这表示在这个时刻因为电池能流的剩余容量显著地减少,所以就应该请求发动机减速转矩贡献。如果容量仍然高于极限值,步骤62提供一个可选择的关于是否条件命令置位请求标志来从发动机减速转矩贡献中实现制动辅助。在这里,预定的期望减速发动机速度Ne_des相对于一个校准阈值(K3)进行评价作为要求发动机减速器启动的愿望的指示。K3表示显著地偏离放松的油门空转或下降的发动机速度。例如,大致为1700RPM的值可以提供一个充分的阈值,虽然实际值是应用确定的并且根据常规的校准技术、发动机和系统特性来确定的。因此,一个高度期望的减速发动机速度就会导致在步骤63的“请求“标志的置位,这样就可以表示实现发动机减速器启动的愿望。
随后遇到步骤64来置位或旁路置位“请求”标志。在这里,要确定电池是否有足够的容量来接收当前正在被发动机减速器所消耗的能量和是否期望的减速发动机速度下降低于一个校准的最小发动机速度。该两个确定的肯定结果导致“请求”标志就复位为假由此表示期望实现发动机减速器的不启动。在步骤64,电池充电能流极限值Pbat_min与实际电池能流Pbat进行比较。当实际值与Pbat极限值之间的差值大于发动机在发动机减速器启动情况下消耗的能量(Pe_ret)的时候,就有足够容量来接收发动机减速转矩。Pe_ret很容易根据发动机减速转矩Te_ret、发动机速度Ne以及转矩、旋转速度和能量之间的已知关系来确定。这已经参照图3表示出来。在这里,Pe_ret用虚线35和Pbat_min虚线33之间的差值来表示。在时间B,可以看到,Pbat/Pbat_min差值(Δ)等于减速发动机能量Pe_ret。如果容量保持低于极限值,那么就旁路步骤66,并且“请求”标志就不被复位为假。步骤64仍然确定预定的期望减速发动机速度Ne_des是否小于一个校准阈值(K4)以作为请求发动机减速器不启动的另一个指示。K4表示接近于空转的发动机速度。例如,大致为1300RPM的值可以提供一个充分的阈值,虽然实际值是应用特定的并且根据常规的校准技术、发动机和系统特性来确定的。还可以预见仅靠ESS容量也可以确定安排发动机减速器关闭的愿望。低的期望减速发动机速度再加上电池的足够容量就可以导致在步骤66中的“请求”标志的复位,这样就表示实现发动机减速器不启动的愿望。这表示在这个时刻因为电池能流的容量现在能够接收当前正在被减速发动机转矩贡献所消耗的能流并且期望的发动机减速发动机速度最小,所以就应该降低发动机减速转矩贡献请求。但是,一个高于阈值的期望减速发动机转速Ne_des可以旁路复位而不管电池容量。
参照附图7和确定的“允许”标志的状态,步骤71、73和75被用来评价各种高的优先级的操作条件。步骤71确定油门踏板是被压下还是停止空转-这是不期望发动机减速器转矩贡献的很强的表示。如果是这样,那么在步骤79就复位“允许”标志。类似的,在步骤73,要确定操作者是要求还是停止辅助制动例如发动机减速器制动。如果没有作出这样的请求或明显的停止,步骤79就使“允许”标志复位。最后,步骤75确定是否正在使用防抱死制动或其他稳定控制方法。如果是,那么也在步骤79中复位“允许”标志。如果步骤71-75中的条件没有一个表示撤销发动机减速器转矩辅助,那么步骤77就使“允许”标志置位。
已经相对于特定的优选的和示意性实施例描述了本发明。这些实施例意图被当作此处公开的本发明的非限制性实施例。本领域的普通技术人员可以认识到在随后的权利要求的范围内的应用实现本发明的不同的可选实施方案。
Claims (9)
1、一种用于控制减速发动机操作以在混合动力系中产生一个期望的动力系制动转矩的方法,该动力系包括一个发动机、一个电动变速器和一个能量存储系统,发动机具有发动机减速机构,变速器包括至少一个可以工作在再生模式以便提供再生制动转矩贡献的电动机,该方法包括:
提供一个期望的发动机制动转矩贡献,并且
当期望的发动机制动转矩超过从发动机的单纯运转可用的制动转矩一个预定量并且非发动机相关的动力系约束不限制发动机制动转矩超过一个预定量时使能减速发动机操作。
2、如权利要求1所述的方法,还包括基于能量存储系统能流和充电极限值来请求减速发动机操作。
3、如权利要求2所述的方法,其中于当流入能量存储系统的能流超过一个预定的极限值的时候,就请求减速发动机操作。
4、如权利要求2所述的方法,其特征在于当能量存储系统能量容量超过正在被减速发动机操作所消耗的能量时,就不请求减速发动机工作。
5、如权利要求1所述的方法,还包括根据期望的减速发动机速度和期望的减速发动机速度极限值提供一个期望的减速发动机速度和请求减速发动机操作。
6、如权利要求2所述的方法,还包括根据期望的减速发动机速度和期望的减速发动机速度极限值提供一个期望的减速发动机速度和请求减速发动机操作。
7、一种用于安排减速发动机操作以在混合动力系中产生一个期望的动力系制动转矩的方法,该动力系包括一个发动机、一个电动变速器和一个能量存储系统,发动机包括发动机减速机构,变速器包括至少一个可以工作在再生模式以便提供再生制动转矩贡献的电动机,该方法包括:
提供一个期望的发动机减速转矩;
根据可用的单纯发动机运转转矩、可用的减速发动机制动转矩和期望的发动机制动转矩来确定是否使能发动机减速操作;
根据实现可行的制动转矩的变速器约束来确定是否禁止发动机减速操作;
根据能量储存系统能流和充电极限值来确定是否请求发动机减速操作;
根据发动机减速操作的使能、禁止和请求来安排发动机减速操作。
8、如权利要求7所述的方法,还包括在变速器换档的过程中冻结已经安排的发动机减速操作。
9、如权利要求7所述的方法,还包括根据从由油门压下、辅助制动请求和防抱死制动动作中选择的高优先级条件来超越控制发动机减速操作。
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- 2005-05-13 CN CNB2005100922753A patent/CN100432400C/zh not_active Expired - Fee Related
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CN102652089A (zh) * | 2009-12-10 | 2012-08-29 | Zf腓德烈斯哈芬股份公司 | 用于处理驱动力矩和/或制动力矩的方法 |
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CN102991501A (zh) * | 2011-09-13 | 2013-03-27 | 福特环球技术公司 | 用于车辆速度控制的方法和系统 |
CN102991501B (zh) * | 2011-09-13 | 2016-12-07 | 福特环球技术公司 | 用于车辆速度控制的方法和系统 |
Also Published As
Publication number | Publication date |
---|---|
DE102005021800B4 (de) | 2010-07-08 |
US20050255966A1 (en) | 2005-11-17 |
US7163487B2 (en) | 2007-01-16 |
DE102005021800A1 (de) | 2006-01-19 |
CN100432400C (zh) | 2008-11-12 |
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