CN103153664B - 控制混合动力车辆的方法及控制车辆的动力传动系的*** - Google Patents
控制混合动力车辆的方法及控制车辆的动力传动系的*** Download PDFInfo
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Abstract
一种用于控制混合动力电动车辆动力传动系的***和方法,所述动力传动系具有经由行星齿轮组连接的发动机、发电机和马达,所述***和方法用于检测行星齿轮组中的锁定并作为响应对动力传动系进行控制。当在发动机被禁用的电动操作模式下分配扭矩时,至少基于实际的发电机速度和期望的发电机速度之间的差异超过阈值来禁用发电机,指示在行星齿轮组中存在锁定。当启动发动机并通过动力传动系分配扭矩时,至少基于发动机加速度和期望的发动机加速度之间的差异超过第一阈值并且发动机速度和环形齿轮速度之间的差异小于第二阈值来禁用发动机和发电机。
Description
相关申请的交叉引用
本申请要求于2010年9月30日提交的第61/388,248号美国临时申请的权益,所述美国临时申请公开的全部内容通过引用被包含于此。
技术领域
本公开涉及一种车辆及用于控制该车辆的控制***。
背景技术
在混合动力电动车辆(HEV)中,内燃发动机和电动马达中的任何一个或两者能够向车辆的车轮提供动力。许多HEV还包括行星齿轮组。例如,在动力分配式混合动力车辆中,行星齿轮组结合到发动机以及为电动马达和电池产生电力的发电机。行星齿轮组可包括行星齿轮架内的行星齿轮、环形齿轮和中心齿轮。当这三个组件中的任何两个组件锁在一起(“锁上”)时,通过行星齿轮组从发动机传递扭矩。在行星齿轮组的组件在不期望的时刻锁定的情况下,可发生意外锁定。这可从发动机向车轮提供意外增加的扭矩。目前,需要有效地检测行星齿轮组中的锁定。还需要减缓锁定状况,并防止在车辆的车轮处扭矩的过传递。
发明内容
在一个实施例中,提供一种用于控制混合动力车辆的方法。所述车辆具有结合到传动系的牵引马达和发动机。所述传动系包括具有环形齿轮的行星齿轮组。发电机结合到行星齿轮组并电连接到牵引马达。至少基于发动机加速度和期望的发动机加速度之间的差异超过第一阈值来禁用所述发电机。还基于发动机速度和环形齿轮速度之间的差异小于第二阈值来禁用所述发电机。这些差异与其相应的阈值之间的比较指示行星齿轮组中的锁定。可通过将与发电机中的转子上的磁体异相的电压施加到转子来禁用所述发电机。可选地或者结合地,可通过打开控制发电机的电流和配电的开关来禁用所述发电机。当检测到行星齿轮组中的锁定时,发动机可代替发电机被禁用或者发动机可与发电机一起被禁用。还可至少基于发动机速度和目标发动机速度之间的差异超过第三阈值且发电机扭矩超过第四阈值来禁用发动机和/或发电机。
在另一实施例中,提供一种用于控制混合动力车辆的方法,所述混合动力车辆具有发动机、牵引马达和发电机。所述发电机通过齿轮组选择性地结合到牵引车轮。在电动操作模式下分配扭矩,在电动操作模式中,阻止发动机驱动牵引车轮。至少基于实际的发电机速度和期望的发电机速度之间的差异超过阈值来禁用所述发电机。
在又一实施例中,提供一种用于控制车辆的动力传动系的***。所述***包括发动机和结合到发动机的行星齿轮组。所述行星齿轮组具有环形齿轮,并在第一操作模式下将扭矩分配给牵引车轮。发电机结合到行星齿轮组。牵引马达电连接到发电机。在禁用发动机的第二操作模式下,马达向牵引车轮提供动力。***控制器在第一操作模式和第二操作模式下选择性地禁用发动机和/或发电机。在第一操作模式下,如果发动机加速度大于期望的发动机加速度并且发动机速度和环形齿轮速度之间的差异小于第一阈值,则禁用发动机和/或发电机。在第二操作模式下,如果发电机速度和期望的发电机速度之间的差异超过第二阈值,则禁用发动机和/或发电机。
根据本公开的实施例可提供各种优点。例如,与局限于车辆速度在一定阈值以上或者车辆驻车时的一些现有的检测策略相比,根据本公开的各个实施例的锁定检测可在更广泛的操作条件下使用。根据本公开的各个实施例的锁定检测及作为响应对发动机和/或发电机的控制减少或防止了在车辆车轮处扭矩的过传递。有效地监测锁定还可减少或防止在车辆以EV模式操作时的阻力和振动,并可提高车辆的总体操作效率。
通过下面结合附图对优选实施例进行的详细描述,上述优点及其他优点和特点将显而易见。
附图说明
图1是根据本公开的实施例的带有锁定检测的动力分配式动力传动***的示意图;
图2是示出根据本公开的各个实施例的用于在多个车辆操作模式下检测和减缓行星齿轮组中的锁定的***或方法的操作的流程图;
图3是示出根据本公开的各个实施例的用于在车辆以电动模式驱动时检测和减缓车辆的行星齿轮组中的锁定的***或方法的操作的流程图;
图4是示出根据本公开的各个实施例的用于在车辆至少部分地由发动机驱动时检测和减缓车辆的行星齿轮组中的锁定的***或方法的操作的流程图。
具体实施方式
在此公开了本发明的具体实施例。应该理解的是,公开的实施例仅仅是本发明的示例,本发明可以以各种形式及替代的形式实施。附图未必合乎比例;一些特征可能会被夸大或最小化,以显示具体组件的细节。因此,在此公开的具体的结构和功能上的细节不应该被解释为限制,而仅仅被解释为用于教导本领域技术人员以各种方式使用本发明的代表性基准。如本领域的普通技术人员将理解的,参照任一附图示出和描述的实施例的各种特征可与在一个或更多个其他附图中示出的特征结合,以产生未明确示出或描述的实施例。示出的特征的结合为典型应用提供代表性实施例。然而,与本公开的教导一致的特征的各种结合和变型对于具体应用或实施方式可能是想得到的。在图示中使用的代表性实施例总体上涉及一种用于检测动力分配式混合动力电动车辆中的行星齿轮组锁定的***或方法。然而,本公开的教导还可用于其他应用。本领域的普通技术人员可利用其他车辆构造或技术实现相似的应用或实施方式。
参照图1,混合动力电动车辆(HEV)包括动力分配式动力传动系10。车辆***控制器(VSC)和动力传动系控制模块(PCM)12控制电动牵引电池14。电池14具有双向电连接件,由此电池14接收并储存电能,并且电池14还将能量供应到电动牵引马达16。控制器12还控制内燃发动机(ICE)18的操作。马达16和发动机18均能够驱动变速器20,变速器20最终将扭矩传递到车辆的车轮。
发动机18将动力传递到扭矩输入轴22,扭矩输入轴22通过单向离合器连接到行星齿轮组24。输入轴22驱动行星齿轮组24,行星齿轮组24包括环形齿轮26、中心齿轮28和行星齿轮架总成30。输入轴22可驱动地连接到行星齿轮架总成30,以驱动行星齿轮组24。中心齿轮28可驱动地连接到发电机32。发电机32可与中心齿轮28接合,从而发电机32可与中心齿轮28一起旋转或者可不与中心齿轮28一起旋转。当单向离合器将发动机18结合到行星齿轮组24时,发电机32作为行星齿轮组24的操作的反作用元件产生能量。由发电机32产生的电能通过电连接件36传送到电池14。电池14还通过再生制动以已知的方式接收并储存电能。电池14将储存的电能供应给马达16以使马达16进行操作。从发动机18传递到发电机32的那部分动力也可被直接传递到马达16。电池14、马达16和发电机32均通过电连接件36以双向电流路径互相连接。
车辆可由发动机18单独驱动,由电池14和马达16单独驱动或者由发动机18与电池14和马达16的组合驱动。在第一操作模式下,发动机18启动以通过行星齿轮组24传递扭矩。环形齿轮26将扭矩分配给包括啮合齿轮元件40、42、44和46的有级齿轮38。齿轮42、44和46安装在副轴上,齿轮46将扭矩分配给齿轮48。然后,齿轮48将扭矩分配给扭矩输出轴50。在第一操作模式下,也可启动马达16以辅助发动机18。当马达16启动以进行辅助时,齿轮52将扭矩分配给齿轮44和副轴。在第二操作模式或EV模式下,禁用发动机18或者以其他方式阻止发动机18将扭矩分配给扭矩输出轴50。在第二操作模式下,电池14给马达16提供电力,以通过有级齿轮38分配扭矩并将扭矩分配给扭矩输出轴50。扭矩输出轴50连接到差速器和车轴机构56,差速器和车轴机构56将扭矩分配给牵引车轮58。在第一操作模式或者第二操作模式下,控制器12控制电池14、发动机18、马达16和发电机32,以将扭矩分配给车轮58。
如前所述,针对传动系,存在两种动力源。第一种动力源是发动机18,发动机18将扭矩传递到行星齿轮组24。另一种动力源仅涉及电力驱动***,该电力驱动***包括马达16、发电机32和电池14,由此电池14用作发电机32和马达16的能量储存介质。发电机32可由行星齿轮组24驱动,发电机32可选择性地用作马达并可将动力传递给行星齿轮组24。
控制器12从传感器(未示出)接收信息,从而控制器12可监测马达16、发动机18和/或发电机32的速度ω。当然,可基于各个组件之间的已知关系和/或比率来确定、推导或计算一个或更多个速度。此外,可利用多种已知技术中的任何技术来计算、测量或以其他方式确定马达16、发电机32、环形齿轮26、中心齿轮28、行星齿轮架总成30和驱动轴50的相应的扭矩τ。在正常的操作条件下,假设马达16和发电机32传递请求的扭矩,那么车轮处实际的驱动轴扭矩可表示为如下:
其中,T1是从副轴到环形齿轮轴的齿轮速比,T2是从马达轴到副轴的齿轮速比,Tg是从驱动轴到副轴的齿轮速比,ρ是从发动机到发电机的齿轮速比。Jmot_lumped是马达的转子、环形齿轮和所有齿轮的集中转动惯量,Jmot_lumped由下式表示:
然而,当行星齿轮组24中的锁定发生且未被检测到时,实际的车轮扭矩可与命令的车轮扭矩不同。当环形齿轮26、中心齿轮28和行星齿轮架总成30的特定的相对速度导致齿轮啮合并“锁上”时,锁定发生,从而将扭矩从发动机18传递到变速器20。这可因来自发动机18的额外的扭矩输入而最终导致在车轮58处出现不期望的扭矩(正向或负向)。这还可引起不期望的阻力,因为EV模式下行星齿轮组24中的锁定将导致车辆的驾驶员经受来自动力传动系10的阻力和发动机18中的振动(因为发动机18作为摩擦负载旋转)。不期望的扭矩增加会导致下一次控制器12命令发动机18起动。当行星齿轮组24锁定且未检测到该锁定时,实际的车轮扭矩可表示为如下:
实际的车轮扭矩大于驾驶员命令的扭矩,这是因为在等式(3)中包括了行星齿轮组24中未检测到的锁定和附加项
为了减少或消除扭矩的过传递,根据本公开的各个实施例监视并检测行星齿轮组的锁定。有效地监测锁定还可帮助防止在车辆以EV模式操作时的阻力和振动。根据本公开的各个实施例的锁定检测还有助于在车辆以多个操作模式中的任一操作模式操作时进行监视和检测。
图2至图4提供了示出根据本公开的用于检测锁定和控制车辆的***或方法的操作的流程图。如本领域的普通技术人员将理解的,由流程图框表示的功能可由软件和/或硬件执行。根据具体的处理策略(诸如,事件驱动、中断驱动等),各种功能可按照与在附图中示出的顺序或次序不同的顺序或次序执行或者可被省略。类似地,尽管未明确示出,但是可重复执行一个或更多个步骤或功能。在一个实施例中,主要通过存储在计算机可读存储介质中的软件指令或代码来实现示出的功能,且示出的功能由用于控制车辆操作的基于微处理器的计算机或控制器执行。还应该理解的是,控制器12可以是单个车辆***控制器,或者单独的发动机控制模块、马达控制器、发电机控制器和/或电池控制器的组合。
参照图2,显示了示出用于在各种操作模式下检测和减缓行星齿轮锁定的***或方法的操作的流程图。传感器(未示出)感测信息并将信息传送给控制器12。根据具体的应用和实施方式,控制器12可通过一个或更多个传感器计算、推导或者以其他方式确定各种车辆操作参数。在步骤100处,检测或确定发动机、发电机和马达当前的运行速度。基于加速踏板位置、马达中的可用功率、电池荷电状态及本领域已知的其他因素计算目标发动机速度。还确定发动机和发电机的相应的扭矩。还确定动力传动系当前的操作模式。代表性的操作模式可包括例如发动机起动模式、发动机运行模式、发动机减速(ramp-down)模式和纯电动(EV)模式,在EV模式下,发动机被禁用,仅通过电池和马达驱动车辆。在这些确定之后,在102处确定行星齿轮组24的环形齿轮26的速度。基于车辆的操作模式和环形齿轮的速度,可执行不同的锁定检测和减缓方法。
在104处,确定车辆是否正在以EV模式操作。当车辆正在以EV模式操作时,在106处执行锁定检测和减缓。如果车辆不是以EV模式操作,则在108处确定发动机是否正在起动,如果发动机正在起动,则在110处执行针对发动机起动模式的锁定检测和减缓。如果车辆不是以发动机起动模式操作,则在112处确定车辆是否正在以发动机运行模式运行,如果车辆正在以发动机运行模式运行,则在114处执行针对发动机运行模式的锁定检测和减缓。在116处,确定车辆是否正在以发动机减速模式运行,如果车辆正在以发动机减速模式运行,则在118处执行针对发动机减速模式的锁定检测和减缓。该过程终止于120处,并在整个车辆操作期间作为一个整体重复进行,从而控制器不断地确定在行星齿轮组中是否存在锁定,并根据车辆的操作模式减缓该锁定。
参照图3,示出了用于在车辆以EV模式操作时检测行星齿轮组24中的锁定的***。在EV模式下,发动机18被禁用,电池14和马达16在没有来自发动机18的帮助的情况下电驱动牵引车轮58。为了在EV模式下检测行星齿轮锁定,在130处确定期望的发电机速度。基于行星齿轮速比将发电机32的速度与环形齿轮26的速度相关联。具体地,可如下确定期望的发电机速度:
其中,ρ是中心齿轮28和环形齿轮26之间的行星齿轮速比。
基于期望的发电机速度,可在132处检测锁定。如果实际的发电机速度和期望的发电机速度之间的差异大于校准值或阈值,则满足在行星齿轮组24中存在锁定的条件。如果检测到锁定,则在步骤134处,控制器12仅命令EV操作模式,其中,发电机32被禁用。然后,控制***在136处返回,以确保检测和减缓方法始终贯穿于车辆在EV模式下的整个操作。
可以以不同的方式禁用发电机32。例如,可从电池14施加与发电机32内的磁体异相的电压。这在被称为磁场减弱的过程中本质上抵消了部分磁场。当车辆正在以EV模式操作时,磁场减弱优选地用于在车辆速度较高时“主动地”禁用发电机,而在车辆速度较低时优选地使用“被动”禁用。在发电机的被动禁用中,可打开连接到发电机32的逆变器中的开关,以防止发电机32被电驱动。应该理解的是,当发动机18在整个EV操作模式期间被禁用时,如果发动机18事实上正在错误地操作,则控制器12可发送进一步的信号以命令发动机***用。发动机18的禁用可因控制器12阻止燃料进入发动机18的燃烧室而发生。
参照图4,显示了示出根据本公开的各个实施例的用于检测和减缓行星齿轮锁定的***或方法的操作的流程图。该策略可用于非EV操作模式,例如,发动机起动模式、发动机运行模式和发动机减速模式。车辆内的传感器与控制器12通信,以在140处确定发动机加速度(ae)和发电机加速度(ag)。利用发电机加速度在142处如下计算期望的发动机加速度(ae_exp):
其中,Jeng&carrier是发动机18和行星齿轮架总成30的集中转动惯量,Teng2gen是发动机和发电机之间经由行星齿轮组的齿轮速比,τg是发电机扭矩,Jgen&sun是发电机32和中心齿轮28的集中转动惯量。如果车辆正在以发动机18向车轮58提供扭矩的发动机运行模式操作,则可如下计算期望的发动机加速度:
其中,τe是发动机的扭矩。
在144处继续进行锁定检测,在144中,在发动机加速度和期望的发动机加速度之间进行比较。具体地,在发动机加速度的绝对值和期望的发动机加速度的绝对值之间进行比较,比较发动机加速度的绝对值和期望的发动机加速度的绝对值之间的差异是否大于第一校准值或第一阈值(|ae|-|ae_exp|>cal1)或者比较发动机加速度的绝对值是否大于期望的发动机加速度的绝对值(|ae|>|ae_exp|)。还在发动机速度和环形齿轮速度之间进行比较。与发动机加速度的比较相结合,发动机速度和环形齿轮速度之间的差异的绝对值小于第二阈值(|ωe-ωring|<cal2)指示在齿轮组中存在锁定。如果该步骤产生“否”的结果,则控制***继续进行到步骤148,否则控制***继续进行到步骤150。在步骤148处,与步骤144类似,在环形齿轮速度和发动机速度之间进行比较。此外,如果发动机速度和预期的发动机速度之间的差异的绝对值超过第四阈值(|ωe-ωe_target|>cal4),并且发电机扭矩的绝对值超过第五阈值(|τg|>cal5),则在齿轮组中存在锁定。在步骤148处,应该理解的是,代替使用发动机速度比较的绝对值或扭矩比较的绝对值,这些比较可分开进行并可与负的阈值或正的阈值相比较,这取决于发动机是比预期更快地旋转还是比预期更慢地旋转。如果从步骤144或者从步骤148检测锁定,则通过前述方法在150处禁用发电机。在152处,控制器12仅命令EV操作,其中,发动机18通过前述方法被禁用。这允许车辆的车轮58在没有来自发动机18的帮助的情况下通过电池14和马达16被驱动,从而防止由于行星齿轮组24中的锁定而导致来自发动机18的任何扭矩增加。
如以上所示出和描述的,根据本公开的实施例可提供与行星齿轮组锁定检测相关的各种优点,包括例如在更广泛的操作条件(例如,当车辆以低速操作时或者当车辆驻车时)下提供更稳健的检测。根据本公开的各个实施例的锁定检测及作为响应对发动机和/或发电机的控制减少或防止了在车辆车轮处扭矩的过传递。有效地监测锁定还可减少或防止在车辆以EV模式操作时的阻力和振动,并可提高车辆的总体操作效率。
尽管已经详细描述了最佳实施方式,但是熟悉本领域的技术人员将认识到权利要求的范围内的各种替代设计和实施例。尽管各个实施例可能已被描述为提供优点或者在一个或更多个预期的特性方面优于其他实施例,但是本领域技术人员应该意识到,一个或更多个特性可被折衷,以实现预期的***属性,预期的***属性取决于具体的应用和实施方式。这些属性包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外观、包装、尺寸、维护保养方便性、重量、可制造性、装配容易性等。在此被描述为在一个或更多个特性方面不如其他实施例或现有技术的实施方式的实施例并不在本公开的范围之外,并且可被期望用于具体的应用。
Claims (13)
1.一种用于控制混合动力车辆的方法,所述混合动力车辆具有结合到传动系的发动机和牵引马达,所述传动系包括发电机及具有环形齿轮的行星齿轮组,所述方法包括:
至少基于下述条件禁用发电机:
发动机加速度和期望的发动机加速度之间的差异超过第一阈值;
发动机速度和环形齿轮速度之间的差异小于第二阈值,指示在行星齿轮组中存在锁定。
2.如权利要求1所述的方法,其中,发电机结合到行星齿轮组并电连接到牵引马达,所述方法还包括:当指示在行星齿轮组中存在锁定时,禁用发动机。
3.如权利要求1所述的方法,其中,禁用发电机包括至少基于下述条件禁用发电机:
发动机速度和目标发动机速度之间的差异超过第三阈值;
发电机扭矩超过第四阈值。
4.如权利要求1所述的方法,所述方法还包括:在发电机被禁用时,从牵引马达向车辆的车轮传递扭矩。
5.如权利要求1所述的方法,其中,禁用发电机包括:向转子施加与发电机中的磁体异相的电压。
6.如权利要求1所述的方法,其中,禁用发电机包括:打开控制发电机的配电的开关。
7.一种用于控制车辆的动力传动系的***,所述***包括:
发动机;
行星齿轮组,具有环形齿轮并结合到发动机,用于在第一操作模式下将扭矩分配给牵引车轮;
发电机,结合到行星齿轮组;
牵引马达,电连接到发电机,用于在发动机被禁用的第二操作模式下向牵引车轮提供动力;以及
***控制器,基于下述条件禁用发动机和发电机中的至少一个:
在第一操作模式下,发动机加速度大于期望的发动机加速度,并且发动机速度和环形齿轮速度之间的差异小于第一阈值;以及
在第二操作模式下,发电机速度和期望的发电机速度之间的差异超过第二阈值。
8.如权利要求7所述的***,其中,***控制器基于下述条件在第一操作模式下禁用发电机:
发动机速度和目标发动机速度之间的差异超过第三阈值;
发电机扭矩超过第四阈值。
9.如权利要求7所述的***,其中,***控制器通过阻止燃料进入发动机的燃烧室来禁用发动机。
10.如权利要求7所述的***,其中,***控制器通过向转子施加与转子中的磁体异相的电压来禁用发电机。
11.如权利要求7所述的***,其中,***控制器禁用发电机,禁用发电机包括:打开控制发电机的配电的开关。
12.如权利要求7所述的***,其中,在发动机和发电机中的一个被禁用时,牵引马达向牵引车轮提供动力。
13.如权利要求7所述的***,其中,在第一操作模式下,牵引马达向牵引车轮提供动力。
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US38824810P | 2010-09-30 | 2010-09-30 | |
US61/388,248 | 2010-09-30 | ||
US13/242,691 | 2011-09-23 | ||
US13/242,691 US8535201B2 (en) | 2010-09-30 | 2011-09-23 | Method and strategy to detect the lock-up of planetary gear in power split hybrid vehicles |
PCT/US2011/054252 WO2012044948A1 (en) | 2010-09-30 | 2011-09-30 | Method and strategy to detect the lock-up of planetary gear in power split hybrid vehicles |
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CN103153664A CN103153664A (zh) | 2013-06-12 |
CN103153664B true CN103153664B (zh) | 2016-01-20 |
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CN (1) | CN103153664B (zh) |
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JP7087700B2 (ja) * | 2018-06-12 | 2022-06-21 | トヨタ自動車株式会社 | 宿泊型車両管理装置、宿泊型車両管理システム、および宿泊型車両 |
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US9180874B2 (en) | 2015-11-10 |
US8535201B2 (en) | 2013-09-17 |
US20120053010A1 (en) | 2012-03-01 |
US20140031169A1 (en) | 2014-01-30 |
CN103153664A (zh) | 2013-06-12 |
WO2012044948A1 (en) | 2012-04-05 |
DE112011103334T5 (de) | 2013-07-25 |
DE102011083829A1 (de) | 2012-04-05 |
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