CN103889803B - 用于电力可变变速器的换挡执行控制*** - Google Patents
用于电力可变变速器的换挡执行控制*** Download PDFInfo
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- CN103889803B CN103889803B CN201280048263.9A CN201280048263A CN103889803B CN 103889803 B CN103889803 B CN 103889803B CN 201280048263 A CN201280048263 A CN 201280048263A CN 103889803 B CN103889803 B CN 103889803B
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Classifications
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- 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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- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
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- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6609—Control of clutches or brakes in torque split transmissions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- 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
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- Mechanical Engineering (AREA)
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Abstract
一种在挡位变换操作期间控制具有电力可变变速器的车辆的第一电动马达和第二电动马达(EMA,EMB)的***和方法。该***和方法确定被执行的换挡类型,确定在所述换挡期间是应用还是松开第一离合器(CB1),确定在所述换挡期间是应用还是松开第二离合器(C2),基于所执行的换挡和所应用和/或松开的是哪个离合器,确定所述输入轴的加速度(Ni)极限值,基于所执行的换挡、所应用和/或松开的是哪个离合器、和所述加速度极限值,确定加速度和速度分布曲线,基于所述加速度和速度分布曲线,确定第一电动马达转矩和第二电动马达转矩,并将所述第一电动马达的转矩和第二电动马达的转矩设定为所确定的第一电动马达转矩和第二电动马达转矩。
Description
相关申请的交叉引用
本申请要求2011年7月29日递交的第61/513,150号美国临时申请的权益。
技术领域
本公开涉及机动车变速器的控制,具体涉及一种用于控制电力可变变速器的换挡执行控制***和方法。
背景技术
当前的一些混合电力可变变速器的特征在于,利用多个离合器和齿轮组与内燃机联接的两个电动马达。在某些时候,期望严格地以电动模式或混合模式来操作变速器,在混合模式下,内燃机和一个或两个马达同时进行操作。控制多个参数,如离合器、引擎转矩和马达转矩、电池功率电平和用途、效率和在各种齿轮和驱动模式之间的平滑切换、燃料经济性、操作成本效率等形成了许多操作控制挑战。
因此,依然需要持续的改进混合电力可变变速器的操作控制。
发明内容
以一种形式,本公开提供了一种在变速器换挡操作期间控制具有电力可变变速器的车辆的第一电动马达和第二电动马达的方法。该方法包括:使用处理器执行如下步骤:确定被执行的换挡类型;确定在所述换挡期间是应用还是松开第一离合器;确定在所述换挡期间是应用还是松开第二离合器;基于所执行的换挡和所应用和/或松开的是哪个离合器,确定加速度极限值;基于所执行的换挡、所应用和/或松开的是哪个离合器、和所述加速度极限值,确定加速度分布曲线和速度分布曲线;基于所述加速度分布曲线和速度分布曲线,确定第一电动马达转矩和第二电动马达转矩;将所述第一电动马达的转矩设定为所确定的第一电动马达转矩;以及将所述第二电动马达的转矩设定为所确定的第二电动马达转矩。
本公开还提供了一种用于在变速器换挡操作期间控制具有电力可变变速器的车辆的第一电动马达和第二电动马达的控制器。该控制器包括处理器,所述处理器被编程以执行以下操作:确定被执行的换挡类型;确定在所述换挡期间是应用还是松开第一离合器;确定在所述换挡期间是应用还是松开第二离合器;基于所执行的换挡和所应用和/或松开的是哪个离合器,确定加速度极限值;基于所执行的换挡、所应用和/或松开的是哪个离合器、和所述加速度极限值,确定加速度分布曲线和速度分布曲线;基于所述加速度分布曲线和速度分布曲线,确定第一电动马达转矩和第二电动马达转矩;将所述第一电动马达的转矩设定为所确定的第一电动马达转矩;且将所述第二电动马达的转矩设定为所确定的第二电动马达转矩。
从下文所提供的详细的描述、附图和权利要求中,本公开的其他应用领域将变得显而易见。应理解,包括所公开的实施方式的详细描述和附图实质上仅仅是示例性的,仅出于说明的目的,而不旨在限制本发明的范围、应用或用途。因此,不脱离本发明的主旨的变型在本发明的范围内。
附图说明
图1为用于具有电力可变变速器的车辆的驱动***的水平图的图示;
图2为用于根据本发明的车辆的示例性驱动循环的图示;
图3为描述在图2中示出的各种驱动循环点的表格;
图4为用于根据本公开的第一换挡的换挡执行控制过程的流程图;
图5为用于根据本公开的第二换挡的换挡执行控制过程的流程图;
图6为用于根据本公开的第三换挡的换挡执行控制过程的流程图;
图7为用于根据本公开的第四换挡的换挡执行控制过程的流程图;
图8为用于根据本公开的第五换挡的换挡执行控制过程的流程图;
图9为车辆动力***的一部分的框图,该车辆动力***包含用于执行本文所公开的方法的控制器。
具体实施方式
2010年9月15日递交的标题为“Multi-Speed Drive Unit”的序列号为12/882,936的美国专利申请(“936申请”)(Chrysler代理人案号708496US1)公开了多种复合-输入电力可变变速器(“EVT”),其通过引用并入本文。2011年7月22日递交的标题为“Clutch System for a Transmission”的序列号为13/188,799的美国专利申请(Chrysler代理人案号708578US1)公开了一种离合器***,其可被用在如“936申请”的多速驱动单元中以形成用于驱动单元的两个干式“离合器”驱动***,且其与DDCT(干式双离合变速器)类似,该公开通过引入并入本文。图1为这种驱动***10的示例性水平图。
如在图1中所示,驱动***10包括由第一杠杆L1表示的第一行星齿轮组和由第二杠杆L2表示的第二行星齿轮组。第一行星齿轮组的环形齿轮R1通过输入轴12与内燃机ICE连接。第一行星齿轮组的太阳齿轮S1与两个离合器CB1、C2连接。在示出的示例中,第一离合器CB1为制动机构,当其被触发时,该制动机构使太阳齿轮S1连接至驱动单元的驱动桥箱。当该第二离合器C2被触发时,第二离合器C2使太阳齿轮S1连接至引擎。当离合器CB1、C2同时被触发时,形成输入制动。
行星齿轮组的托架通过主轴14进行连接。第二行星齿轮组的太阳齿轮S2连接至第一电动马达EMA。第二行星齿轮组的环形齿轮R2通过马达减速器(“MSR”)16与第二电动过马达EMB连接。第二行星齿轮组的环形齿轮R2还连接至输出轴18。马达减速器16控制在第二电动马达EMB和输出轴18之间的速度比。
“936申请”公开了三种输入比率。在触发第一离合器CB1的同时,停用第二离合器C2而形成第一比率。在停用第一离合器CB1的同时,触发第二离合器C2而形成第二比率。第三比率为通过触发第一离合器CB1和第二离合器C2而形成的输入制动。
图2为用于包括图1的驱动***10和根据本公开的受控的车辆的示例性驱动循环的图示。在该示例中,车辆从停止开始进行加速、高速行进,然后制动停止。驱动循环的各个点和切换点在图3所示的表中列出。
在该循环期间,***10进入不同的模式以将所需的来自电动马达和/或引擎的输出功率传递给输出轴。选择这些模式是为了最佳的燃料经济性和驱动质量。***10将以下列模式进行操作:输入制动电动车辆(“IB-EV”)、低速驱动电动车辆(“UD-EV”)、高速驱动电动车辆(“OD-EV”)、低速驱动引擎运行(“UD-EO”)、高速驱动引擎运行(“OD-EO”)和空档(N)。如在图3的表中所示,存在多个点和多个模式:在没有引擎协助的情况下电动马达推进车辆(例如,点A);在有引擎协助的情况下电动马达推进车辆(例如,点D至点E);或者电动马达提供再生式制动(例如,点G)。
应用的离合器CB1和离合器C2(即,被接合或被触发)以执行IB-EV模式。应用第一离合器CB1而不应用第二离合器C2(即,被松开或被停用),以执行UD-EV模式和UD-EO模式。不应用第一离合器CB1而应用第二离合器C2以执行OD-EV模式和OD-EO模式。在空档模式下,离合器CB1和离合器C2将被松开。应理解,本公开涉及作为制动离合器的第一离合器CB1,但本公开不限于制动离合器;如在936申请中所示,多个离合器或同步装置可被用在***10中。
本公开的一些方面被设计成在执行换挡(即,IB-EV到OD-EV,IB-EV到UD-EV,UD-EO到OD-EO,OD-EO到UD-EO,OD-EV到IB-EV,UD-EV到IB-EV等)期间控制驱动***,例如,在图2的点B、点D、点E和点G发生的事件。文中所公开的一些方面将计算组件限制,并给出驾驶员感觉不到的平滑换挡所需要的马达转矩指令和离合器转矩指令。文中所描述的换挡执行控制方法是在驱动***中的控制器或者编程处理器上实现的。在一个优选的执行方式中,文中所描述的方面将被执行作为如在2011年7月29日递交的标题为“Engine Start Control System for an Electrically Variable Transmission”的第61/513,061号美国申请(Chrysler代理人案号708620US1)中所描述的监视型混合电动车辆控制器902(图9)的一部分,其通过引用并入本文。
通常,变速器换挡主要涉及改变引擎(输入轴12,输入速度Ni)与主行星齿轮架(行星齿轮架速度Npc)之间的齿轮比。为此,主行星齿轮架和第一电动马达EMA的速度必须上升或下降。然而,齿轮架轴的加速度必须在各种混合***的约束条件内(如,马达转矩极限值,离合器转矩极限值和电池功率极限值),同时保持某些关键驱动质量参数(如,输出轴加速度/加加速度)在合理的极限值内。
待被执行的换挡的类型可以根据换挡类型和各种基于事件的触发(例如,环境温度、电池温度、马达温度等)而改变。如下面更为详细地讨论的,根据本公开的三个不同的主要换挡类型包括(1)带有输入转矩Ti控制的离合器到离合器换挡,(2)带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制的离合器到离合器换挡,以及(3)带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制的同步换挡。
通常地,通过改变输入速度Ni获得带有输入转矩Ti控制的离合器到离合器换挡。主要受控参数为输入转矩Ti、第一离合器转矩TCB1、第二离合器转矩TC2和电池功率Pbatt。该换挡在电池/马达受限操作期间发生,并且具有最小的第一马达转矩Ta变化、最小的第二马达转矩Tb变化和最小的电池功率Pbatt变化的优点。
带有输入转矩Ti控制换挡事件的离合器到离合器换挡是基于某些已知事件触发而执行的,如果基于第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt执行该某些已知事件触发,那么其通常会引发不良换挡。一种示例情况将会涉及真正寒冷环境和电池温度,这将导致严重受限的电池功率极限值。受限的电池功率极限值将会导致具有过长的持续时间的换挡,这可能会影响离合器的使用寿命和换挡质量。因此,在带有输入转矩Ti控制的离合器到离合器换挡中的重要受控参数是电池功率Pbatt和可允许的输出转矩工作环境,这将决定受控转矩(即,输入转矩Ti、第一离合器转矩TCB1、第二离合器转矩TC2)将会导致什么情况。
对于带有输入转矩Ti控制换挡事件的离合器到离合器换挡的控制策略可以分为三个关键状态:(1)计算输入加速度极限值;(2)生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度以及所需的输入速度Ni和输入加速度的分布曲线;和(3)生成离合器转矩Tc1、离合器转矩Tc2、引擎转矩To和马达转矩Ta、马达转矩Tb的指令。
基于混合***的组件约束条件,来计算输入加速度极限值。当前的马达速度被用来确定第一马达转矩Ta极限值和第二马达转矩Tb极限值。该当前的马达速度也被用来确定最大和最小引擎转矩极限值。电池功率Pbatt极限值是基于某些换挡校准来确定的,这可能导致命令第一马达转矩Ta和第二马达转矩Tb严格保持电池功率Pbatt,或者允许以某些基于事件的触发为中心的一定量的Pbatt偏差。
对于应用的离合器和松开的离合器,基于所预计的离合器转矩,来估算离合器极限值。然而,离合器转矩极限值取决于正讨论的离合器当前是否被应用或松开。图4示出了用于低速驱动到高速驱动换挡的过程400,其中,第一离合器CB1是松开的离合器,而第二离合器C2是应用的离合器。图5示出了用于高速驱动到低速驱动换挡的过程500,其中,第一离合器CB1是应用的离合器,而第二离合器C2是松开的离合器。对于应用的离合器而言,转矩上升速度极限值是基于一定的换挡校准(如,用于特定换挡状态的时间)而计算的。应用的离合器转矩极限值是基于控制器的循环速度和指定的转矩速度极限值来估算的。对于松开的离合器而言,执行类似的过程以确定离合器转矩极限值。考虑到上文指定的组件的转矩极限值和电池功率极限值,在步骤402和步骤502确定输入轴的加速度极限值。
基于算出的最终齿轮架速度Npc、在换挡结束时的输入轴速度Ni、最少的离合器能量损耗的路径和取决于换挡类型的某些换挡校准,生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度以及所需的输入速度Ni和输入加速度的分布曲线。生成所需的速度和加速度分布曲线,从而使得该分布曲线位于之前步骤中所计算出的加速度极限值之内。将所生成的速度和加速度分布曲线Npc_des、Ni、发送到引擎控制器和马达控制器,以计算所需的输入转矩Ti、第一马达转矩Ta和第二马达转矩Tb,从而保持和遵循所需的换挡分布曲线(其在下文被更详细地讨论)。
现在可以生成离合器转矩Tc1、离合器转矩Tc2、引擎转矩To和马达转矩Ta、马达转矩Tb的指令。基于在之前的步骤中计算出的所需的齿轮架加速度分布曲线,在上文解释的速度极限值之内,给出应用的离合器的转矩指令。基于在换挡期间由应用的离合器所承受的转矩和执行的换挡类型,根据图4和图5所示的对应的换挡等式,计算引擎、第一电动马达EMA和第二电动马达EMB、以及松开的离合器的最终转矩。
参照图4,对于低速驱动到高速驱动的换挡而言,第一离合器CB1是松开的离合器,第二离合器C2是应用的离合器。因此,离合器C2将成为这种换挡的驱动构件,且在步骤404,基于在步骤402算出的输入加速度极限值,来计算第二离合器的转矩TC2。在步骤406,通过输入转矩控制器确定最佳的输入转矩Ti。在步骤408,确定第一马达转矩Ta、第二马达转矩Tb和第一离合器转矩TC1,并将其发送给合适的控制器(如图9所示),从而保持所需的输出转矩To。
参见图5,对于高速驱动到低速驱动的换挡而言,第一离合器CB1是应用的离合器,第二离合器C2是松开的离合器。同样地,第一离合器CB1将成为这种换挡的驱动构件,且在步骤504,基于在步骤502算出的输入加速度极限值,来计算第一离合器的转矩TC1。在步骤506,通过输入转矩控制器确定最佳的输入转矩Ti。在步骤508,确定第一马达转矩Ta、第二马达转矩Tb和第二离合器转矩TC2,并将其发送给合适的控制器,从而保持所需输出转矩To。
现在转到第二种主要换挡类型,带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制的离合器切换式换挡通过改变主行星齿轮架速度Npc而实现。主控制参数是第一离合器转矩TCB1、第二离合器转矩TC2、第一马达转矩Ta和第二马达转矩Tb。该换挡发生在正常运行期间,用以保证换挡质量,同时保持最佳的引擎运行。
这种特定类型的换挡是在某些已知环境条件下执行的,用以帮助保持换挡质量。这种类型的换挡的主要优点在于,这种类型的换挡是基于保持在输入轴上的转矩而实行的。这允许换挡在不存在低效率的点火延迟的情况下发生,从而在换挡期间快速降低输入转矩。从***的角度看,这种换挡是最有效的可用换挡类型之一。这种换挡通过使用第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt来保证司机所要求的输出转矩To的准确性,从而帮助使输出转矩To保持在需要的水平上(或转矩具有允许的最小受控偏差)。这是可用换挡的最快类型,并且也对驾驶性能的影响最小。这种换挡是基于某些事件触发(例如,可用的电池功率极限值、电池电压、环境温度和组件温度等)而执行的。
对于带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制换挡事件的离合器到离合器换挡的控制策略可以分为三种关键状态:(1)计算行星齿轮架加速度极限值;(2)生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度分布曲线;和(3)生成离合器转矩Tc1、离合器转矩Tc2和马达转矩Ta、马达转矩Tb的指令。
行星齿轮架加速度极限值的计算是基于混合***的组件约束条件而执行的。当前的马达速度被用于确定第一马达转矩Ta极限值和第二马达转矩Tb极限值。对于应用的离合器和松开的离合器,基于所预估的离合器转矩,来估算离合器极限。离合器转矩极限值取决于所讨论的离合器当前是否被应用或松开。图6示出了用于低速驱动到高速驱动换挡的过程600,其中,第一离合器CB1是松开的离合器,而第二离合器C2是应用的离合器。图7示出了用于高速驱动到低速驱动换挡的过程700,其中,第一离合器CB1是应用的离合器,而第二离合器C2是松开的离合器。
对于正应用的离合器而言,转矩上升速度极限值是基于一定的换挡校准(如,用于特定换挡状态的时间)而计算的。应用的离合器转矩极限值是基于控制器的循环速度和指定的转矩速度极限值来估算的。对于松开的离合器而言,执行类似的过程以确定离合器转矩极限值。考虑到上文指定的组件的转矩极限值和电池功率极限值,在步骤602和步骤702确定主齿轮架轴的加速度极限值。
基于在换挡结束时计算的最终齿轮架速度Npc、最少的离合器能量耗损的路径和取决于换挡类型的某些换挡校准,生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度的分布曲线。生成所需的速度和加速度分布曲线,从而使得该分布曲线位于之前步骤中所算出的加速度极限值之内。所生成的速度Npc_des和加速度分布曲线被用于生成遵循所需的换挡分布曲线所需要的相应的开环/闭环马达转矩响应(在下面中被更详细地讨论)。
现在可以开始生成离合器转矩Tc1、离合器转矩Tc2和马达转矩Ta、马达转矩Tb的指令。基于所需的齿轮架加速度分布曲线,在上面解释的速度极限值之内,给出应用的离合器的转矩指令。基于在换挡期间由应用的离合器所承载的转矩和执行的换挡类型,根据图6和7所示的对应的换挡等式,计算第一电动马达EMA和第二电动马达EMB、以及松开的离合器的最终转矩。
参照图6,对于低速驱动到高速驱动的换挡而言,第一离合器CB1是松开的离合器,第二离合器C2是应用的离合器。因此,离合器C2将成为这种换挡的驱动构件,且在步骤604,基于在步骤602算出的行星齿轮架加速度极限值,来计算第二离合器的转矩TC2。在步骤606,确定第一马达转矩Ta、第二马达转矩Tb和第一离合器转矩TC1,并将其发送给合适的控制器,以保持所需的输出转矩To。
参见图7,对于高速驱动到低速驱动的换挡而言,第一离合器CB1是应用的离合器,第二离合器C2是松开的离合器。同样地,第一离合器CB1将成为这种换挡的驱动构件,且在步骤704,基于在步骤702算出的行星齿轮架加速度极限值,来计算第一离合器的转矩TC1。在步骤706,确定第一马达转矩Ta、第二马达转矩Tb和第二离合器转矩TC2,并将其发送给合适的控制器,从而保持所需输出转矩To。
现在转到第三种主要换挡类型,带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制的同步换挡,是通过松开的离合器,使用第一马达转矩Ta或第二马达转矩Tb来改变齿轮架输入速度,并连接已应用的离合器来实现的。当混合***远离多种转矩和功率的约束条件时,执行换挡以保持换挡质量。该换挡是易于可控的,无需高保真离合器观察仪模型,且提供良好的换挡质量。
通过松开第一离合器CB1和第二离合器C2以及使用第一电动马达EMA来改变主功率分配(powersplit)齿轮架轴到所需的齿轮架速度Npc,这种特定的换挡保持了输出转矩To的准确性,同时第二电动马达EMB响应并保持输出转矩To。这种换挡通常在混合***没有功率或转矩限制时,在较低的车辆速度下使用。
用于带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制换挡事件的同步换挡的控制策略可分为三种关键状态:(1)计算行星齿轮架加速度极限值;(2)生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度分布曲线;和(3)生成第一马达转矩Ta、第二马达转矩Tb的指令。
行星齿轮架加速度极限值的计算是基于混合***的组件的约束条件而执行的。当前的马达速度被用于确定第一马达转矩Ta极限值和第二马达转矩Tb极限值。现在将离合器转矩极限值取为零,以保证第一离合器CB1和第二离合器C2松开时的加速度极限值的计算。
基于在换挡结束时算出的最终齿轮架速度Npc、最少的离合器能量耗损的路径和取决于换挡类型的某些换挡校准,生成所需的行星齿轮架速度Npc_des和行星齿轮架加速度的分布曲线。生成所需的速度和加速度分布曲线,从而使得该分布曲线位于之前步骤中所算出的加速度极限值之内。所生成的速度Npc_des和加速度分布曲线被用于生成遵循所需的换挡分布曲线所需的相应的开环/闭环马达转矩响应(在下面中被更详细地讨论)
现在可以生成马达转矩Ta、马达转矩Tb的指令。基于在之前的步骤算出的所需的齿轮架加速度分布曲线,根据下面讨论的对应的换挡等式,计算第一电动马达EMA和第二电动马达EMB的最终转矩。对于IB-EV模式,第一离合器CB1和第二离合器C2被完全接合。这就允许保持功率分配设备的主齿轮架不动,这样,马达EMA和马达EMB能够帮助驱动车辆处于电动车辆运行状态。在电动车辆运行状态中,密切监视离合器转矩预估值和滑动速度,以保证两个离合器都不会打滑,并且以防止引擎空转。如果检测到一定量的滑动,离合器CB1、离合器C2都会被松开,并且第一电动马达转矩Ta将会立即被设定为零,作为自动防故障装置。在这种变速器状态下的转换和不在这种变速器状态下的转换通常是同步的,在低速驱动(UD)或高速驱动(OD)的变速器状态中,主齿轮架轴速度Npc为零。
图8示出了用于带有第一马达转矩Ta、第二马达转矩Tb和电池功率Pbatt控制换挡事件的同步换挡的低速驱动到高速驱动换挡或高速驱动到低速驱动换挡的过程800。如图8所示,在这些换挡中,离合器CB1、离合器C2都将被松开,且马达转矩Ta、马达转矩Tb将被确定和发送。
在步骤802,确定主齿轮架轴的加速度的极限值。在步骤804,第一离合器转矩TC1和第二离合器转矩TC2被设定为零。在步骤806,确定第一马达转矩Ta和第二马达转矩Tb,并将其发送给合适的控制器,以保持所需的输出转矩To。
图9为用于执行本文所公开的过程400、过程500、过程600、过程700和过程800的包含监视型混合电动车辆控制器902的车辆动力***900的一部分的框图。动力***900还包括输入速度分析器904、约束条件评估器906、前馈控制器908、反馈控制器910、引擎、第一离合器CB1和第二离合器C2、用于控制第一马达EMA和第二马达EMB的第一电动控制器912和第二电动控制器914、和混合变速器装置920。监视型混合电动车辆控制器902执行过程400、过程500、过程600、过程700和过程800,且输入踏板位置和在上文讨论的各种其他车辆操作条件和参数。根据本文所述的过程,来自监视型混合电动车辆控制器902的输出用来(通过输入速度分析器904、约束条件评估器906、前馈控制器908、马达控制器912和马达控制器914、和反馈控制器910)控制引擎、离合器CB1和离合器C2、和马达EMA和马达EMB。包括输入速度分析器904、约束条件评估器906、前馈控制器908、反馈控制器910、以及由这些部件所用的各种参数的动力***900的其他操作,被更加详细地在标题为“Engine StartControl System for an Electrically Variable Transmission”的第61/513,061号美国申请(Chrysler代理人案号708620US1)中记载。
Claims (14)
1.一种在变速器换挡操作期间控制具有电力可变变速器的车辆的第一电动马达和第二电动马达的方法,所述方法包括使用处理器执行下述步骤:
确定被执行的换挡类型是1)带有输入转矩控制的离合器切换式换挡;2)带有第一马达转矩和第二马达转矩以及电池功率控制的离合器切换式换挡;或者3)带有第一马达转矩和第二马达转矩以及电池功率控制的同步换挡;
确定在所述变速器换挡操作期间是应用还是松开第一离合器;
确定在所述变速器换挡操作期间是应用还是松开第二离合器;
基于所执行的换挡的类型和所应用和/或松开的是所述第一离合器和所述第二离合器中的哪个离合器,确定加速度极限值;
基于i)所执行的换挡的类型和ii)所应用和/或松开的是所述第一离合器和所述第二离合器中的哪个离合器以及iii)所述加速度极限值,确定加速度分布曲线和速度分布曲线;
基于所述加速度分布曲线和所述速度分布曲线,确定第一电动马达转矩和第二电动马达转矩;
将第一电动马达的转矩设定为所确定的第一电动马达转矩;以及
将第二电动马达的转矩设定为所确定的第二电动马达转矩;
基于所述加速度分布曲线和所述速度分布曲线,确定第一离合器转矩和第二离合器转矩;
将所述第一离合器的转矩设定为所确定的第一离合器转矩;以及
将所述第二离合器的转矩设定为所确定的第二离合器转矩。
2.根据权利要求1所述的方法,还包括:
基于所述加速度分布曲线和所述速度分布曲线,确定引擎转矩;以及
将所述引擎的转矩设定为所确定的引擎转矩。
3.根据权利要求1所述的方法,其中,所确定的加速度极限值是输入加速度极限值,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线并且是所需的输入加速度分布曲线和速度分布曲线。
4.根据权利要求1所述的方法,还包括确定最佳输入转矩的操作,其中,确定所述第一电动马达转矩和所述第二电动马达转矩也是基于所确定的最佳转矩。
5.根据权利要求1所述的方法,其中,所确定的加速度极限值是主行星齿轮架加速度极限值,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线。
6.根据权利要求1所述的方法,还包括:
将所述第一离合器的转矩设定为零;和
将所述第二离合器的转矩设定为零。
7.根据权利要求6所述的方法,其中,所确定的加速度极限值是主行星齿轮架加速度极限值,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线。
8.一种用于在变速器换挡操作期间控制具有电力可变变速器的车辆的第一电动马达和第二电动马达的控制器,所述控制器包括:
处理器,所述处理器被编程以执行以下操作:
确定被执行的换挡类型是1)带有输入转矩控制的离合器切换式换挡;2)带有第一马达转矩和第二马达转矩以及电池功率控制的离合器切换式换挡;或者3)带有第一马达转矩和第二马达转矩以及电池功率控制的同步换挡;
确定在所述变速器换挡操作期间是应用还是松开第一离合器;
确定在所述变速器换挡操作期间是应用还是松开第二离合器;
基于所执行的换挡的类型和所应用和/或松开的是所述第一离合器和所述第二离合器中的哪个离合器,确定加速度极限值;
基于i)所执行的换挡的类型和ii)所应用和/或松开的是所述第一离合器和所述第二离合器中的哪个离合器以及iii)所述加速度极限值,确定加速度分布曲线和速度分布曲线;
基于所述加速度分布曲线和所述速度分布曲线,确定第一电动马达转矩和第二电动马达转矩;
将第一电动马达的转矩设定为所确定的第一电动马达转矩;以及
将第二电动马达的转矩设定为所确定的第二电动马达转矩;
基于所述加速度分布曲线和所述速度分布曲线,确定第一离合器转矩和第二离合器转矩;
将所述第一离合器的转矩设定为所确定的第一离合器转矩;以及
将所述第二离合器的转矩设定为所确定的第二离合器转矩。
9.根据权利要求8所述的控制器,其中,所述处理器还被编程以执行以下操作:
基于所述加速度分布曲线和所述速度分布曲线,确定引擎转矩;以及
将引擎的转矩设定为所确定的引擎转矩。
10.根据权利要求8所述的控制器,其中,所确定的加速度极限值是输入加速度极限,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线并且是所需的输入加速度分布曲线和速度分布曲线。
11.根据权利要求8所述的控制器,其中,所述处理器还被编程用于确定最佳输入转矩,其中,所述处理器还基于所确定的最佳转矩,来确定所述第一电动马达转矩和所述第二电动马达转矩。
12.根据权利要求8所述的控制器,其中,所确定的加速度极限值是主行星齿轮架加速度极限值,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线。
13.根据权利要求8所述的控制器,其中,如果所述被执行的换挡的类型是带有第一马达转矩和第二马达转矩以及电池功率控制的同步换挡,所述处理器还被编程以执行以下操作:
将所述第一离合器的转矩设定为零;和
将所述第二离合器的转矩设定为零。
14.根据权利要求13所述的控制器,其中,所确定的加速度极限值是主行星齿轮架加速度极限值,所确定的加速度分布曲线和速度分布曲线是所需的主行星齿轮架加速度分布曲线和速度分布曲线。
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WO2013019475A1 (en) | 2013-02-07 |
US8849489B2 (en) | 2014-09-30 |
EP2736785A1 (en) | 2014-06-04 |
US20130030626A1 (en) | 2013-01-31 |
EP2736785B1 (en) | 2020-11-04 |
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