CN103386985A - 用于变速器换档期间的发动机爆发控制的***和设备 - Google Patents
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Abstract
一种车辆,包括发动机、电机、变速器和至少一个控制器。所述至少一个控制器响应于导致发动机速度超过预定速度的变速器换档而命令电机的电流变化,使得发动机速度降低到目标速度以避免发动机爆发。
Description
本申请要求于2012年5月7日提交的第61/643,688号美国临时申请的权益并要求于2012年9月13日提交的第13/614,013号美国申请的优先权,这两个申请公开的全部内容通过引用被包含于此。
技术领域
本公开涉及在变速器换档期间对发动机爆发(engine flare)的控制。
背景技术
车辆制造商正在开发混合动力车辆以满足对燃料效率更高的车辆的需求。混合动力车辆的一种构造可被称为模块化混合动力变速器(MHT)车辆设计。在所谓的MHT车辆中,电机夹在传统的自动有级变速器和发动机之间。电机连接到变速器叶轮或输入轴。发动机利用分离离合器选择性地与变速器分离。分离离合器允许仅通过电力驱动车辆,允许车辆处于利用电机和发动机两者推进车辆的混合动力模式下,或者允许车辆处于仅通过内燃发动机推进车辆的纯发动机模式下。
随着混合动力车辆已被开发成利用发动机和马达两者来驱动车辆变速器,大多数混合动力***通过位于驱动源和变速器之间的离合器与变速器相互作用。对位于驱动源之间以及变速器内的各种离合器的控制使控制机构变得复杂,并且在传动系中动力分配调节期间随着离合器的接合和分离而会使效率和驾驶性能降低。
发明内容
一种车辆包括发动机、电机、变速器和至少一个控制器。所述至少一个控制器响应于导致发动机速度超过预定速度的变速器换档而命令电机的电流变化,使得发动机速度降低。所述至少一个控制器还可控制电机的电流变化速率,以控制发动机速度的降低速率。对于变速器升档,所述预定速度可大于升档开始时的变速器速比与变速器的输出轴速度的乘积。对于变速器降档,所述预定速度可大于降档结束时的变速器速比与变速器的输出轴速度的乘积。所述车辆还可包括被构造成将发动机和电机机械地结合的离合器。
一种用于控制发动机的方法包括:响应于导致发动机速度超过大于目标速度的预定速度的变速器换档,命令电机的电流变化,使得发动机速度降低到目标速度。所述方法还可包括:控制电机的电流变化速率,以控制发动机速度的降低速率。对于变速器升档,所述目标速度可近似等于升档开始时的变速器速比与变速器的输出轴速度的乘积。对于变速器降档,所述目标速度可近似等于降档结束时的变速器速比与变速器的输出轴速度的乘积。
一种车辆包括发动机、电机、变速器和至少一个控制器。所述至少一个控制器响应于导致发动机速度超过大于目标速度的预定速度的变速器换档而命令电机的电流变化,使得发动机速度恢复到目标速度。所述至少一个控制器还可控制电机的电流变化速率,以控制发动机速度恢复到目标速度的速率。对于变速器升档,所述目标速度可近似等于升档开始时的变速器速比与变速器的输出轴速度的乘积。对于变速器降档,所述目标速度可近似等于降档结束时的变速器速比与变速器的输出轴速度的乘积。所述车辆还可包括被构造成将发动机和电机机械地结合的离合器。
附图说明
图1示出了模块化混合动力变速器传动系的框图;
图2示出了用于图1的模块化混合动力变速器的控制算法的框图;
图3A至图3C示出了升档期间的爆发控制的图形;
图4A至图4C示出了降档期间的爆发控制的图形。
具体实施方式
在此描述本公开的实施例。然而,应该理解的是,公开的实施例仅仅是示例,其他实施例可采取各种形式及替代的形式。附图未必合乎比例;一些特征可能会被夸大或最小化,以显示特定组件的细节。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可能是具体应用或实施方式所需要的。
换档的扭矩传递阶段是指当即将分离的保持元件(离合器)的扭矩容量减小同时即将接合的保持元件(离合器)的扭矩容量增加时。如果即将接合的离合器的扭矩容量低于换档的扭矩传递阶段期间所期望的扭矩容量,则将出现发动机爆发。对于升档而言,爆发是指当发动机速度超过某个阈值时,该阈值大于输出轴速度与换档开始时的齿轮速比的乘积,或者对于降档而言,爆发是指当发动机速度超过某个阈值时,该阈值大于输出轴速度与换档结束时的齿轮速比的乘积。驾驶员将觉察到过高的发动机速度,并且这降低了感觉到的换档质量。
增加即将接合的离合器的扭矩容量或者减小发动机扭矩是目前处理爆发的两种方法。修改离合器的扭矩容量会影响输出扭矩,这是驾驶员容易觉察到的。快速减小发动机扭矩需要点火控制,这会影响燃料经济性和排放并且具有其他限制。使用节气门来减小发动机扭矩的响应时间长。因此,需要更好的方法来控制换档期间的爆发。
利用MHT(模块化混合动力变速器)硬件,如果发动机正被用于施加传动系扭矩,则分离离合器将在换档事件期间被锁止。这意味着电动马达可用于将负荷(负扭矩)施加在发动机上以减少发动机爆发。马达的响应将快速作用,而没有当使用减小发动机扭矩的其他方法时出现的负面影响,例如,点火延迟。
在换档的扭矩传递阶段,控制策略监测发动机速度,并检测在大于目标发动机速度的阈值以上的增加值。对于升档而言,目标发动机速度是输出轴速度与换档开始时的齿轮速比的乘积。对于降档而言,目标发动机速度是输出轴速度与换档结束时的齿轮速比的乘积。发动机爆发错误状态是指在换档的扭矩传递阶段发动机速度超过目标发动机速度与一个小的阈值之和时。控制策略监测发动机加速度以及发动机速度与目标发动机速度之间的差异。控制策略施加负的马达扭矩,以将发动机速度和加速度控制在期望范围(profile),从而使实际的发动机速度与目标发动机速度相配。
闭环控制可用于将电动马达的扭矩调节至合适的水平,以减少发动机爆发。对于给定的电机,提供给电机的电流和电机扭矩之间的关系是已知的。这允许控制策略命令电机电流实现目标电机扭矩。闭环控制将减小实际的发动机速度与由速比和输出轴速度计算得出的目标发动机速度(期望值)之间的差异。闭环控制将基于发动机加速度以及发动机速度与目标发动机速度之间的差异控制电机电流,从而控制电机扭矩。
另一解决方案是除通过闭环控制器应用电机扭矩之外还应用前馈电机扭矩,以更好地抵消过量的发动机扭矩。电流和电动马达扭矩之间的关系是众所周知的。组件的随发动机速度加速的惯性和质量也是已知的。随着发动机速度加速,可计算使发动机加速至目标发动机速度以上的过量的发动机扭矩。通过将合适的电流施加到电动马达以抵消这一过量的发动机扭矩,所述过量的发动机扭矩可用作前馈控制。通过这些计算,闭环控制将处理扭矩估计的任何误差。
在扭矩传递阶段,用于电动马达的示例性控制策略还可使用基于发动机速度和发动机加速度的简单的比例控制器。马达扭矩可以是发动机加速度和发动机速度的函数。发动机加速得越快,将需要的负的电动马达扭矩越多,以使发动机速度恢复到期望水平。一旦发动机加速度变负,电动马达扭矩便可控制发动机速度的降低速率。
在一个示例中,一种车辆包括发动机、电机、变速器、被构造成将发动机和电机机械地结合的离合器以及至少一个控制器,所述至少一个控制器被配置为:响应于导致发动机速度超过预定阈值的变速器换档,命令电机的电流变化,使得发动机速度降低以避免发动机爆发。
现在参照图1,示出了用于混合动力电动车辆的示例性模块化混合动力变速器(MHT)***10的框图。MHT***10包括内燃发动机12、分离离合器14、电机16、变矩器18和变速器20。当然,其他构造也是可能的。发动机12具有输出轴22,输出轴22可通过分离离合器14连接到电机16的输入轴24以及与输入轴24分离。电机16的输出轴28连接到变速器20。
现在参照图2,控制算法的框图描述了用于检测和控制发动机爆发的步进控制程序(块中的星号表示“乘以”,“TGT”表示“目标”)。换档开始(40),确定车辆是否处于换档的扭矩传递阶段(42)。如果否,则进行标准的电动马达控制(44)。如果是,则控制器确定是否为升档(46)。如果是,则控制器通过将速比[之前的档位]乘以输出轴速度来计算目标发动机速度(48)。如果否,则控制器通过将速比[新的档位]乘以输出轴速度来计算目标发动机速度(50)。
然后,控制器确定发动机速度与目标发动机速度和任何阈值之和的比较结果(52)。如果在换档时检测到发动机爆发(54),则控制器利用发动机加速度和惯性计算前馈马达扭矩(56),并利用发动机速度与目标发动机速度之差作为最小误差计算反馈(闭环)马达扭矩(58)。然后,控制器确定马达是否能够传递期望的扭矩(60)(检查电池的荷电状态和马达的其他运行状况)。如果是,则控制器利用电流与马达扭矩之间关系的信息施加计算出的前馈马达扭矩和闭环马达扭矩(62)。如果否,则控制器利用电动马达施加尽可能多的前馈扭矩和闭环扭矩(64),并使用标准的防爆发控制来减少没有通过电动马达抵消的爆发(66)。
现在参照图3A至图3C以及图4A至图4C,图3A至图3C示出了在升档期间的爆发控制,图4A至图4C示出了在降档期间的爆发控制。图3A和图4A示出了实际的即将接合的离合器的压力(或扭矩容量)、期望的即将接合的离合器的压力(或扭矩容量)以及即将分离的离合器的压力(或扭矩容量)。期望的即将接合的离合器的压力(或扭矩容量)是用于在换档的扭矩传递阶段防止发动机爆发所需要的离合器压力(或扭矩容量)。发动机扭矩超过即将接合的离合器的实际扭矩容量与即将分离的离合器的实际扭矩容量之和将导致发动机速度增加。
图3A和图4A示出了实际的即将接合的离合器的压力(或扭矩容量)低于期望的即将接合的离合器的压力(或扭矩容量)。图3B和图4B示出了发动机速度、爆发阈值、速比[之前的档位]与输出轴速度的乘积或者速比[新的档位]与输出轴速度的乘积。图3B和图4B还示出了在换档的扭矩传递阶段实际的即将接合的离合器的压力(或扭矩容量)低于期望的即将接合的离合器的压力(或扭矩容量)将导致发动机速度增加。发动机速度继续增加,直到达到发动机爆发检测阈值并且发动机速度的增加被确定为发动机爆发为止。
对于如图3A至图3C中示出的升档,目标发动机速度是输出轴速度与换档开始时的齿轮速比的乘积。对于如图4A至图4C中示出的降档,目标发动机速度是输出轴速度与换档结束时的齿轮速比的乘积。图3C和图4C示出了用于消除发动机爆发并控制发动机速度和加速度而施加的电动马达扭矩。图3B和图4B示出了根据发动机加速度而施加电动马达扭矩,还示出了发动机速度和目标发动机速度之间的差异。当发动机快速加速时,电动马达扭矩将增加。随着发动机速度开始朝着目标发动机速度降低,电动马达扭矩基于发动机减速度的值以及发动机速度与目标发动机速度之间的差异而减小。闭环控制调节电动马达扭矩以将发动机速度和加速度控制在期望范围,从而实现目标发动机速度。图3B和图4B示出了在施加电动马达扭矩之后发动机爆发消除。
在此公开的过程、方法或算法可被传送到处理装置、控制器或计算机/通过处理装置、控制器或计算机实现,所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或者专用的电子控制单元。类似地,所述过程、方法或算法可以以多种形式被存储为可被控制器或计算机执行的数据和指令,所述多种形式包括但不限于永久地存储在非可写存储介质(诸如,ROM装置)上的信息以及可变地存储在可写存储介质(诸如,软盘、磁带、CD、RAM装置以及其他磁介质和光学介质)上的信息。所述过程、方法或算法还可被实现为软件可执行对象。可选地,所述过程、方法或算法可利用合适的硬件组件(诸如,专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其他硬件组件或装置)或者硬件、软件和固件组件的结合被整体或部分地实现。
尽管在上面描述了示例性实施例,但是这些实施例并不意在描述了权利要求所包含的所有可能的形式。在说明书中使用的词语是描述性词语而非限制性词语,应该理解的是,在不脱离本公开的精神和范围的情况下,可进行各种改变。如前所述,各个实施例的特征可被结合,以形成未被明确描述或示出的本发明的进一步的实施例。尽管各个实施例可能已被描述为提供优点或者在一个或多个期望的特性方面优于其他实施例或现有技术的实施方式,但是本领域普通技术人员应该认识到,一个或多个特点或特性可被折衷,以实现期望的整体***属性,期望的整体***属性取决于具体的应用和实施方式。这些属性可包括但不限于成本、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、易装配性等。因此,被描述为在一个或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,并且可被期望用于特定的应用。
Claims (5)
1.一种车辆,包括:
发动机;
电机;
变速器;以及
至少一个控制器,被配置为:响应于导致发动机速度超过预定速度的变速器换档,命令电机的电流变化,使得发动机速度降低。
2.如权利要求1所述的车辆,其中,所述至少一个控制器还被配置为:控制电机的电流变化速率,以控制发动机速度的降低速率。
3.如权利要求1所述的车辆,其中,所述变速器包括输出轴,其中,对于变速器升档,所述预定速度大于升档开始时的变速器速比与输出轴速度的乘积。
4.如权利要求1所述的车辆,其中,所述变速器包括输出轴,其中,对于变速器降档,所述预定速度大于降档结束时的变速器速比与输出轴速度的乘积。
5.如权利要求1所述的车辆,所述车辆还包括被构造成将发动机和电机机械地结合的离合器。
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