CN101475001B - 确定混合动力系***的快速致动发动机转矩的方法和装置 - Google Patents
确定混合动力系***的快速致动发动机转矩的方法和装置 Download PDFInfo
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Abstract
本发明涉及确定混合动力系***的快速致动发动机转矩的方法和装置。发动机连接至在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩以响应于操作者转矩请求产生输出转矩的混合动力变速器的输入元件。所述转矩机械连接至能量存储装置。用于控制所述发动机的方法包括:基于给加速踏板和制动踏板的操作者输入确定从所述发动机至所述混合动力变速器的优选输入转矩,确定从所述发动机至所述混合动力变速器的最大和最小容许输入转矩,当优选输入转矩位于最大和最小容许输入转矩之间时,以优选输入转矩控制所述发动机,以及当优选输入转矩位于最大和最小容许输入转矩其中一个之外时,基于最大和最小容许输入转矩控制所述发动机。
Description
相关申请的交叉引用
本申请要求享有2007年11月5日提交的美国临时专利申请60/985,415的优先权,该临时专利申请的内容合并于此以供参考。
技术领域
本发明涉及混合动力系控制***。更具体地,本发明涉及发动机转矩的控制方法。
背景技术
该部分的说明仅提供与本发明相关的背景技术信息,并且可能不构成现有技术。
已公知的动力系结构包括转矩发生装置,该转矩发生装置包括内燃机和经传动装置向输出元件传输转矩的转矩机械。一个示例性的动力系包括一双模式、混合分离、电动机械变速器以及一输出元件,该电动机械变速器利用输入元件接收来自原动力源,优选地为内燃机,的发动转矩。输出元件可操作性地连接至机动车辆的动力传动***,以向其传输牵引转矩。电机,可作为马达或发电机运转,其独立于来自内燃机的转矩输入,产生供给变速器的转矩输入。所述电机可将经车辆动力传动***传输的车辆动能转化为可储存在电能存储装置内的电能。一控制***监测来自车辆和操作者的各种输入并提供动力系的操作控制,其包括控制变速器工作状态和换档,控制转矩发生装置,以及调节电能存储装置和电机之间的电功率交换以控制变速器的输出,包括转矩和转速。
发明内容
本发明所要解决的技术问题是如何将发动机转矩保持为基于车辆驱动性、燃油经济性、排放以及电池使用而确定的优选发动机转矩。为此,根据本发明的一方面,一发动机连接至混合动力变速器的输入元件,所述混合动力变速器在该输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者的转矩请求产生输出转矩。转矩机械连接于一能量存储装置。用于控制该发动机的方法包括基于对加速踏板和制动踏板的操作者输入确定从该发动机向该 混合动力变速器的优选输入转矩,确定从该发动机向该混合动力变速器的最大和最小容许输入转矩,当优选输入转矩位于最大和最小容许输入转矩之间时,以优选输入转矩控制发动机,并且当优选输入转矩在最大和最小允许输入转矩其中一个之外时,基于最大和最小容许输入转矩控制发动机。根据本发明的另一方面,提供了一种用于控制发动机的方法,所述发动机连接至混合动力变速器的输入元件,所述混合动力变速器在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者转矩请求产生输出转矩,该方法包括:确定从所述发动机至所述混合动力变速器的优选输入转矩;基于所述混合动力变速器对来自发动机的输入转矩作出反应的能力确定输入转矩限制;确定输入转矩限制的变化率;以及,当已确定的输入转矩限制变化率大于阈值时,控制发动机的操作以调节优选输入转矩。根据本发明的又一方面,提供了一种用于控制发动机的方法,所述发动机连接至混合动力变速器的输入元件,所述混合动力变速器在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者转矩请求产生输出转矩,该方法包括:确定从所述发动机至所述混合动力变速器的优选输入转矩;基于所述混合动力变速器对来自发动机的输入转矩作出反应的能力以及响应于操作者转矩请求的输出转矩确定输入转矩限制;确定输入转矩限制的变化率;以及,当已确定的输入转矩限制变化率大于阈值时,控制发动机的操作以调节优选输入转矩。
附图说明
下面参照附图举例说明一个或多个实施例,其中:
图1是根据本公开所述的示例性动力系的示意图;
图2是根据本公开所述的控制***及动力系的示例性结构的示意图;
图3和图4根据本公开所述的用于控制和管理动力系***内的转矩的控制***结构的示意性流程图;以及
图5-8是根据本公开所述的图表说明。
具体实施方式
以下结合附图,其中所展示的内容仅用于描述某些示例性实施例,而不是旨在限制于此,图1和图2示出了一示例性的混合动力系。根据本公开所述的示例性混合动力系在图1中示出,其包括双模式、混合-分离、电动机械混合动力变速器10,所述变速器操作性地连接于发动机14和包括第一和第二电机 (‘MG-A’)56和(‘MG-B’)72的转矩机械。发动机14以及第一和第二电机56和72均产生可传递至变速器10的功率。由发动机14以及第一和第二电机56和72产生并被传递至变速器10的功率由在此分别被称为TI、TA和TB的输入转矩和马达转矩以及在此分别被称为NI、NA和NB的速度相关地进行描述。
示例性的发动机14包括多缸内燃机,其选择性地操作于多个状态以通过输入轴12向变速器10传递转矩,且可以是点燃式发动机或压燃式发动机。发动机14包括操作性地连接于变速器10的输入轴12的曲轴(未示出)。转速传感器11监测输入轴12的转速。由于发动机14和变速器10之间输入轴12上的转矩耗散元件,例如液压泵(未示出)和/或转矩操纵装置(未示出),的布置,来自发动机14的功率输出,包括转速和发动机转矩,可能不同于供给变速器10的输入速度N1和输入转矩TI。
示例性的变速器10包括三个行星齿轮组24、26和28,以及四个可选择的可啮合转矩传递装置,即离合器C170、C262、C373和C475。如同在此使用的,离合器指任何类型的摩擦转矩传递装置,例如包括单一或复式的盘式离合器或组件、带式离合器以及制动器。液压控制回路42,其最好由变速器控制模块(此后称为‘TCM’)17控制,操作性地控制离合器状态。离合器C2 62和C4 75优选地包括液压旋转摩擦离合器。离合器C1 70和C3 73优选地包括液压控制的固定式机械,其可选择性地固定于变速器罩68。各离合器C1 70、C2 62、C3 73和C4 75优选地由液压致动,通过液压控制回路42选择性地接收加压的液压流体。
第一和第二电机56和72优选地包括三相交流电机,该三相交流电机各自包括定子(未示出)和转子(未示出),以及各自的旋转变压器80和82。各电机的马达定子固定于变速器罩68的外部部分,并包括从其中延伸的带有圈状电绕组的定子铁芯。第一电机56的转子支撑在毂衬齿轮上,所述齿轮通过第二行星齿轮组26操作性地连接于轴60。第二电机72的转子固定连接于套轴毂66。
旋转变压器80和82最好各自包括一可变磁阻装置,所述可变磁阻装置包括变压器定子(未示出)和变压器转子(未示出)。旋转变压器80和82被适当设置并安装在相对应的第一和第二电机56和72其中一个上。旋转变压器80和82当中相对应一个的定子操作性地连接于第一和第二电机56和72的其中一个定子。变压器转子操作性地连接至相应的第一和第二电机56和72的转子。旋 转变压器80和82各自信号地且操作性地连接于变速器功率变换器控制模块(此后称为‘TPIM’)19,并各自传感和监测变压器转子相对变压器定子的转动位置,从而监测第一和第二电机56和72当中相对应一个的旋转位置。另外,由旋转变压器80和82输出的信号分别用于提供第一和第二电机56和72的转速,即NA和NB。
变速器10包括输出元件64,即轴,其可操作地连接于车辆(未示出)的动力传动***90,以向动力传动***90供给输出功率,该输出功率被传递给车辆的车轮93,图1中示出了其中一个车轮。输出元件64处的输出功率由输出转速NO和输出转矩TO相关地进行描述。变速器输出速度传感器84监测输出元件64的转速和旋转方向。车辆的每个车轮93优选地装设有用于监测车轮速度的传感器94,其输出由结合图2说明的分布式控制模块***的控制模块监测,以确定车速,以及用于制动控制、牵引控制和车辆加速控制的车轮绝对速度和相对速度。
由于能量由燃油或储存在电能存储装置(此后称为‘ESD’)74内的电势能发生了转化,产生了来自发动机14的输入转矩以及来自第一和第二电机56和72的马达转矩(分别为TI、TA和TB)。ESD74通过直流传输导线27以高压直流耦合于TPIM 19。传输导线27包括接触器开关38。当接触器开关38闭合,在正常操作下,电流可在ESD 74和TPIM 19之间流动。当接触器开关38打开,ESD 74和TPIM 19之间的电流中断。TPIM 19通过传输导线29将电功率输入第一电机56和从第一电机输回,相类似地,TPIM 19通过传输导线31将电功率输入第二电机72和从第二电机输回,以响应于马达转矩TA和TB满足第一和第二电机56和72的转矩指令。根据ESD 74是充电还是放电,电流被输入ESD74或从中输出。
TPIM 19包括一对功率变换器(未示出)以及相应的马达控制模块(未示出),被配置用于接收转矩指令并根据其控制逆变器状态,从而提供马达驱动或再生功能,以满足指令所给定的马达转矩TA和TB。功率变换器公知地包括互补的三相功率电子器件,并各自包括多个绝缘栅双极晶体管(未示出),用于通过切换为高频将来自ESD 74的直流电转换成交流电,以便向第一和第二电机56和72当中相应的一个供电。这些绝缘栅双极晶体管形成配置用于接收控制指令的开关模式功率源。通常,为每个三相电机的每一相设置一对绝缘栅双极晶体 管。控制这些绝缘栅双极晶体管的状态以便实现马达驱动机械功率产生或电功率再生功能。这些三相逆变器通过直流传输导线27接收或供给直流电,并将其转换为三相交流电或从三相交流电进行转换,所转换的电力分别通过传输导线29和31导入第一和第二电机56和72或从中导出,以使其作为马达或发电机运转。
图2是分布式控制模块***的示意性框图。此后所描述的元件包含总体车辆控制结构的一个子集,并提供了图1中所述的示例性混合动力系的协调性***控制。该分布式控制模块***综合了相关的信息和输入,并执行算法以控制各致动器从而实现控制目标,其中包括与燃油经济性、排放、性能、操纵性能以及对包括ESD 74的电池与第一和第二电机56和72在内的硬件的保护相关的目标。分布式控制模块***包括发动机控制模块(此后称为‘ECM’)23,TCM17,电池组控制模块(此后称为‘BPCM’)21以及TPIM 19。混合动力控制模块(此后称为‘HCP’)5提供监控控制,并协调ECM 23、TCM 17、BPCM 21以及TPIM 19的运行。用户界面(‘UI’)13操作性地连接至多个装置,利用该用户界面,车辆操作者控制或进行电动机械混合动力系的操作。这些装置包括加速踏板113(‘AP’),操作者制动踏板112(‘BP’),变速器档位选择器114(‘PRNDL’)以及车速巡航控制器(未示出)。变速器档位选择器114可具有多个操作者可选定的档位,包括输出元件64的旋转方向,以实现向前和向后运行的其中一种。
前述的控制模块通过局域网(此后称为‘LAN’)总线6和其它的控制模块、传感器以及致动器相互通讯。LAN总线6允许在各控制模块之间进行控制参数和致动器指令信号的结构化通讯。所使用的特定通讯协议是专用的。LAN总线6以及合适的协议在前述的控制模块以及提供例如防抱死、牵引控制以及车辆稳定性功能的其它控制模块之间提供稳固的通信和多控制模块接口。可使用多个通讯总线以提高通讯速度并实现一定程度的信号冗余度和完整性。单个的控制模块之间的通讯也可以利用直接连接,例如串行外设接口(‘SPI’)总线(未示出)实现。
HCP 5提供混合动力系的监控控制,用于协调包括ECM 23、TCM17、TPIM19以及BPCM 21的各种装置的运行。基于来自用户界面13以及包括ESD 74在内的混合动力系的各种输入信号,HCP 5确定操作者转矩请求、输出转矩指 令、发动机输入转矩指令、变速器10的已致动转矩传递离合器C1 70、C2 62、C3 73和C4 75的离合器转矩,以及第一和第二电机56和72的马达转矩TA和TB。
ECM 23操作性地连接至发动机14,用于通过多条分散的线路获取来自传感器的数据并控制发动机14的致动器,为简单起见,所述线路被示为双向接口电缆35的集合。ECM 23接收来自HCP 5的发动机输入转矩指令。ECM 23基于传送至HCP 5的已监测发动机速度和负载,当时确定提供给变速器10的实际发动机输入转矩,TI。ECM 23监测来自转速传感器11的输入,确定传递给输入轴12的发动机输入速度,其解释为变速器输入速度,NI。ECM 23监测来自传感器(未示出)的输入以确定例如包括歧管压力、发动机冷却剂温度、环境空气温度以及环境压力在内的其它发动机控制参数的状态。发动机负载例如可由歧管压力或者通过监测提供给加速踏板113的操作者输入加以确定。ECM 23产生并传送用以控制包括燃油喷射器、点火模块以及节气门控制模块在内的发动机致动器的指令信号,上述致动器均未示出。
TCM 17操作性地连接至变速器10,并监测来自传感器(未示出)的输出以确定变速器控制参数的状态。TCM 17产生并传送用以控制变速器10的指令信号,包括控制液压控制电路42。从TCM 17至HCP 5的输入包括各离合器, 即,C1 70、C2 62、C3 63和C4 75的预测离合器转矩,以及输出元件64的旋转输出速度,NO。出于控制的目的,也可使用其它的致动器和传感器以由TCM17向HCP 5提供额外的信息。TCM 17监测来自压力开关(未示出)的输出,选择性地操纵压力控制电磁线圈(未示出)以及液压控制回路42的换档电磁线圈(未示出),以便选择性地致动各离合器C1 70、C2 62、C3 63和C4 75,从而获得各种变速器工作范围状态,如以下所述。
BPCM 21信号地连接至传感器(未示出)以监测ESD 74,包括电流和电压参数的状态,以向HCP 5提供表征ESD 74的电池的参数状态的信息。电池的参数状态最好包括电池荷电状态、电池电压、电池温度以及可获得的电池功率,所述可获得的电池功率是指PBAT_MIN和PBAT_MAX之间的范围。
制动控制模块(此后称为‘BrCM‘)22操作性地连接至位于车辆的每一个车轮93上的摩擦制动器(未示出)。BrCM 22监测给制动踏板112的操作者输入并产生用于控制摩擦制动器的控制信号,并向HCP 5发送控制信号以基于所述信号操纵第一和第二电机56和72。
控制模块ECM 23、TCM 17、TPIM 19、BPCM 21以及BrCM 22当中的每一个优选地为通用数字计算机,其包括微处理器或中央处理单元,包含有只读存储器(‘ROM’)、随机存取存储器(‘RAM’)、电可编程只读存储器(‘EPROM’)的存储介质,高速时钟,模数(‘A/D’)和数模(‘D/A’)电路,以及输入/输出电路和装置(‘I/O’)和适当的信号调节与缓冲电路。每个控制模块均具有一套控制算法,其包括存储在其中一个存储介质中并被执行以提供各计算机的相应功能的常驻程序指令和标定。控制模块之间的信息传递优选地由局域网总线6和SPI总线实现。控制算法在预置的循环中执行,以使得每个算法在每个循环中至少执行一次。存储在非易失性存储装置中的算法由其中一个中央处理单元执行,以监测来自传感装置的输入并执行控制和诊断程序,从而使用预置标定控制致动器的操作。通常按规定时间间隔执行循环,例如在正在进行的混合动力系的操作过程中,每3.125,6.25,12.5,25和100毫秒执行一次。或者,算法可响应于事件的发生而被执行。
示例性的混合动力系选择性地操作于可与发动机状态和变速器工作范围状态相关地进行描述的几种状态当中的一种,所述发动机状态为发动机工作状态(‘ON’)和发动机停止状态(‘OFF’)其中之一,所述变速器工作范围状态包 括多个固定档位以及连续可变的操作模式,如以下参照表1所述。
表1
在该表中对每一种变速器工作范围状态进行了说明,并示出了对于每种工作范围状态,特定离合器C1 70、C2 62、C3 63以及C4 75当中哪些被致动。第一连续可变模式,即EVT模式1,或M1,该模式在致动离合器C1 70以将第三行星齿轮组28的外齿轮元件“固定”时被选择。发动机状态可以是工作(‘M1_Eng_On’)或停止(‘M1_Eng_Off’)其中之一。第二连续可变模式,即EVT模式2,或M2,该模式在仅采用离合器C2 62,以将轴60连接至第三行星齿轮组28的支架时被选择。发动机状态可以是工作(‘M2_Eng_On’)或停止(‘M2_Eng_Off’)其中之一。为便于说明,当发动机状态为停止时,发动机输出速度等于0转每分(‘RPM’),即,发动机机轴不转动。固定档位操作提供变速器10的输入与输出速度,即,NI/NO,的固定比操作。第一固定档位操作(‘G1’)通过采用离合器C1 70和C4 75被选择。第二固定档位操作(‘G2’)通过采用离合器C1 70和C2 62被选择。第三固定档位操作(‘G3’)通过采用离合器C262和C4 75被选择。第四固定档位操作(‘G4’)通过采用离合器C2 62和C3 73被选择。由于行星齿轮24、26、28中的传动比减小,随着固定档位操作的增大,输入与输出速度的固定比率操作增大。第一和第二电机56和72的转速,分别为NA和NB,取决于由离合器确定的机构的内旋转,并与在输入轴12处测得的输入速度成比例。
响应于通过加速踏板113和制动踏板112给出并由用户界面13接收的操作者输入,HCP 5和一个或多个其它控制模块确定用于控制包括发动机14与第一和第二电机56和72在内的转矩发生装置的转矩指令,以满足到达输出元件64并被传递给动力传动***90的操作者转矩请求。HCP 5基于来自用户界面13和包括ESD 74在内的混合动力系的输入信号,确定操作者转矩请求、从变速器10至动力传动***90的指令输出转矩、来自发动机14的输入转矩、用于变速器10的转矩传递离合器C1 70、C2 62、C3 63以及C4 75的离合器转矩;以及分别用于第一和第二电机56和72的马达转矩,如下所述。
最终的车辆加速可能受到例如包括路面负载、路面坡度以及车辆质量在内的其它因素的影响。发动机状态以及变速器工作范围状态基于混合动力系的各种操作特性确定。如此前所述,这包括经由加速踏板113和制动踏板112传送给用户界面13的操作者转矩请求。变速器工作范围状态以及发动机状态也可根据在电能发生模式或转矩发生模式下用于操作第一和第二电机56和72的指令所产生的混合动力系转矩请求进行预测。变速器工作范围状态以及发动机状态可由最优化算法或程序确定,该算法或程序基于操作者的动力请求、电池荷电状态和发动机14以及第一和第二电机56和72的能效确定最佳的***效率。控制***基于所执行的最优化程序的结果控制来自发动机14以及第一和第二电机56和72的转矩输入,并且***效率从而被最优化,以控制燃油经济性和电池充电。进而,操作可基于元件或***内的故障加以确定。HCP 5监测转矩发生装置并确定来自变速器10在输出元件64处的动力输出,所述动力输出要求在满足其它的动力系操作请求,例如向ESD 74充电,的同时,满足操作者转矩请求。根据以上描述应当明确,ESD 74以及第一和第二电机56和72可操作地电耦合以利于其间的动力流。另外,发动机14、第一和第二电机56和72以及电动机械变速器10可操作地机械连接,以便在其间传递动力,从而产生供给输出元件64的动力流。
图3示出了用于控制和管理混合动力系***内的信号流并以可执行算法和标定的形式留驻在前述的控制模块内的控制***结构,其中的混合动力系***具有多个转矩发生装置,以下结合图1和2的混合动力系***对其进行描述。控制***结构可应用于具有多个转矩发生装置的供选择的混合动力系***,所述混合动力系***例如包括具有一发动机和一电机的混合动力系***,具有一 发动机和多个电机的混合动力系***。或者,混合动力系***可使用非电的转矩发生机械以及能量存储***,例如液压机械混合动力变速器(未示出)。
所述控制***结构示出了提供给战略最优化控制方案(‘Strategic Control’)310的多个输入的信号流,所述战略最优化控制方案基于输出速度以及操作者转矩请求,并且最好基于混合动力系的其它控制参数,包括电池功率极限以及发动机14、变速器10和第一和第二电机56和72的响应极限,确定优选输入速度(‘Ni_Des’)和优选工作范围状态(‘Hybrid Range State Des’)。战略最优化控制方案310优选地由HCP 5在每隔100ms进行的循环和每隔25ms进行的循环内执行。
战略最优化控制方案310的输出用于换档执行和发动机启动/停止控制方案(‘Shift Execution and Engine Start/Stop’)320,以控制变速器10的操作的改变(‘Transmission Commands’),这包括改变工作范围状态。这包括,如果优选工作范围状态不同于当前的工作范围状态,通过控制对离合器C1 70、C2 62、C3 63以及C4 75当中一个或多个的致动进行改变或其它指令,控制执行工作范围状态的改变。当前工作范围状态(‘Hybrid Range State Actual’)以及输入速度曲线(‘Ni_Prof’)得以确定。输入速度曲线是基于变速器的工作范围状态变化过程中的发动机操作指令和操作者转矩请求对即将产生的输入速度对时间的变化率所作的预测,其优选地包括阶梯状参数值,该参数值作为即将到来的循环的目标输入速度。
在一个控制循环内反复地执行战术控制方案(‘Tactical Control andOperation’)330,以便基于输出速度、输入速度和操作者转矩请求以及变速器的当前工作范围状态,确定用于操纵发动机14的发动机指令(‘EngineCommnads’),发动机指令包括从发动机14到达变速器10的优选输入转矩。发动机指令还涉及包括全气缸工作状态以及其中一部分发动机气缸停止且不向其供给燃油的停缸工作状态其中之一的发动机状态,以及包括供油状态和断油状态其中之一的发动机状态。
用于各离合器C1 70、C2 62、C3 73以及C4 75的离合器转矩(‘Tcl’)在TCM 17中进行预测,其包括当前采用的离合器和未采用的离合器,作用于输入元件12的当前发动机输入转矩(‘Ti’)在ECM 23中进行确定。执行马达转矩控制方案(‘Output and Motor Torque Determination’)340,以确定来自动力系的 优选输出转矩(‘To_cmd’),在该实施例中,其包括用于控制第一和第二电机56和72的马达转矩指令(‘TA’,‘TB’)。优选输出转矩根据预测的用于各离合器的离合器转矩、来自发动机14的当前输入转矩、当前工作范围状态、输入速度、操作者转矩请求以及输入速度曲线确定。第一和第二电机56和72由TPIM19控制以便满足基于优选输出转矩的优选马达转矩指令。马达转矩控制方案340包括算法代码,其通常在6.25ms和12.5ms的循环中被执行,以确定优选马达转矩指令。
控制混合动力系以将输出转矩传递至输出元件64并进一步到达动力传动***90,以在车轮93处产生牵引转矩,从而在操作者所选择变速器档位选择器114的位置要求车辆沿向前方向运动时,响应于给加速踏板113的操作者输入将车辆向前推动。类似地,控制混合动力系以将输出转矩传递至输出元件64并进一步到达动力传动***90,以在车轮93处产生牵引转矩,从而在操作者所选择变速器档位选择器114的位置要求车辆沿向后方向运动时,响应于给加速踏板113的操作者输入将车辆向后推动。优选地,只要输出转矩足够克服车辆上的例如由于路面坡度、空气动力负载以及其它负载所导致的外部负载,推动车辆将导致车辆加速。
BrCM 22控制车轮93上的摩擦制动器以便施加制动力并产生用于变速器10的指令,以响应于给制动踏板112和加速踏板113的净操作者输入,形成作用于动力传动***90的负输出转矩。优选地,只要所施加的制动力和负输出转矩足够克服车轮93处的车辆动力,其就能够使车辆减速并停止。负输出转矩作用于动力传动***90,进而将转矩传递给电动机械变速器10和发动机14。经电动机械变速器10起作用的负输出转矩可被传递至第一和第二电机56和72以产生用于存储在ESD 74内的电力。
给加速踏板113和制动踏板112的操作者输入包括可单独确定的操作者转矩请求输入,其包括实时加速输出转矩请求(‘Output Torque Request AccelImmed’)、预测加速输出转矩请求(‘Output Torque Request Accel Prdtd’)、实时制动输出转矩请求(‘Output Torque Request Brake Immed’)、预测制动输出转矩请求(‘Output Torque Request Brake Prdtd’)以及车轴转矩响应类型(‘Axle TorqueResponse Type’)。如同在此使用的,术语“加速”是指,在操作者选定的变速器档位选择器114的位置要求车辆沿向前方向运动时,用于向前推动车辆且优 选地导致车速增加而超过当前车速的操作者请求。术语“减速”和“制动”是指,优选地导致车速自当前车速减小的操作者请求。实时加速输出转矩请求、预测加速输出转矩请求、实时制动输出转矩请求、预测制动输出转矩请求以及车轴转矩响应类型即是输入给控制***包括输入给战术控制方案330的单独输入。
实时加速输出转矩请求根据当前正在发生的给加速踏板113的操作者输入确定,并包括用以在输出元件64处产生实时输出转矩且优选地用于使车辆加速的请求。实时加速输出转矩请求是未定型的,但可通过动力系控制器外部影响车辆操作的事件定型。这类事件包括在动力系控制器中用于防抱死、牵引控制以及车辆稳定性控制的电平中断,其可用于对实时加速输出转矩请求进行定型或比率限制。
预测加速输出转矩请求根据给加速踏板113的操作者输入确定,并包括输出元件64处的最佳或优选输出转矩。在正常工作状态期间,例如在防抱死、牵引控制或车辆稳定性其中任意一个均未***作时,预测加速输出转矩请求优选地等于实时加速输出转矩请求。在防抱死、牵引控制或车辆稳定性其中任意一个***作时,预测加速输出转矩请求保持为优选输出转矩不变,而实时加速输出转矩请求则响应于与防抱死、牵引控制或车辆稳定性控制相关的输出转矩指令而减小。
混合制动转矩包括产生在车轮93上的摩擦制动转矩以及产生在输出元件64上的输出转矩,其作用于动力传动***90以响应于给制动踏板112的操作者输入而使车辆减速。
实时制动输出转矩请求根据当前正在发生的给制动踏板112的操作者输入确定,并包括用以在输出元件64处产生实时输出转矩以在动力传动***90上产生反作用转矩且优选地用于使车辆减速的请求。实时制动输出转矩请求根据给制动踏板112的操作者输入和用于控制摩擦制动器产生摩擦制动转矩的控制信号确定。
预测制动输出转矩请求包括在输出元件64处的最佳或优选制动输出转矩,其响应于给制动踏板112的操作者输入,取决于与制动踏板112的操作者输入无关地容许在输出元件64处产生的最大制动输出转矩。在一个实施例中,在输出元件64处产生的最大制动输出转矩被限制在-0.2g。当车速接近零时,不管给 制动踏板112的输入怎样,预测制动输出转矩请求可能逐渐变为零。正如使用者所要求的,可能存在这样的操作情形,其中预测制动输出转矩请求被设定为零,例如,当操作者将变速器档位选择器14设定为倒档时,以及当变速箱(未示出)被设定为四轮驱动的低范围时。预测制动输出转矩请求被设定为零的操作情形,是那些由于车辆操作因素导致不宜采用混合制动的情形。
车轴转矩响应类型包括用于对经过第一和第二电机56和72的输出转矩响应进行定型及比率限制的输入状态。车轴转矩响应类型的输入状态可以是主动状态,以及被动状态,所述主动状态优选地包括适度受限状态和最大档位状态其中一种。当受控的车轴转矩响应类型是主动状态,输出转矩指令即为实时输出转矩。优选地,用于该响应类型的转矩响应尽可能快。
预测加速输出转矩请求和预测制动输出转矩请求被输入给战略最优化控制方案(‘Strategic Control’)310。战略最优化控制方案310确定用于变速器10的理想工作范围状态(‘Hybrid Range State Des’)以及从发动机14至变速器10的理想输入速度(‘Ni Des’),其包括给换档执行和发动机启动/停止控制方案(‘ShiftExecution and Engine Start/Stop’)320的输入。
来自发动机14并作用于变速器10的输入元件的输入转矩的改变可通过利用电子节气门控制***(未示出)控制发动机节气门位置改变发动机14的进气量而实现,所述改变包括打开发动机节气门以增大发动机转矩以及关闭发动机节气门以减小发动机转矩。可通过调节点火时间实现来自发动机14的输入转矩的改变,这包括自平均最佳点火时间起延迟点火时间以减小发动机转矩。发动机状态可在发动机停止状态和发动机工作状态之间变化,以实现输入转矩的变化。发动机状态可以全气缸工作状态和其中一部分发动机未被供给燃油的停缸工作状态之间变化。发动机状态可通过选择性地操作发动机14使其工作于供油状态和其中发动机转动且未被供油的断油状态其中之一而改变。通过选择性地对离合器C1 70、C2 62、C3 73和C4 75致动和停止,可控制并实现变速器10从第一工作范围状态到第二工作范围状态的换档。
图4详细地示出了结合附图1和2所示的混合动力系***以及图3所示的控制***结构描述的用于控制发动机14的操作的战术控制方案(‘TacticalControl and Operation’)330。战术控制方案330包括战术最优化控制通路350以及优选地被同时执行的***限制控制通路360。战术最优化控制通路350的输 出被输入给发动机状态控制方案370。发动机状态控制方案370以及***限制控制通路360的输出被输入给用于控制发动机状态、实时发动机转矩请求以及预测发动机转矩请求的发动机响应类型确定方案(‘Engine Response TypeDetermination’)380。
当发动机14包括点燃式发动机时,通过利用电子节气门控制装置(未示出)控制发动机节气门(未示出)的位置,与输入转矩和输入速度相关地进行描述的发动机14的工作点可通过控制发动机14进气量而实现。这包括打开节气门以增大发动机输入速度和转矩输出以及关闭节气门以减小发动机输入速度和转矩。发动机的工作点可通过调节点火时间,通常通过自平均最佳点火时间起延迟点火时间以减小发动机转矩,而获得。
当发动机14包括压燃式发动机时,发动机14的工作点可通过控制燃油喷射量实现,并可通过自平均最佳转矩喷射时间延迟喷射时间以减小发动机转矩而进行调节。
发动机工作点可通过使发动机状态在发动机停止状态和发动机工作状态之间变化而实现。发动机工作点可通过控制发动机状态在全气缸状态和其中一部分发动机未被供给燃油且发动机阀门停止的停缸状态之间变化而实现。发动机状态可包括断油状态,其中发动机转动且未被供给燃油,以实现发动机制动。
战术最优化控制通路350主要基于稳态输入工作以选择优选发动机状态并确定从发动机14至变速器10的优选输入转矩。所述输入来自换档执行和发动机工作状态控制方案320。战术最优化控制通路350包括用于确定优选输入转矩的最优化方案(‘Tactical Optimization’)354,以使发动机14工作在全气缸状态(‘Optimum Input Torque Full’)、停缸状态(‘Optimum Input Torque Deac’)、断油停缸状态(‘Input Torque Full FCO’)以及优选发动机状态(‘Optimal EngineState’)。给最优化方案354的输入包括变速器10的提前工作范围状态(‘LeadHybrid Range State’)、预测提前输入加速曲线(‘Lead Input Acceleration ProfilePredicted’)、用于当前采用的各离合器的预测离合器反作用转矩范围(‘PredictedClutch Reactive Torque Min/Max’)、预测电池功率极限(‘Predicted Battery PowerLimits’)和预测加速输出转矩请求(‘Output Torque Request Accel Prdtd’)以及预测制动输出转矩请求(‘Output Torque Request Brake Prdtd’)。用于加速和制动的预测输出转矩请求进行合成并用车轴转矩响应类型通过预测输出转矩定型滤 波器352加以定型,以生成预测净输出转矩请求(‘To Net Prdtd’)和预测加速输入转矩请求(‘To Accel Prdtd’),这些请求被输入给最优化方案354。变速器10的提前工作范围状态包括变速器10的工作范围状态的时移提前,以适应工作范围状态的给定变化和工作范围状态被测变化之间的响应时间滞后。预测提前输入加速曲线包括输入元件12的预测输入加速曲线的时移提前,以适应预测输入加速曲线的给定变化和预测输入加速曲线的被测变化之间的响应时间滞后。最优化方案354确定用于控制发动机14使其工作于各种发动机状态的成本,所述发动机状态包括使发动机工作于供油及全气缸状态(‘PCOST FULL FUEL’),使发动机工作于未供油及全气缸状态(‘PCOST FULL FCO’),使发动机工作于供油及停缸状态(‘PCOST DEAC FUEL’),使发动机工作于未供油及停缸状态(‘PCOST DEAC FCO’)。用于控制发动机14的前述成本和实际发动机状态(‘Actual Engine State’)以及容许或允许发动机状态(‘Engine State Allowed’)一同被输入给稳定性分析方案(‘Stabilization and Arbitration’)356,以选择其中一种发动机状态作为优选发动机状态(‘Optimal Engine State’)。
用于使发动机14工作于供油和断油的全气缸状态以及停缸状态的优选发动机状态被输入给发动机转矩变换计算器355,并考虑引入发动机14和变速器10之间的寄生负载和其它负载,被分别变换为全气缸状态和停缸状态(‘EngineTorque Full’)和(‘Engine Torque Deac’)以及断油的全气缸状态和停缸状态(‘Engine Torque Ful FCO)和(‘Engine Torque Deac FCO’)下的优选发动机状态。用于工作于全气缸状态和停缸状态的优选发动机转矩以及优选发动机状态包括在给发动机状态控制方案370的输入中。
用于操作发动机14的成本包括操作成本,所述操作成本通常基于包括车辆驱动性、燃油经济性、排放以及电池使用在内的诸因素确定。所述成本被分配给燃油和电能消耗并与之相关,还与混合动力系的具体工作点相关。对应各发动机速度/负载工作点,较低操作成本通常与高转换率下的较低油耗、较低电池功率使用以及较低排放相关,还考虑了发动机14的当前工作状态。
全气缸状态和停缸状态下的优选发动机状态和优选发动机转矩被输入给发动机状态控制方案370,其包括发动机状态机(‘Engine State Machine’)372。发动机状态机372基于优选发动机状态和优选发动机转矩确定目标发动机转矩(‘Target Engine Torque’)和目标发动机状态(‘Target Engine State’)。目标发动 机转矩和目标发动机状态被输入给变化滤波器374,该变化滤波器监测发动机状态的任何给定变化,并对目标发动机转矩进行滤波,以提供已滤波目标发动机转矩(‘Filtered Target Engine Torque’)。发动机状态机372输出指令,该指令表明选择了停缸状态(‘DEAC Selected’)和全气缸状态其中一种,还表明选择了发动机工作状态和减速断油状态(‘FCO Selected’)其中一种。
在选择了停缸状态和全气缸状态其中一种和选择了发动机工作状态和减速断油状态其中一种的情况下,已滤波目标发动机转矩和最小及最大发动机转矩被输入给发动机响应类型确定方案380。
***限制控制通路360确定容许输入转矩,其包括可由变速器10对其作出反应的最小和最大容许输入转矩(‘Input Torque Hybrid Minimum’和‘InputTorque Hybrid Maximum’)。最小和最大容许输入转矩基于对变速器10以及第一和第二电机56和72的限制确定,所述限制包括在当前循环中影响变速器10对输入转矩作出反应的能力的离合器转矩以及电池功率极限。给***限制控制通路360的输入包括由加速踏板113测得的实时输出转矩请求(‘Output TorqueRequest Accel Immed’)以及由制动踏板112测得的实时输出转矩请求(‘OutputTorque Request Brake Immed’),这些实时输出转矩请求被合成并用车轴转矩响应类型通过实时输出转矩定型滤波器362加以定型,以生成净实时输出转矩(‘ToNet Immed’)和实时加速输出转矩(‘To Accel Immed’)。净实时输出转矩和实时加速输出转矩被输入给限制方案(‘Output and Input Torque Constraints’)。给限制方案364的其它输入包括变速器10的当前工作范围状态、实时提前输入加速曲线(‘Lead Input Acceleration Profile Immed’)、用于当前采用的各离合器的提前实时离合器反作用转矩范围(‘Lead Immediate Clutch Reactive TorqueMin/Max’)以及包括从PBAT_MIN到PBAT_MAX的范围的有效电池功率(‘BatteryPower limits’)。实时提前输入加速曲线包括输入元件12的实时输入加速曲线的时移提前,以适应实时输入加速曲线的给定变化和实时输入加速曲线的被测变化之间的响应时间滞后。提前实时离合器反作用转矩范围包括离合器的实时离合器反作用转矩范围的时移提前,以适应实时离合器转矩范围的给定变化和实时离合器反作用转矩范围的被测变化之间的响应时间滞后。限制方案364确定变速器10的输出转矩范围,并基于前述输入随后确定可由变速器10对其作出反应的最小和最大容许输入转矩(分别为‘Input Torque Hybrid Minimum’和 ‘Input Torque Hybrid Maximum’)。在正在进行的操作过程中,由于前述输入的改变,所述改变包括通过利用变速器14以及第一和第二电机56和72实现的电能再生增大能量恢复,最小和最大容许输入转矩可能发生改变。
最小和最大容许输入转矩被输入给发动机转矩变换计算器355,并考虑引入发动机14和变速器10之间的寄生负载和其它负载,被变换为最小和最大发动机转矩(分别为‘Engine Torque Hybrid Minimum’和‘Engine Torque HybridMaximum’)。
已滤波目标发动机转矩、发动机状态机372的输出以及最小和最大发动机转矩被输入给发动机响应类型确定方案380,其向ECM 23发出用于控制发动机状态的发动机指令、实时发动机转矩请求以及预测发动机转矩请求。发动机指令包括实时发动机转矩请求(‘Engine Torque Request Immed’)以及可基于已滤波目标发动机转矩确定的预测发动机转矩请求(‘Engine Torque Request Prdtd’)。其它指令控制发动机状态处于发动机供油状态和减速断油状态(‘FCORequest’)其中之一以及停缸状态(‘DEAC Request’)和全气缸状态其中之一。另外的输出包括发动机响应类型(‘Engine Response Type’)。当已滤波目标发动机转矩落入最小和最大容许发动机转矩(‘Engine Torque Hybird Maximum’)之间的范围内时,发动机响应类型是非活动的。当已滤波目标发动机转矩位于最小(‘Engine Torque Hybird Minimum’)和最大容许发动机转矩(‘Engine TorqueHybird Maximum’)的限制之外时,发动机响应类型是激活的,表明发动机转矩需要立即改变,以落入最小和最大发动机转矩的限制之内,例如,通过发动机点火控制及延迟以改变发动机转矩和输入转矩。
图5-8图示了操作此处所描述的动力系***的例证性结果,其中按照最大容许输入转矩减小的情况控制发动机14,所述最大容许输入转矩表现为由***限制控制通路360所确定的最大容许发动机转矩。尽管此方法通常描述为基于最大容许输入转矩控制发动机转矩,应当理解,在基于最大容许输入功率控制发动机功率(即,发动机速度与发动机转矩之积),此方法也可实施。发动机响应类型确定方案380基于已滤波目标发动机转矩以及最大和最小发动机转矩的限制确定预测发动机转矩请求以及实时发动机转矩请求。预测发动机转矩请求用于通过控制发动机节气门(未示出)的位置而控制发动机转矩。实时发动机转矩请求用于通过控制发动机节气门的位置以及燃烧时间而控制发动机转矩。
到达变速器的最大容许输入转矩可响应于车辆操作状态的改变而减小。导致最大容许输入转矩减少的车辆操作状态的典型改变使得净实时输出转矩、实时加速输出转矩、变速器10的当前工作范围状态、实时提前输入加速曲线、用于当前已采用的各离合器的提前实时离合器反作用转矩范围以及有效电池功率发生改变。例如在变速器换档事件和牵引控制事件发生的过程中,动力系***可对导致最大和最小容许输入转矩立即发生变化的操作进行控制。
通过选择并实施基于最大容许输入转矩减小比率是否大于阈值比率这样的控制策略,可对发动机转矩进行控制,从而保持发动机工作在最大容许输入转矩或其以下。例如,当最大容许输入转矩减小比率小于阈值比率,可通过改变发动机节气门位置而使发动机转矩减小。当最大容许输入转矩减小比率大于阈值比率,可通过改变发动机燃烧时间而使发动机转矩减小至低于最大容许输入转矩的水平。在一个示例性实施例中,通过延迟点火时间改变发动机燃烧时间。在此使用的延迟点火时间,是指调节发动机14内的火花塞(未示出)的点火时间以使火花塞在发动机的起动周期稍后点火。然而,在可供选择的实施例中,发动机转矩可通过利用提前点火时间改变发动机燃烧时间而被控制,或者,例如在包含有燃烧点火发动机的动力***内,通过利用控制燃油喷射时间控制点火时间而被控制。
图5图示了曲线图400,其包括y轴上以牛顿-米(N-m)为单位的转矩水平范围401以及x轴上以秒为单位的时间期间403。曲线图400示出了车辆工作状态的变化,其导致最大发动机转矩402从245N-m减小至1.5秒处的218N-m并从218N-m增大至3.3秒处的245N-m。曲线图400还示出了已滤波目标发动机转矩404、预测发动机转矩请求406以及实时发动机转矩请求408。
尽管最大容许输入转矩402减小,但最大容许输入转矩402并未减小至已滤波目标发动机转矩404以下。由于最大发动机转矩402未减小至已滤波目标发动机转矩404以下,预测发动机转矩请求406和实时发动机转矩请求408并未随着最大容许输入转矩402的减小而改变。因此,发动机节气门的位置未随着最大容许输入转矩的减小而调节。进而,发动机燃烧时间未随着最大容许输入转矩402的减小而调节,如同由整个时间期间403内始终保持非活动的点火延迟信号412所示地那样。
最大容许输入转矩402和已滤波目标发动机转矩404之间的差值表示转矩 储备。所述转矩储备是混合动力系在使发动机工作于化学计量空燃比的同时,在当前状态下可提供用来补充变速器10的输出转矩的转矩的值。这样,所述转矩储备提供了最大发动机转矩402和已滤波目标发动机转矩404以及预测发动机转矩请求406之间的缓冲,使得用来基于操作成本操作发动机14的优选转矩得以保持。即使在最大发动机转矩402减小的情况下,只要最大容许输入转矩402仍大于已滤波目标发动机转矩404,已滤波目标发动机转矩404就得以保持为用于操作发动机14的优选转矩,从而将已滤波目标发动机转矩404保持为基于车辆驱动性、燃油经济性、排放以及电池使用确定的优选发动机转矩。
图6图示了曲线图500,其包括y轴上以牛顿-米(N-m)为单位的转矩水平范围501以及x轴上以秒为单位的时间期间503。曲线图500示出了车辆工作状态的变化,其导致最大容许输入转矩502在0.7秒至2.6秒之间从280N-m减小至150N-m并随后在2.6秒至4.5秒之间从150N-m增大至280N-m。曲线图500还示出了已滤波目标发动机转矩504、预测发动机转矩请求506、实时发动机转矩请求508以及阈值线510。阈值线510的斜率表明阈值比率,并对应于通过调节发动机节气门所能获得的最大转矩变化率。在1.5秒处,最大容许输入转矩502接近已滤波目标发动机转矩504。由于最大发动机转矩减小比率小于阈值比率510,发动机转矩得以通过利用改变预测发动机转矩请求506调节发动机节气门位置而被调节,而燃烧时间则未被调节。预测发动机转矩请求506在1.5至3.6秒的时间期间内所发生的改变对应于由发动机响应类型确定方案380输出的用于调节发动机节气门位置的预测发动机转矩请求506的改变。由于在整个时间期间503中,发动机燃烧时间如始终保持非活动的点火延迟512所示地那样未被调节,实时发动机转矩请求508在整个时间期间503中始终保持与预测发动机转矩请求506相等。
图7图示了曲线图600,其包括y轴上以牛顿-米(N-m)为单位的转矩水平范围601以及x轴上以秒为单位的时间期间603。曲线图600示出了车辆工作状态的变化,其导致最大容许输入转矩602从250N-m减小至1.5秒处的150N-m并随后从150N-m增大至3.3秒处的250N-m。曲线图600还示出了发动机转矩604、预测发动机转矩请求606、实时发动机转矩请求608以及阈值线610。阈值线610的斜率表明阈值比率,并对应于通过调节发动机节气门所能获得的最大转矩变化率。在1.5秒这一时刻,最大容许输入转矩602等于已滤波目标发动 机转矩604。由于最大容许输入转矩减小比率大于阈值比率,发动机转矩这样得以调节:通过改变实时发动机转矩请求608,如同从非活动状态(inactive status)调节为活动(active status)状态的发动机响应类型612所示地那样,控制发动机14延迟燃烧时间。发动机节气门位置未调节且预测发动机转矩606在整个时间期间603内始终保持恒定。由于发动机节气门位置并未响应于最大发动机转矩的减小而调节,当在3.3秒处最大发动机转矩的限制增大时,发动机节气门位置仍保持在用于控制发动机转矩的理想位置,并且燃烧时间提前至用于在正常工作状态下进行操作的理想值。
图8图示了曲线图700,其包括y轴上以牛顿-米(N-m)为单位的转矩水平范围701以及x轴上以秒为单位的时间期间703。曲线图700示出了车辆工作状态的变化,其导致最大容许输入转矩702在0.7至2.0秒的时间期间内以第一转矩减小比率从279N-m减小至182N-m。在2.0秒处,最大容许输入转矩702以第二转矩减小比率从182N-m减小至159N-m。大约在最大容许输入转矩减小比率从第一转矩减小比率变为第二转矩减小比率一秒之后,最大容许输入转矩702从3.2秒处的159N-m增大至4.5秒处的279N-m,并在3.5秒处超过已滤波目标发动机转矩704。曲线图700还示出了预测发动机转矩请求706、实时发动机转矩请求708以及阈值线710。阈值线710的斜率表明阈值比率,并对应于通过调节发动机节气门所能获得的最大转矩变化率。第一转矩减小比率小于阈值比率。因此,在0.7至2.0秒的时间期间内,当最大容许输入转矩702以第一转矩减小比率减小时,发动机转矩通过改变预测发动机转矩请求706以调节发动机节气门位置而被调节,并且燃烧时间未被调节。当在2.0秒处,发动机转矩以第二转矩减小比率减小,发动机转矩这样得以调节:通过改变实时发动机转矩请求708和预测发动机转矩请求706,如同从非活动状态调节至活动状态的发动机响应类型712所示地那样,控制燃烧时间延迟,而发动机节气门位置改变为基于之前确定的优选发动机转矩而确定的理想位置。在3.2秒这一时刻,最大发动机转矩702增大,发动机燃烧时间提前直到实时发动机转矩请求708在3.5秒处与已滤波目标发动机转矩704保持一致。
当最大容许输入转矩减小时,只要最大容许输入转矩大于操作发动机14的优选转矩,响应于最大发动机转矩的变化控制发动机14的方法就通过将发动机转矩保持为发动机的优选转矩,实现发动机14的燃油经济性操作。另外,响 应于最大容许输入转矩的变化控制发动机14的方法实现了发动机14的燃油经济性操作的原因在于,该方法在最大容许输入转矩的减小比率低于阈值时,通过调节发动机节气门位置响应于最大容许输入转矩的变化而减小发动机转矩,并且仅当最大容许输入转矩的减小比率高于阈值时,才通过调节燃烧时间减小发动机转矩。本公开已说明了一些优选实施例以及由其得到的变型。通过阅读并理解说明书,其它人能够得到另外的变型和变换。因此,本公开不应局限于这些作为旨在实施本公开的最佳方式而被公开的具体实施例,而应涵盖落入所附权利要求书的范围之内的所有实施例。
Claims (15)
1.用于控制发动机的方法,所述发动机连接至混合动力变速器的输入元件,所述混合动力变速器在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者转矩请求产生输出转矩,所述转矩机械连接至能量存储装置,该方法包括:
基于给加速踏板和制动踏板的操作者输入确定从所述发动机至所述混合动力变速器的优选输入转矩;
确定从所述发动机至所述混合动力变速器的最大和最小容许输入转矩;
当优选输入转矩位于最大和最小容许输入转矩之间时,以优选输入转矩控制所述发动机;以及
当优选输入转矩位于最大和最小容许输入转矩其中一个之外时,基于最大和最小容许输入转矩控制所述发动机。
2.如权利要求1所述的方法,还包括:
确定最大容许输入转矩的减小;以及
基于已确定的最大容许输入转矩的减小,控制燃烧时间,以减小发动机转矩。
3.如权利要求2所述的方法,还包括:
确定最大容许输入转矩减小比率;以及
当最大容许输入转矩超过优选发动机转矩时,基于已确定的减小比率控制燃烧时间。
4.如权利要求3所述的方法,其特征在于,控制燃烧时间包括延迟点火时间和调节燃料喷射时间其中之一。
5.如权利要求3所述的方法,还包括,仅在最大容许输入转矩减小至优选发动机转矩时才控制燃烧时间。
6.如权利要求3所述的方法,还包括,仅在优选发动机转矩小于最大容许输入转矩时才控制燃烧时间。
7.如权利要求3所述的方法,还包括,当已确定的最大容许输入转矩减小比率小于阈值时,调节发动机节气门的位置。
8.如权利要求1所述的方法,还包括,基于净实时输出转矩、实时加速输出转矩、变速器装置的当前工作范围状态、实时提前输入加速曲线、提前实时离合器反作用转矩范围以及有效电池功率确定最大容许输入转矩。
9.如权利要求1所述的方法,还包括:
确定最大容许输入转矩限制中的第一减小比率;
基于第一减小比率调节发动机节气门位置以减小发动机转矩;
确定调节发动机节气门位置时的第二减小比率;以及
基于第二减小比率延迟点火以减小发动机转矩。
10.用于控制发动机的方法,所述发动机连接至混合动力变速器的输入元件,所述混合动力变速器在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者转矩请求产生输出转矩,该方法包括:
确定从所述发动机至所述混合动力变速器的优选输入转矩;
基于所述混合动力变速器对来自发动机的输入转矩作出反应的能力确定输入转矩限制,所述输入转矩限制包括从所述发动机至所述混合动力变速器的最大和最小容许输入转矩;
确定输入转矩限制的变化率;以及
当已确定的输入转矩限制变化率大于阈值时,控制发动机的操作以调节优选输入转矩;
当优选输入转矩位于最大和最小容许输入转矩之间时,以优选输入转矩控制所述发动机;以及
当优选输入转矩位于最大和最小容许输入转矩其中一个之外时,基于最大和最小容许输入转矩控制所述发动机。
11.如权利要求10所述的方法,还包括,控制发动机操作以将优选输入转矩调节在输入转矩限制之内。
12.如权利要求11所述的方法,还包括,通过调节燃烧时间控制发动机操作。
13.如权利要求12所述的方法,其特征在于,控制燃烧时间包括调节点火时间。
14.如权利要求12所述的方法,其特征在于,控制燃烧时间包括调节燃料喷射时间。
15.用于控制发动机的方法,所述发动机连接至混合动力变速器的输入元件,所述混合动力变速器在所述输入元件和转矩机械以及输出元件之间操作性地传递转矩,以响应于操作者转矩请求产生输出转矩,该方法包括:
确定从所述发动机至所述混合动力变速器的优选输入转矩;
基于所述混合动力变速器对来自发动机的输入转矩作出反应的能力以及响应于操作者转矩请求的输出转矩确定输入转矩限制,所述输入转矩限制包括从所述发动机至所述混合动力变速器的最大和最小容许输入转矩;
确定输入转矩限制的变化率;以及
当已确定的输入转矩限制变化率大于阈值时,控制发动机的操作以调节优选输入转矩;
当优选输入转矩位于最大和最小容许输入转矩之间时,以优选输入转矩控制所述发动机;以及
当优选输入转矩位于最大和最小容许输入转矩其中一个之外时,基于最大和最小容许输入转矩控制所述发动机。
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US12/254,888 US8448731B2 (en) | 2007-11-05 | 2008-10-21 | Method and apparatus for determination of fast actuating engine torque for a hybrid powertrain system |
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