CN104417527A - 用于混合动力传动系控制的方法和*** - Google Patents
用于混合动力传动系控制的方法和*** Download PDFInfo
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- CN104417527A CN104417527A CN201410397248.6A CN201410397248A CN104417527A CN 104417527 A CN104417527 A CN 104417527A CN 201410397248 A CN201410397248 A CN 201410397248A CN 104417527 A CN104417527 A CN 104417527A
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- torsion
- moment
- torque
- converter
- operator demand
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Classifications
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- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
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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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- Y10S903/00—Hybrid electric vehicles, HEVS
- 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
- Y10S903/93—Conjoint control of different elements
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Abstract
本发明公开了运转混合动力传动系的***和方法。在一个示例中,可以经由液压扭矩路径和摩擦扭矩路径将驾驶员需求扭矩提供至车轮。以确保满足驾驶员需求扭矩并且摩擦扭矩路径传输扭矩达到其容量的方式在摩擦扭矩路径和液压扭矩路径之间分配扭矩。
Description
【技术领域】
本发明涉及用于运转混合动力车辆传动系的***和方法。该方法可能对包括变矩器和电机的传动系尤其有用。
【背景技术】
并联式混合动力传动系可以包括发动机、传动系分离离合器以及电机。可以响应于车辆工况而选择性地运转发动机和电机。如果发动机停机,当传动系分离离合器闭合时可以通过电机再起动。然而,因为难于精确地估算传动系分离离合器传输的扭矩,闭合传动系分离离合器来起动发动机可能导致车辆传动系中的扭矩扰动。此外,如果变矩器离合器在车辆启动期间完全打开则传动系的低效率可能降低车辆的燃料效率。
【发明内容】
发明人在此已经认识到上述缺点并且已经开发了一种运转传动系的方法,包含:响应于在变速器管路压力下可用的变矩器离合器扭矩容量高于驾驶员需求扭矩而以扭矩控制模式运转电机;以及响应于在变速器管路压力下可用的变矩器离合器扭矩容量小于驾驶员需求扭矩而以转速控制模式运转电机。
当变速器管路压力较低时时通过转速控制模式运转电机,可以经由电机除去传动系扭矩扰动并传输希望的驾驶员需求扭矩。此外,当变速器管路压力较高时通过扭矩控制模式运转电机,可以锁止变矩器离合器以改善传动系效率同时经由电机提供至少一部分驾驶员需求扭矩。
根据本发明的一个实施例,基于变速器管路压力估算经由变矩器离合器传输通过变矩器的扭矩,并且其中第一部分驾驶员需求扭矩基于调节变矩器离合器时变速器管路压力下的变矩器离合器容量。
根据本发明的一个实施例,响应于变速器管路压力而调节变矩器离合器以传输驾驶员需求扭矩通过变矩器。
根据本发明的一个实施例,响应于变矩器涡轮转速而进一步调节变矩器泵轮的转速。
根据本发明的一个实施例,经由传动系集成的起动机/发电机(DISG)调节变矩器泵轮转速。
根据本发明的一方面,提供一种车辆***,包含:电机;与电机机械连接的变矩器,变矩器包括变矩器离合器;以及
包括可执行以响应于驾驶员需求扭矩和变速器管路压力而计划变矩器离合器扭矩传输容量的非瞬态指令的控制器。
根据本发明的一个实施例,进一步包含响应于驾驶员需求扭矩和计划的变矩器离合器扭矩传输容量而调节变矩器泵轮和变矩器涡轮之间传输的扭矩。
根据本发明的一个实施例,进一步包含与变矩器机械连接的传动系集成的起动机/发电机(DISG),并且其中调节在变矩器泵轮和变矩器涡轮之间传输的扭矩包括调节DISG的转速。
根据本发明的一个实施例,进一步包含响应于驾驶员需求扭矩和变矩器离合器扭矩容量来确定经由液压扭矩路径在变矩器泵轮和变矩器涡轮之间传输的扭矩。
根据本发明的一个实施例,进一步包含响应于变矩器离合器容量小于驾驶员需求扭矩而以转速控制模式运转电机的额外指令。
根据本发明的一个实施例,进一步包含响应于变矩器离合器容量高于驾驶员需求扭矩而以扭矩控制模式运转电机的额外指令。
本发明可以提供多个优点。特别地,本方法可以改善传动系效率同时提供希望的驾驶员需求扭矩。此外,本方法可以经由改善车辆启动来改善车辆驾驶性能。此外,本方法可以改善发动机起动。
单独或结合附图阅读下面的具体实施方式,本发明的上述优点和其它优点以及特征将变得显而易见。
应理解,提供上文的概述用于以简化形式引入一系列原理,其将在具体实施方式中进一步进行描述。这并不意味着识别所要求保护的主题的关键或实质特征,所要求保护的主题的范围唯一地由权利要求书确定。此外,所要求保护的主题并不局限于解决上文或本说明书中任意部分所提到的缺点的实施方式。
【附图说明】
单独或结合附图阅读下面的具体实施方式,通过阅读示例实施例将更加完全地理解本发明中描述的优点。
图1是发动机的示意图;
图2显示示例车辆传动系配置;
图3显示示例控制框图;以及
图4显示用于运转车辆传动系的方法的流程图。
【具体实施方式】
本发明涉及运转混合动力车辆的传动系以提供驾驶员需求的扭矩。如图1-2所示,车辆传动系可以包含发动机、传动系集成的起动机/发电机(DISG)或电机以及变速器。可以经由图3中显示的控制***运转该传动系。图4显示用于运转车辆传动系以改善传动系效率和车辆驾驶性能的示例方法。
参考图1,内燃发动机10包含多个汽缸,其显示在图1中的一个汽缸通过电子发动机控制器12控制。发动机10包括燃烧室30和活塞36位于其中并连接至曲轴40的汽缸壁32。飞轮97和环形齿轮99连接至曲轴40。起动机96包括小齿轮轴98和小齿轮95。小齿轮轴98可以选择性地推进小齿轮95以接合环形齿轮99。起动机96可直接地安装在发动机的前面或发动机的后面。在一些示例中,起动机96可通过带或链选择性地提供扭矩至曲轴40。在一个示例中,当与发动机曲轴不接合时起动机96处于基准状态。燃烧室30显示为分别通过进气门52和排气门54与进气歧管44和排气歧管48连通。可以通过进气凸轮51和排气凸轮53运转每个进气和排气门。进气凸轮51的位置可以通过进气凸轮传感器55确定。排气凸轮53的位置可以通过排气凸轮传感器57确定。进气凸轮51和排气凸轮53可以相对于曲轴40运动。
燃料喷射器66显示为设置以直接将燃料喷射到燃烧汽缸30内,本领域内技术人员称之为直接喷射。可替代地,可将燃料喷射至进气道,本领域内的技术人员称之为进气道喷射。燃料喷射器66与来自控制器12的信号的脉冲宽度成比例地传输燃料。燃料通过燃料***(未显示)运送到燃料喷射器66,所述燃料***包括燃料箱、燃料泵和燃料导轨(未显示)。此外,进气歧管44显示为与可选的调节节流板64的位置的电子节气门62连通以控制空气从空气进气42流向进气歧管44。在一个示例中,高压、双级燃料***可用于产生较高的燃料压力。在一些示例中,节气门62和节流板64可以设置在进气门52和进气歧管44之间使得节气门62是进气道节气门。
无分电器点火***88响应于控制器12通过火花塞92给燃烧室30提供点火火花。通用或宽域排气氧(UEGO)传感器126显示为连接至催化转化器70上游的排气歧管48。可替代地,可用双态排气氧传感器代替UEGO传感器126。
在一个示例中,转化器70可包括多个催化剂砖。在另一个示例中,可使用多个排放控制设备,其每个具有多个砖。在一个示例中转化器70可以是三元催化剂。
图1中控制器12显示为常规的微型计算机,包括:微处理器单元(CPU)102、输入/输出(I/O)端口104、只读存储器(ROM)106、随机存取存储器(RAM)108、保活存储器(KAM)110和常规数据总线。控制器12显示为接收来自连接至发动机10的传感器的各种信号,除了上文讨论的那些信号,还包括:来自连接至冷却套筒114的温度传感器112的发动机冷却液温度(ECT);连接至加速踏板130用于感应脚132应用力的位置传感器134的信号;来自连接至进气歧管44的压力传感器122的发动机歧管压力(MAP)的测量值;来自感应曲轴40位置的霍尔效应传感器118的发动机位置传感器信号;来自传感器120的进入发动机的空气质量的测量值;来自传感器58的节气门位置的测量值。也可感应大气压力(传感器未显示)用于由控制器12处理。在本发明的优选方面,发动机位置传感器118在曲轴每个旋转时产生预订数目的等距脉冲,根据其可确定发动机转速(RPM)。
在一些示例中,如图2显示的在混合动力车辆中发动机可连接至电动马达/电池***。此外,在一些示例中,可采用其它发动机配置,例如柴油发动机。
在运转期间,发动机10内的每个汽缸通常经历四冲程循环:循环包括进气冲程、压缩冲程、膨胀冲程和排气冲程。在进气冲程中,通常排气门54关闭且进气门52打开。空气通过进气歧管44流入燃烧室30,并且活塞36移动到汽缸的底部以便增加燃烧室30内的容积。本领域技术人员通常将活塞36接近汽缸的底部并且在其冲程的终点时(例如当燃烧室30处于最大容积时)所处的位置称为下止点(BDC)。在压缩冲程中,进气门52和排气门54关闭。活塞36向汽缸的顶部运动以便压缩燃烧室30内的空气。本领域技术人员将活塞36处于其冲程的终点并且接近汽缸的顶部时(例如当燃烧室30处于最小容积时)所处的位置称为上止点(TDC)。在下文称为喷射的过程中,将燃料引入燃烧室。在下文称为点火的过程中,通过已知的点火方式例如火花塞92点燃喷射的燃料致使燃烧。在膨胀冲程中,膨胀的气体将活塞36推回至下止点。曲轴40将活塞的运动转换为旋转轴的旋转扭矩。最后,在排气过程期间,排气门54打开以将燃烧过的空气燃料混合物释放至排气歧管48,并且活塞回到上止点。需要指出的是上文仅描述为实施例,并且可改变进气门、排气门的打开和/或关闭正时,例如以提供正气门重叠或负气门重叠、推迟进气门关闭或各种其它的实施例。
图2是车辆传动系200和车辆290的框图。可以通过发动机10驱动传动系200。可以通过图1显示的发动机起动***或经由DISG240起动发动机10。此外,发动机10可以经由扭矩致动器(比如燃料喷射器、节气门、凸轮轴、气门升程等)204产生或调节扭矩。
发动机输出扭矩可以传输至双质量飞轮232的输入侧。发动机转速以及双质量飞轮输入侧位置和转速可以通过发动机位置传感器118确定。双质量飞轮232可以包括用于抑制传动系扭矩扰动的弹簧和单独质量(未显示)。双质量飞轮232的输出侧显示为机械地连接至分离离合器236的输入侧。可以电动地或液压地驱动分离离合器236。位置传感器234可以设置在双质量飞轮232的分离离合器一侧上以感应双质量飞轮232的输出位置和转速。分离离合器236的下游侧显示为机械地连接至DISG输入轴237。
可以运转DISG240以提供扭矩至传动系200或者将传动系扭矩转换为存储在电能存储装置275中的电能。DISG240比图1中显示的起动机96具有更高的输出扭矩能力。此外,DISG240直接驱动传动系200或者被传动系200直接驱动。电能存储装置275可以是电池、电容器或电感器。DISG240的下游侧经由241机械连接至变矩器206的泵轮285。DISG240的上游侧机械连接至分离离合器236。变矩器206包括涡轮286以输出扭矩至输入轴270。输入轴270将变矩器206机械连接至自动变速器208。变矩器206还包括变矩器旁通锁止离合器(TCC)212。当TCC锁定时扭矩从泵轮285直接传输至涡轮286。通过控制器12调节控制阀的位置而液压地运转TCC。在一个示例中,变矩器可以指变速器的部件。可经由位置传感器239确定变矩器涡轮转速和位置。在一些示例中,238和/或139可以是扭矩传感器或者可以是组合式位置和扭矩传感器。
当变矩器锁止离合器212完全分离时,变矩器206经由变矩器涡轮286和变矩器泵轮285之间的液体传递(例如液压扭矩路径)将发动机扭矩传输至自动变速器208,从而实现扭矩放大。相反,当变矩器锁止离合器212完全接合时,发动机输出扭矩经由变矩器离合器直接传输(例如摩擦扭矩路径)至变速器208的输入轴(未显示)。可替代地,可以部分地接合变矩器锁止离合器212,从而能调节直接传输至变速器的扭矩量。控制器12可以配置用于响应于多种发动机工况或者基于基于驾驶员的(driver-based)的发动机运转请求通过调节变矩器锁止离合器而调节通过变矩器212传输的扭矩量。
自动变速器208包括挡位离合器(例如挡位1-N,其中N为4-10的整数)211和前进离合器210。可以选择性地接合挡位离合器211和前进离合器210以推进车辆。来自自动变速器208的扭矩输出从而可以经由输出轴260传输至车轮216以推进车辆。具体地,在输出驱动扭矩传输至车轮216之前自动变速器208可以响应于车辆行驶状况传输在输入轴270处的输入驱动扭矩。
此外,通过接合车轮制动器218还可以施加摩擦力至车轮216。在一个示例中,响应于驾驶员用他的脚踩压制动器踏板(未显示)而可以接合车轮制动器218。在其它示例中,控制器12或连接至控制器12的控制器可以控制车轮制动器的接合。同样,响应于驾驶员将他的脚从制动器踏板释放而可以通过分离车轮制动器218减小至车轮216的摩擦力。此外,作为发动机自动停止程序的一部分,车辆制动器可以经由控制器12而施加摩擦力至车轮216。
机械泵214可以提供压缩的变速器流体至自动变速器208流体以提供液压压力而接合多个离合器,比如前进离合器210、挡位离合器211、发动机分离离合器236和/或变矩器锁定离合器212。例如,机械泵214可以根据变矩器206而运转,并且可以通过发动机或DISG的旋转经由输入轴241驱动。从而,机械泵214中产生的液压压力可以随发动机转速和/或DISG转速的增加而增加,并且可以随发动机转速和/或DISG转速的减小而减小。
还可以提供电动泵215以在DISG小于例如300RPM的转速旋转时增加变速器管路压力。可以经由控制器12响应于DISG转速来选择性地运转电动泵215。从而,当DISG转速高于阈值转速时同时没有启用电动泵215时机械泵214可以提供变速器管路压力。然而,当DISG转速小于阈值转速时,可以启用电动泵215以提供变速器管路压力。
控制器12可配置用于接收来自如图1中更详细显示的发动机10的输入并相应地控制发动机的扭矩输出和/或变矩器、变速器、DISG、离合器和/或制动器的运转。作为一个示例,可以通过调节火花正时、燃料脉冲宽度、燃料脉冲正时和/或空气充气(通过控制节气门开度和/或气门正时、气门升程)以及用于涡轮或机械增压发动机的增压的组合而控制发动机扭矩输出。在柴油发动机的情况下,控制器12可以通过控制燃料脉冲宽度、燃料脉冲正时和空气充气控制发动机扭矩输出。在所有的情况中,可在逐缸基础(cylinder-by-cylinderbasis)上执行发动机控制以控制发动机扭矩输出。如本技术领域中已知,控制器12还可以通过调节流向或流自DISG的磁场和/或电枢绕组的电流而控制DISG产生的扭矩输出和电能。
当满足发动机停止状况时,控制器12可以通过切断至发动机的燃料和火花而发起发动机停止。然而,在一些示例中发动机可以继续旋转。此外,为了维持变速器中一定量的转矩,控制器12可将变速器208的旋转部件固定在变速器的壳体259上并从而固定在车架上。特别地,控制器12可以接合一个或多个变速器离合器(比如前进离合器210)并且将接合的变速器离合器锁到变速器壳体259和车辆上。可以改变(例如增加)变速器离合器压力以调节变速器离合器的接合状态并提供希望的变速器扭矩量。当满足发动机再起动状况时和/或车辆驾驶员想要启动车辆时,控制器12可以通过恢复发动机汽缸中的燃烧而再启用发动机。
发动机停机期间还可以基于变速器离合器压力调节车轮制动器压力以在减小通过车轮传输的扭矩时辅助锁定(tie up)变速器。具体地,当锁定一个或多个接合的变速器离合器时通过应用车轮制动器218,可以在变速器上施加相反的力,并因此施加在传动系上,从而保持变速器齿轮处于主动接合以及变速器齿轮系中的潜在旋转能量,而不移动车轮。在一个示例中,在发动机停机期间可以调节车轮制动器压力以协调车辆制动器的应用和接合的变速器离合器的锁定。这样,通过调节车轮制动器压力和离合器压力,当发动机停机时可以调节变速器中保留的转矩量。
图1和2中的***提供了一种车辆***,包含:电机;与电机机械连接的变矩器,变矩器包括变矩器离合器;以及包括可执行以响应于驾驶员需求扭矩和变速器管路压力而计划变矩器离合器传输容量(transfer capacity)的非瞬态指令的控制器。车辆***进一步包含响应于驾驶员需求扭矩和计划的变矩器离合器扭矩传输容量而调节变矩器泵轮和变矩器涡轮之间传输的扭矩(例如将一定压力的离合器流体提供至变矩器离合器驱动器时变矩器离合器可以传输通过变矩器离合器的扭矩量)。
车辆***进一步包含与变矩器机械连接的传动系集成的起动机/发电机(DISG),并且其中调节变矩器泵轮和变矩涡轮之间传输的扭矩包括调节传动系集成的起动机/发电机的转速。车辆***进一步包含响应于驾驶员需求扭矩和变矩器离合器扭矩容量(torque capacity)而确定经由变矩器泵轮和变矩器涡轮之间的液压扭矩路径传输的扭矩。车辆***进一步包含响应于变矩器离合器容量小于驾驶员需求扭矩而以转速控制模式运转电机的额外指令。
现在参考图3,显示了用于运转车辆传动系的控制框图。该框图可以应用到图1和2显示的***中。可以经由图4中显示的方法执行该框图。
驾驶员需求扭矩输入至变矩器液压扭矩路径确定框302和变矩器离合器容量计划框304。在一个示例中,驾驶员需求扭矩基于加速器踏板的位置并且它代表变矩器泵轮处希望的扭矩。可替代地,驾驶员需求扭矩可以是可以经由考虑传动比和传动系扭矩损失(例如车辆扭矩可以与变速器传动比成比例而传动系损失加上车轮扭矩可以得到变矩器泵轮扭矩)而转换为变矩器涡轮扭矩的车轮扭矩。变速器管路压力也输入至变矩器离合器容量计划框304。变速器管路压力是图2中调整机械泵214的压力。如果机械泵输出处于较高水平,变速器流体调整成低于泵输出压力的管路压力。如果机械泵输出处于较低水平,变速器流体可以处于为通过机械泵输出的压力的管路压力。
此处,如果DISG的转速小于阈值转速,可以启用图2中的电动泵215以提供管路压力。可以经由独立的调整器或经由调节提供至电动泵215的电力来调整电动泵215的压力。
变矩器离合器容量计划框304实施为根据驾驶员需求扭矩和变速器管路压力索引的函数或表格。变矩器离合器容量计划框304输出希望的变矩器离合器扭矩。希望的变矩器离合器扭矩是调节变矩器离合器来传输或输出的扭矩量。例如,希望的变矩器离合器扭矩可以是在施加由输送变速器流体以运转变矩器离合器而提供的力时变矩器离合器的扭矩传输容量。当驾驶员需求扭矩实施为变矩器泵轮处的扭矩时,如果变速器管路压力足够高以能够使变矩器离合器传输驾驶员需求扭矩,将希望的变矩器扭矩调节至驾驶员需求扭矩。如果变速器管路压力不足以使变矩器传输驾驶员需求扭矩,希望的变矩器离合器扭矩调节成变速器管路压力允许变矩器离合器传输的最高扭矩。
在一个示例中,变速器管路压力用于索引描述变矩器离合器的传输函数(transfer function)的表格或函数。该传输函数输出变矩器离合器在变速器流体提供至变矩器离合器的压力下传输的扭矩量。可以凭经验确定描述传输函数的值。如果变矩器传输函数的输出高于或等于驾驶员需求扭矩,希望的变矩器离合器扭矩可以调节至驾驶员需求扭矩。如果变矩器传输函数的输出小于驾驶员需求扭矩,希望的变矩器离合器扭矩可以调节成变矩器离合器在当前变速器管路压力时传输的扭矩量。希望的变矩器离合器扭矩输入至变矩器液压扭矩路径扭矩确定框302和压力转换框308。
压力转换框308将希望的变矩器离合器扭矩转换为将变速器流体施加至变速器变矩器离合器的驱动器以经由变矩器离合器以希望的变矩器离合器扭矩传输扭矩的压力。在一个示例中,希望的变矩器离合器扭矩索引输出提供至变矩器离合器212的变矩器离合器驱动器的压力的传输函数。可以凭经验确定传输函数中的值。
变矩器液压扭矩路径的扭矩确定框302输出将在液压扭矩路径(例如在变矩器泵轮和变矩器涡轮之间)中传输的扭矩量。当传动系没有处于再生制动模式时液压扭矩路径传输的扭矩量是驾驶员需求扭矩减去希望的变矩器离合器扭矩。
变矩器泵轮转速确定框306输出希望的变矩器泵轮转速至马达转速控制框310。从传输函数或表格输出希望的变矩器泵轮转速。通过变矩器的设计和实验数据来确定并且经由将在液压扭矩路径中传输的扭矩量和变矩器涡轮转速(因为变矩器的液压扭矩路径传输的扭矩是泵轮转速和涡轮转速的函数)来索引表格或函数中的值。
马达转速控制框310以转速控制模式运转图2中显示的DISG240。例如,基于希望的DISG转速控制提供至DISG240的电流。希望的DISG转速调节成希望的变矩器泵轮转速从框306输入至框310。额外地,作为希望的DISG转速输入的前馈扭矩调节的分离离合器扭矩可以转入至马达转速控制框310。
DISG240提供扭矩至包括泵轮285和涡轮286的变矩器206。扭矩可以经由液压扭矩路径中的变速器流体从泵轮285传输至涡轮286。变矩器离合器212也可以在摩擦路径中传输扭矩通过变矩器206。涡轮转速传感器239监视涡轮286的转速并且提供输入至变矩器泵轮确定框306。
从而,框图说明了经由液压和摩擦扭矩路径控制传输至变速器输入轴的扭矩。经由摩擦扭矩路径传输的扭矩基于变速器管路压力使得经由摩擦扭矩路径传输的扭矩量接近当前变速器管路压力时摩擦扭矩路径的扭矩传输极限。
现在参考图4,显示了运转车辆传动系的方法。可以在图1和2的***中通过存储在非瞬态存储器中的可执行指令来执行图4中的方法。
在402处,方法400确定希望的变矩器离合器扭矩。在一个示例中,当变速器管路压力(例如调整的变速器流体泵输出压力)足以允许经由变矩器离合器传输的扭矩等于驾驶员需求扭矩时希望的变矩器离合器扭矩调节成驾驶员需求扭矩。如果变速器管路压力小于经由变矩器离合器传输驾驶员需求扭矩需要的变速器管路压力,希望的变矩器离合器扭矩调节成当前变速器管路压力(例如当前变矩器离合器扭矩下确定的变速器管路压力)允许变知器离合器传输的预定最大扭矩范围内的扭矩。
从而,变矩器离合器扭矩可以限制成当变速器管路压力施加至变矩器离合器驱动器时当前变速器管路压力允许变矩器离合器传输通过变矩器的扭矩。如果变速器在换挡或者如果车辆从停车状态启动即使变速器管路压力允许变矩器离合器传输驾驶员需求扭矩,变矩器离合器扭矩可以减小至小于驾驶员需求扭矩。此外,在换挡、车辆启动期间或者车辆减速期间可以有目的地滑动变矩器离合器。这样,经由变矩器离合器提供至车轮的这部分驾驶员需求扭矩可随着变矩器离合器扭矩容量响应于变速器管路压力增加而增加。类似地,经由变矩器离合器提供至车轮的这部分驾驶员需求扭矩可随着变矩器离合器扭矩容量响应于变速器管路压力减小而减小。
在404处方法400指令提供至变矩器离合器的变速器流体的压力以提供希望的变矩器离合器扭矩。在一个示例中,经由脉冲宽度调制的螺线管阀来调整传输至变矩器离合器的变速器流体的压力。
在406处,方法400确定希望的变矩器离合器扭矩是否小于驾驶员需求扭矩。如果方法400确定希望的变矩器扭矩小于驾驶员需求扭矩,答案为是并且方法400前进至420。否则,答案为否并且方法400前进至408。
在408处,方法400确定是否正在起动发动机。在一个示例中,方法400可以响应于发动机从零转速加速旋转至怠速转速而确定发动机正在起动。如果方法400确定发动机正在起动,答案为是并且方法400前进至410。否则,答案为否并且方法400前进至412。
在410处,方法400调节变矩器滑动以小于阈值滑动量。例如,可以向变速器变矩器离合器指令在变矩器泵轮和变矩器涡轮之间提供小于50RPM滑动的压力。此外,在发动机起动期间可以向变矩器离合器提供变速器管路压力以在当前变速器管路压力时提供较低的滑动量。从而,可以在变速器泵输出处调整的压力向变矩器提供变速器流体。所以,如果由于变速器输入转速较低使得变速器管路压力较低,变矩器离合器扭矩可以调节成可用于经由变矩器离合器在当前变速器管路压力下传输通过变矩器的最高扭矩量。以管路压力向变矩器离合器提供变速器流体可以减小变矩器泵轮和变矩器涡轮之间的滑动。可以经由以转速控制模式运转DISG并调节相对于变矩器涡轮转速的DISG转速来调节变矩器滑动。在转速控制模式中没有指令DISG遵循扭矩;然而,可以调节DISG转速使得DISG在DISG转速控制模式中遵循希望的转速。调节变速器变矩器离合器滑动之后方法400前进至430。
在412处,方法400锁止变矩器离合器。一旦离合器管路压力升高至足以锁止变矩器的水平可以锁止变矩器离合器。锁止变速器变矩器之后方法400前进至414。
在414处,方法400以扭矩控制模式运转DISG。DISG可以提供总的驾驶员需求扭矩量或者一部分驾驶员需求扭矩(例如小于而不是所有驾驶员需求扭矩)。在扭矩控制模式中没有指令DISG遵循转速。相反,在DISG扭矩控制模式中调节DISG扭矩使得DISG遵循希望的扭矩。如果发动机与马达在运转,可以调节发动机和马达扭矩以提供驾驶员需求扭矩。以扭矩控制模式运转马达之后方法400前进至退出。
在420处,方法400确定混合动力传动系是否处于再生制动模式(例如经由DISG将车辆的动能转换为电能的模式)。在一个示例中,当驾驶员需求扭矩小于阈值扭矩同时车速高于阈值车速时方法400可以确定混合动力传动系以再生制动模式运转。如果方法400确定传动系以再生制动模式运转,答案为是并且方法400前进至422。否则,答案为否并且方法400前进至426。
在422处,方法400以扭矩控制模式运转DISG。例如,在扭矩控制模式中没有指令DISG遵循转速。而是,在DISG扭矩控制模式中调节DISG扭矩使得DISG遵循希望的扭矩。在扭矩控制模式中通过基于关联DISG电流与DISG扭矩的DISG映射或传输函数向DISG提供电流来运转DISG。调节DISG电流以提供希望的DISG扭矩。
在424处,方法400将希望的DISG扭矩调节成变矩器离合器扭矩。例如,DISG施加至传动系的负扭矩调节成变矩器扭矩使得DISG可以将通过变矩器离合器传输的扭矩转换为电能并且使得变矩器滑动小于阈值滑动量(例如小于5RPM的滑动)。调节DISG扭矩之后方法400前进至退出。
在426,方法400确定经由液压扭矩路径传输的扭矩量。特别地,方法400基于经由变矩器离合器传输的扭矩和驾驶员需求扭矩之间的扭矩差异来确定经由液压扭矩路径传输的扭矩。例如,驾驶员需求扭矩减去经由变矩器离合器传输的扭矩(例如变矩器离合器容量)等于希望的液压路径扭矩。确定液压路径扭矩之后方法400前进至428。
在428处,方法400调节DISG转速以提供希望的液压路径扭矩。在一个示例中,响应于变矩器涡轮转速以及变矩器离合器扭矩和驾驶员需求扭矩之间的扭矩差异而调节DISG转速。例如,变矩器涡轮转速和代表经由变矩器离合器传输的扭矩和驾驶员需求扭矩之间扭矩差异(例如希望的液压扭矩路径扭矩)的扭矩值输入至变矩器模型。变矩器模型基于关联变矩器泵轮转速与变矩器涡轮转速以及经由液压扭矩路径传输的扭矩的变矩器传输函数的输出来输出希望的变矩器泵轮转速。希望的变矩器泵轮转速和变矩器涡轮转速之间的差异是变矩器滑动。确定期望的变矩器泵轮转速之后方法400前进至430。
在430处,方法400以转速控制模式运转DISG。在一个示例中,响应于希望的DISG转速调节提供至DISG的电流。例如,可以调节DISG电流使DISG以预定转速(例如800RPM)运转。在转速控制模式中没有指令DISG扭矩或电流遵循希望的DISG扭矩。DISG进入转速控制模式之后方法400前进至432。
在432处,方法400输出电流至DISG。传输至DISG的电流可以基于等同于变矩器泵轮转速的希望DISG转速与实际DISG转速之间的误差。如果实际DISG转速和希望DISG转速之间的差异增加,DISG电流调节可以随转速差异的增加而成比例地增加。类似地,如果实际DISG转速和希望DISG转速之间的差异减小,DISG电流调节可以随转速差异的减小而成比例地减小。
从而,图4提供了一种运转传动系的方法,包括:响应于变速器管路压力下可用的变矩器离合器扭矩(例如变矩器离合器传输通过变矩器的扭矩)高于驾驶员需求扭矩而以扭矩控制模式运转电机;以及响应于在变速器管路压力下可用的变矩器离合器扭矩小于驾驶员需求扭矩而以转速控制模式运转电机。在一些示例中,可以响应于发动机起动而以转速控制模式运转电机。该方法包括其中电机是传动系集成的起动机/发电机(DISG)。该方法进一步包含响应于变矩器涡轮转速以及驾驶员需求扭矩和经由变矩器离合器传输通过变矩器的扭矩之间的差异而调节变矩器泵轮转速。
在一些示例中,该方法进一步包含响应于传动系以再生制动模式运转而以扭矩控制模式代替转速控制模式来运转电机。该方法包括其中变速器管路压力是变速器泵出口处调整的压力并且响应于变矩器离合器容量而调节DISG扭矩。该方法还包括其中向变矩器离合器施加变速器管路压力,并且进一步包含将变矩器离合器扭矩调节至等于驾驶员需求扭矩。该方法进一步包含当以转速控制模式运转电机时响应于驾驶员需求扭矩而调节电机的转速。在另一个示例中,图4提供了另一种运转传动系的方法,包含:调节变矩器离合器以传输第一部分驾驶员需求扭矩至车轮,并且响应于驾驶员需求扭矩和第一部分驾驶员需求扭矩的差异而调节变矩器泵轮的转速。该方法包括其中通过变矩器离合器传输的扭矩以及在变矩器泵轮和变矩器涡轮之间传输的扭矩等于驾驶员需求扭矩。该方法进一步包含在发动机起动期间当经由变矩器离合器传输通过变矩器的扭矩高于驾驶员需求扭矩时调节变矩器滑动以保持在最小阈值滑动量以上。
在一些示例中,该方法包括其中基于变速器管路压力来估算经由变矩器离合器传输通过变矩器的扭矩并且其中第一部分驾驶员需求扭矩基于调节变矩器离合器时变速器管路压力下的变矩器离合器容量。该方法包括其中响应于变速器管路压力而调节变矩器离合器以传输驾驶员需求扭矩通过变矩器。该方法还包括其中响应于变矩器涡轮转速而进一步调节变矩器泵轮的转速。该方法包括其中经由传动系集成的起动机/发电机(DISG)调节变矩器泵轮转速。
本领域内的普通技术人员所理解的,图4中描述的方法代表任意数量处理策略中的一者或多者,比如事件驱动、中断驱动、多任务、多线程等。这样,所描述的多个步骤或功能可以描述的序列、并行执行,或在某些情况下有所省略。同样,由于便于说明和描述,处理顺序并非达到本文描述的目标、特征和优点所必需的,而提供用于说明和描述的方便。即使没有明确地描述,本领域内的普通技术人员可理解取决于使用的特定策略可以反复执行一个或多个描述的步骤或功能。
总而言之,本领域技术人员阅读本说明书之后,可想到多种替代和变型而不背离描述的实质和范围。例如,可用天然气、汽油、柴油或替代燃料配置运转的I3、I4、I5、V6、V8、V10和V12发动机可使用本发明来优化。
Claims (10)
1.一种运转传动系的方法,包含:
响应于变速器管路压力下可用的变矩器离合器扭矩容量高于驾驶员需求扭矩而以扭矩控制模式运转电机;以及
响应于所述变速器管路压力下可用的变矩器离合器扭矩容量小于驾驶员需求扭矩而以转速控制模式运转所述电机。
2.根据要得要求1所述的方法,其中所述电机是传动系集成的起动机/发电机,并且其中在发动机起动期间以所述转速控制模式运转所述电机。
3.根据要得要求1所述的方法,进一步包含响应于变矩器涡轮转速以及驾驶员需求扭矩和经由变矩器离合器传输通过变矩器的扭矩之间的差异来调节变矩器泵轮转速。
4.根据要得要求1所述的方法,进一步包含响应于所述传动系以再生制动模式运转而以扭矩控制模式代替所述转速控制模式运转所述电机。
5.根据要得要求4所述的方法,其中所述变速器管路压力是变速器泵出口处调整的压力,并且进一步包含响应于驾驶员需求制动扭矩和所述变矩器离合器扭矩容量中的较小者而调节所述电机的扭矩。
6.根据要得要求1所述的方法,其中将所述变速器管路压力施加至所述变矩器离合器,并且进一步包含将变矩器离合器扭矩调节成等于所述驾驶员需求扭矩。
7.根据要得要求1所述的方法,进一步包含当以所述转速控制模式运转所述电机时响应于驾驶员需求扭矩而调节所述电机的转速。
8.一种用于运转传动系的方法,包含:
调节变矩器离合器以传输第一部分驾驶员需求扭矩至车轮;以及
响应于所述驾驶员需求扭矩和所述第一部分驾驶员需求扭矩的差异而调节变矩器泵轮的转速。
9.根据要得要求8所述的方法,其中通过变矩器离合器传输的扭矩以及所述变矩器泵轮和变矩器涡轮之间传输的扭矩等于所述驾驶员需求扭矩。
10.根据要得要求8所述的方法,进一步包含在发动机起动期间当经由所述变矩器离合器传输通过所述变矩器的扭矩高于驾驶员需求扭矩时调节变矩器滑动以保持在最小阈值滑动量以上。
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