CN106240380B - 车辆的动力***及其电动机器的控制方法 - Google Patents

车辆的动力***及其电动机器的控制方法 Download PDF

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CN106240380B
CN106240380B CN201610404828.2A CN201610404828A CN106240380B CN 106240380 B CN106240380 B CN 106240380B CN 201610404828 A CN201610404828 A CN 201610404828A CN 106240380 B CN106240380 B CN 106240380B
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torque
capacity
torque capacity
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short
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CN106240380A (zh
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L·D·谢莉
J·F·帕凯科
K·P·帕特尔
A·H·希普
M·A·米列尔
M·V·伍恩
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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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    • 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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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • 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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    • 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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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

描述了一种包括内燃机、变速器和电动机器的动力***，且所述动力***包括旋转地联接到内燃机的曲轴的电动机器。变速器联接到传动系以将牵引扭矩和制动扭矩传递到所述传动系。一种用于控制电动机器的方法包括：确定短期车轴扭矩容量、长期车轴扭矩容量和最大再生制动失速扭矩容量，以及确定操作者制动请求。基于短期车轴扭矩容量、长期再生制动容量、发动机失速再生制动容量和操作者制动请求来确定优选再生制动容量。基于优选的再生制动容量来控制电动机器输出的扭矩。

Description

车辆的动力***及其电动机器的控制方法
技术领域
本公开涉及用于车辆的动力***和与之相关的车辆控制。
背景技术
已知车辆动力***包括与变速器联接的内燃机和电马达/发电机，用于向传动***传递扭矩以产生牵引力。已知电马达/发电机由高电压能量存储***供应电力。动力***可采用再生控制***来恢复电力用于响应于包括制动和/或滑行的操作者指令给高电压能量存储***充电。
发明内容
描述一种包括内燃机、变速器和电力机器的动力***，且该动力***包括可旋转地联接在内燃机的曲轴的电力机器。变速器联接到传动***，以将牵引扭矩和制动扭矩传递至该传动***。一种用于控制电力机器的方法包括：确定短期车轴扭矩容量、长期车轴扭矩容量和最大再生制动失速扭矩容量，以及确定操作者制动请求。基于短期轴扭矩容量、长期再生制动容量、发动机失速再生制动容量和操作者制动请求来确定优选的再生制动容量。基于优选的再生制动容量来控制电力机器输出的扭矩。
当结合附图时，如所附权利要求书中所限定的那样，从以下执行本发明教导的某些最佳模式和其他实施例的具体说明中可以很容易了解本发明的上述特征与优点以及其他特征与优点。
附图说明
现在将结合附图，通过举例描述一个或多个实施例，其中：
图1根据本公开示意性地示出包括动力***的车辆，该动力***包括具有曲轴的内燃机，该曲轴通过变矩器联接到变速器并联接到电动扭矩机器，其中变速器是联接到传动***的步进挡位变速器；
图2至图7根据本公开示意性地示出再生制动扭矩容量控制例程的详细流程图，该控制例程用于控制动力***的实施例以将牵引扭矩和制动扭矩传递到传动***；以及
图8根据本公开图示地示出了在包括本文所述动力***的车辆的实施例中再生制动扭矩容量控制例程的各部分的操作。
具体实施方式
现参照附图，其中描绘仅为示出特定示例性实施例的目的，而不是限制为该示例性实施的目的，图1示意性地示出包括动力***20的车辆100，该动力***20具有联接到传动***60并由控制***10所控制的步进挡位变速器50。类似附图标记在整个说明书中指示类似的元件。
动力***20包括内燃机40，该内燃机40包括通过变矩器44机械地联接到变速器50的曲轴36。曲轴36通过滑轮机构38或其他适当机构机械地可旋转地联接到电动扭矩机器35上。电动扭矩机械35和内燃机40是扭矩产生装置。电动扭矩机械35包括输出构件，该输出构件通过滑轮机构机械地可旋转地联接到发动机40的曲轴36上，该滑轮机构提供它们之间的机械动力路径。滑轮机构38配置为影响发动机40和扭矩机器35之间的扭矩传递，包括从扭矩机器35向发动机40传递扭矩，用于发动机自动启动/自动停车操作、牵引扭矩辅助和再生制动；还包括从发动机40向扭矩机器35传递扭矩，用于高电压充电。在一个实施例中，滑轮机构38包括两个滑轮之间行进的蛇形带，其中一个滑轮附在发动机40的曲轴36上，另一个滑轮附在联接到扭矩机器35的转子上的旋转杆上，该机构被称为交流发电机/皮带起动器(BAS)***。可替换地，滑轮机构38可包括正排量换挡机构。变速器50包括联接到传动***60上的输出构件62。在一个实施例中，发动机40可包括低电压电磁致动电气起动器，用于响应于实施例中的键曲轴事件的启动。
发动机40较佳地是多缸内燃机，其通过燃烧过程将燃料转换成机械动力。发动机40装配有多个致动器和感测装置，用以监测操作并输送燃料，以形成燃烧装料，从而提供响应于输出扭矩请求的扭矩。该感测装置包括曲轴位置传感器41，其可以是任何合适的旋转位置感测***，并且较佳地经由线束13与控制模块12直接地通信并且经由通信总线18与逆变器控制器11通信。替代地，该曲轴位置传感器41经由线束13与控制模块12直接地通信并且经由第二线束13′与逆变器控制器11直接地通信。
扭矩机器35较佳地是高电压多相电马达/发电机，其构造成将存储的电能转换成机械动力，并将机械动力转换成可存储在高电压电池25中的电能。扭矩机器35包括转子和定子以及所附的位置传感器37，其在一个实施例中是分解器。位置传感器37经由线束33与逆变器控制器11直接地通信，并且用于监测扭矩机器35的转子的旋转位置。扭矩机器35的转子的旋转位置由逆变器控制器11使用来控制逆变器模块32的操作，其控制扭矩机器35。逆变器控制器11较佳地共位地定位在逆变器模块32(如图所示)内，或者替代地可例如远程地定位在控制模块12内。
高电压电池25经由高电压DC总线29电气地连接于逆变器模块32，以响应于源自控制器***10中的控制信号将高电压DC电力传递至扭矩机器35。该逆变器模块32经由多相电动机控制电源总线31电气地连接于扭矩机器35。该逆变器模块32构造有合适的控制电路，其包括功率晶体管，例如IGBT，用以将高电压DC电力转换成高电压AC电力以及将高电压AC电力转换成高电压DC电力。该逆变器模块32较佳地采用脉冲宽度调制(PWM)控制，以将源自高电压电池25的所存储DC电力转换成AC电力，从而驱动扭矩机器35来产生扭矩。类似地，逆变器模块32将传递至扭矩机器35的机械动力转换成DC电力，以产生能存储在高电压电池25中的电能，包括再生控制策略的一部分。应理解的是，逆变器模块32构造成接收电动机控制指令并且控制逆变器状态，以功能性地提供电动机驱动和再生。
在一个实施例中，DC/DC电力转换器34电气地连接于低电压总线28和低电压电池27，并且电气地连接于高电压总线29。此种电力连接是已知的并且并不进行详细描述。低电压电池27可电气地连接于辅助动力***45，以将低电压电力提供给车辆上的低电压***，例如在一个实施例中包括电力窗口、HVAC风扇、座椅以及低电压电磁阀致动的电动启动器39。替代地，电力转换器34可将低电压电力提供给车辆上的低电压***，由此代替辅助动力***45。
变矩器44是设置在发动机40和变速箱50之间的可旋转扭矩联接装置。变矩器44较佳地包括经由内泵和叶片的流体扭矩联接和经由能选择性地控制的可激活离合器机构的机械扭矩联接。
变速器50优选地被布置在步进挡位构造中，并且可以包括一个或多个差动齿轮组和可激活离合器，后者被配置成在多个步进挡位状态其一之下，在发动机40和输出构件62之间的一定速度比范围内，实现扭矩传递。变速器50包括任何合适的构造，并优选地被配置作为自动变速器，在步进挡位状态之间自动换挡，使运行的齿轮传动比能够实现输出扭矩要求和发动机运行点之间的优选匹配。变速器50自动执行升挡以换挡到具有较低数值倍增比(齿轮传动比)的挡位状态，并执行降挡以换挡到具有较高数值倍增比的挡位状态。变速器升挡需要降低发动机转速，以使发动机转速匹配于变速器置输出速度乘以目标挡位状态相关联的齿轮传动比。变速器降挡需要提升发动机转速，以使发动机转速匹配于变速器输出速度乘以目标挡位状态相关联的齿轮传动比。在一个实施例中，传动***60可以包括差动齿轮装置65，其机械联接至车轴64或半轴，该车轴64或半轴又机械联接至车轮66。传动***60在变速器50和路面之间传递牵引功率。动力***20是例证性的，并且本文所述的概念适用于类似配置的其他动力***。
控制***10包括控制模块12，其与操作者界面14通信。控制模块12优选地与动力***20的各个元件直接或经由通信总线18进行通信。控制模块12与高电压电池25、逆变器模块32、扭矩机器35、发动机40和变速器50的各自感测设备进行通信，以监测运行并确定其参数状态。车辆100的操作者界面14包括多个人/机界面装置，通过该装置车辆操作者命令车辆100运行，包括，例如，使操作者能够以曲柄启动发动机40的点火开关、加速器踏板15、制动踏板16、传动范围选择器(PRNDL)、方向盘及前照灯开关。加速器踏板15提供信号输入，包括指示操作者要求车辆加速的加速器踏板位置，而制动踏板16提供信号输入，包括指示操作者要求车辆制动的制动踏板位置。变速器范围选择器提供信号输入，指示操作者想要车辆移动的方向，包括离散数目的操作者可选择位置，指示输出构件62正向或反向的优选旋转方向。
动力***20包括通信方案，其包括通信总线18，以传感器信号和致动器命令信号的形式在控制***10和动力***20的元件之间实现通信。通信方案实现与控制***10之间的信息传递是利用一个或多个通信***和设备，包括，例如，通信总线18、直接连接、局域网总线、串行***接口总线以及无线通信。
术语“控制器”、“控制模块”、“模块”、“控制件”、“控制单元”、“处理器”和类似术语指的是专用集成电路(ASIC)、电子电路、中央处理单元(例如，微处理器)以及相关联的以存储器和存储装置的形式存在的非瞬变存储器部件(只读存储器、可编程只读存储器、随机存取存储器、硬盘驱动器等等)中的任一个或各种组合。非瞬变存储器部件能够存储机器可读指令，其中机器可读指令以一个或多个软件或固件程序或例程、组合逻辑电路、输入/输出电路和装置、信号调制和缓冲电路和其他可由一个或多个处理器访问以提供所述功能性的部件的形式存在。输入/输出电路和设备包括模拟/数字转换器和相关的监测来自于传感器的输入的装置，其中以预设的采样频率或以响应于触发事件的方式对这种输入进行监测。“软件”、“固件”、“程序”、“指令”、“控制例程”、“代码”、“算法”和类似术语指的是任何控制器可执行指令集，包括校准和查阅表。每一控制器执行控制例程来提供所需功能，包括监测来自于传感装置和其他联网控制器的输入，以及执行控制与诊断例程来控制制动器的操作。可通过有规律的时间间隔执行例程，例如，在不间断的操作期间，间隔为每100微秒或3.125、6.25、12.5、25和100毫秒。可选地，例程可执行来作为对触发事件的发生的响应。控制器之间的通信以及控制器与制动器和/或传感器之间的通信可通过直接有线链路、联网通信总线链路、无线链路或任何其他合适的通信链路实现。通信包括以任何合适的形式存在的数据信号的交换，包括，例如，经由传导介质的电信号、经由空气的电磁信号、经由光波导管的光信号等等。数据信号可包括代表来自于传感器的输入的信号、代表制动器命令的信号和控制器之间的通信信号。术语“模型”指的是处理器基代码或处理器可执行代码和相关联的模拟装置或物理过程的物理存在的校准。在此使用的术语“动态的”和“动态地”描述的是实时执行的步骤或过程，其中所述的步骤或过程的特征在于监测或通过其他方式确定参数状态并在例程的执行期间或在例程的执行的迭代之间定期或周期性地更新参数的状态。
图2～7示意性地示出了用于控制动力***20的实施例以将牵引扭矩和制动扭矩传递至参考图1进行描述的传动***60上的再生制动扭矩容量控制例程(控制例程)200的详细流程图。总体上，控制例程200以响应于如下操作者输入的方式来进行执行：包括传递至加速器踏板15和制动器踏板16上的操作者输入，包括在传递至加速器踏板15上的操作者输入小于表示滑行或制动的最小阈值的情况下。控制例程200在短期轴扭矩容量405、长期轴扭矩容量505和最大再生制动失速扭矩容量605之间进行仲裁，以基于操作者的制动请求106、当前变速器挡位状态104和预期或预测的未来变速器挡位状态105选择优选再生制动容量205。在此使用的术语“短期”指的是任何在控制例程的一个迭代范围内被应用或实施的操作。在此使用的术语“长期”指的是任何在控制例程的多个迭代中被应用或实施的操作。在此使用的术语“容量”指的是相关***在考虑到机械因素、电因素和其他因素的情况下能够实现的所控制操作(例如，制动)的最大或最小幅度。
被传递至传动***60上以实现车辆制动的来自于电马达/发电机35的扭矩输出被控制来实施再生制动，以作为对优选再生制动容量205的响应，其考虑与容量相关的因素，以在发动机40、滑轮机构38、电力机器35、电池25、变矩器44、变速器50和传动***60之间产生扭矩和功率并将其传递至车轮66上。这包括确定短期轴扭矩容量405的短期轴容量计算例程400、确定长期轴扭矩容量505的长期轴容量计算例程500和确定最大再生制动失速扭矩容量605的发动机失速防止例程600。净再生制动容量仲裁例程700基于短期轴扭矩容量405、长期轴扭矩容量505和最大再生制动失速扭矩容量605确定优选再生制动容量205。由于存在着与蓄电池容量和动力操作相关的操作因素，因而由动力***100实施的再生制动可不同于优选再生制动容量205。
短期车轴容量计算例程400基于包括短期(ST)曲轴扭矩容量102和当前变速器状态104的输入确定短期车轴扭矩容量405，确定变矩器44的变矩器离合器是在锁定状态还是解锁状态中，并确定变速器50是否正进行换挡。当前变速器状态104表示步进挡位，其中变速器50正在运行。这个操作最佳地参考图4所示。
例程410涉及确定当变矩器44的变矩器离合器在锁定状态中时短期车轴扭矩容量405。短期(ST)曲轴扭矩容量乘以与变速器在例程104中的当前变速器状态104相关的当前齿轮比，以确定短期动力***输出扭矩极限425，其与例程430结合(例如，除以传动系60的车轴比)以确定当变矩器44的变矩器离合器在锁定状态中时短期车轴扭矩容量405。
例程440涉及确定当变矩器44的变矩器离合器在解锁状态中时的短期车轴扭矩容量405。短期(ST)曲轴扭矩容量305和与当前变速器状态104相关的当前齿轮比是由变矩器转换例程450采用，以基于解锁状态中的变矩器44的扭矩转换和与当前变速器状态104相关的当前齿轮比确定短期动力***输出扭矩极限455。可以使用变矩器44的实施例所特有的K因子确定解锁状态中的变矩器44的扭矩转换，所述变矩器44当运行在失速速度时将速度与扭矩关联。短期动力***输出扭矩极限455与例程460结合(例如，除以传动系60的车轴比112)以确定当变矩器44的变矩器离合器在解锁状态中时短期车轴扭矩容量405。
例程470涉及确定当变速器50正进行换挡时的短期车轴扭矩容量405。在涉及变速器50中的离合器控制的一些情况中，可以在换挡期间通过变速器50传递负扭矩或制动扭矩，以允许通过换挡进行再生制动操作，且控制再生制动量值以维持、提供如由车辆操作者感知的可接受的换挡质量。这包括：在再生制动正施加的时候，将触发器474在换挡472的起始进行闭锁(480)，由此获得换挡485起始时的再生制动量值。换挡485起始时的再生制动量值与升挡484的再生制动上限进行比较，并取(486)其最小者作为再生制动量值。由于其具有介于0到－9999(490)之间的负值，再生制动量值487应用为短期车轴扭矩容量405。
图8以曲线图示出了控制例程200的各部分的运行，所述控制例程200位于包括动力***20的车辆100的一个实施例之上，所述运行包括以Nm计的施加再生制动814和以Nm计的再生制动容量812，其与以kph记的车辆速度818、选定变速器挡位状态816、以％计的操作者制动需求820以及以真(1)和假(0)出现的变速器切换822相关，所有这些与横轴上所示的时间840相关。再生制动项804的量值以左向纵轴表示，车辆速度806盒制动808的量值以右向纵轴表示。首先，如操作者制动需求820所示，在施加制动时，再生制动容量812为－200Nm直到时间点841为止。在时间点841处，执行822(1)换挡，再生制动容量812当前正执行至0Nm，直到在时间点842完成换挡为止。在该点，由于在换挡期间发起了驱动请求，因此再生制动容量812设为－150Nm，而且施加再生制动814逐渐增加。
在随后的时间点843处的升挡时，再生制动执行至－150Nm，低于再生制动阈值。在时间点843与时间点844之间发生的换挡期间，施加再生制动814保持恒定，同样地，再生制动容量812也是保持恒定。紧接着换挡的完成，可将施加再生制动814再次增加.随着由时间点843后的车辆速度818表示的车辆的减速，如由时间点846和847处所示，进行了减挡。施加再生制动814和再生制动容量812紧随正常控制路径之后，例如，紧随长期车轴扭矩容量205的再生制动的正常逐渐减低，其可在参照图2-7所述的控制例程200中确定。
长期车轴容量计算例程500基于包括预测挡位状态105和预测曲轴扭矩容量或极限305的输入确定长期车轴扭矩容量505，且确定变矩器44的变矩器离合器是在锁定状态还是解锁状态中，且确定变速器50是否正经历换挡。这个操作最佳地参考图5所示。预测曲轴扭矩容量或极限305如最佳地参考图3所示般确定。预测变速器挡位状态105是控制例程200预期变速器50响应于包括可以导致再生制动的加速器踏板15和制动器踏板16的操作者输入的改变而将换挡成的变速器挡位状态。例如，变速器50可以被校准成响应于加速器踏板15的操作者输入(指示滑行)而向下一个较低变速器挡位降挡。
图3示意地示出了用于确定预测曲轴扭矩容量305的例程300。输入包括最大皮带滑移扭矩125和相关皮带滑移项127，其被结合(315)以界定可在内燃机40的曲轴36与电马达/发电机35的旋转轴之间跨滑轮机构38传送的最大皮带扭矩318。最大皮带扭矩318被转换为马达扭矩325(320)，且比较马达扭矩325与基于电池电量123确定的电动机扭矩极限。选择(330)马达扭矩325和基于电池电量123的电动机扭矩极限的最大马达扭矩335，且比较最大马达扭矩335与电动机扭矩极限121(340)，其中电动机扭矩极限121是基于电马达/发电机32的机械和电容量。第二最大电动机扭矩345被转换为曲轴扭矩(350)并且结合曲轴扭矩极限129(360)以确定预测曲轴扭矩容量305。
再次参考图5，例程510涉及确定当变矩器44的变矩器离合器在锁定状态中时所述长期车轴扭矩容量505。预测曲轴扭矩容量305乘以变速器的预测齿轮比105(520)以确定长期动力***输出扭矩极限525，其结合(530)(例如，除以)传动***60的车轴比112以确定当变矩器44的变矩器离合器在锁定状态中时所述长期车轴扭矩容量505。
例程540涉及确定当变矩器44的变矩器离合器在解锁状态中时所述长期车轴扭矩容量505。预测曲轴扭矩容量305和与当前变速器状态104相关联的当前齿轮比是由变矩器转换例程450采用以基于解锁状态中的变矩器44的扭矩转换和与当前变速器状态104相关联的当前齿轮比确定长期动力***输出扭矩极限555。解锁状态中的变矩器44的扭矩转换可以使用变矩器44所特有的K因子而确定。长期动力***输出扭矩极限555结合(560)(例如，除以)传动系60的车轴比112以确定当变矩器44的变矩器离合器在解锁状态中时所述长期车轴扭矩容量505。
例程570涉及确定当变速器50正经历挡位换挡时所述长期车轴扭矩容量505。当变速器50正经历挡位换挡时，如由来自变速器50的信号输入575所指示，长期车轴扭矩容量505被设置等于零以允许所有换挡(580)。
图6示意性地示出了发动机失速防止例程600的一个实施例，其用来确定最大再生制动失速扭矩容量605，该容量旨在防止可能由低发动机转速下的再生制动引起的发动机失速。发动机失速防止例程600监视与当前传动状态104相关联的当前齿轮传动比，其进行范围状态判断(610)以选择与当前传动状态104相关联的当前齿轮传动比或预计传动状态作为所判断的传动状态615，该状态与变速器温度114和车速110相结合(620)，以确定发动机失速625的最小车轴扭矩，其中发动机失速在发动机转速降到低于最低发动机转速，例如每分400转的时候发生。将发动机失速625的最小车轴扭矩与长期车轴扭矩容量505相比，选出最大值635(630)。使用发动机失速625的最小车轴扭矩和长期车轴扭矩容量505的所选最大值635来计算一个净有效再生制动条件(640)，这就是最大再生制动失速扭矩容量605。因此，在发生释放变矩器离合器命令相关故障的情况下，变速器50可以松开变矩器离合器以保护硬件，这可能会导致在低速条件下施加再生制动，从而影响驱动质量。相反地，发动机失速防止例程600利用传动温度、传动状态和车速逐渐进行再生制动来改善驱动质量。这种操作允许判断传动范围状态以排除变矩器离合器的状态，以限制每个挡位的车轴扭矩，并因此限制再生制动容量为车速(间接地发动机转速)的函数，以防止在变矩器离合器突然释放的过程中出现过度再生制动，并基于变速器温度限制最大再生制动容量。
图7示意性地示出了净再生制动容量判断例程700的一个实施例，其基于短期车轴扭矩容量405、长期车轴扭矩容量505和最大再生制动失速扭矩容量605确定优选的再生制动容量205。将长期车轴扭矩容量505与从控制例程200(702)紧接的前一迭代而来的净再生制动容量206进行比较，以确定差动再生制动容量705，其用于确定时间速率再生制动加速速率715(710)。利用梯度限制器例程(720)将时间速率再生制动加速速率715与长期车轴扭矩容量505和前面的净再生制动容量206进行比较，产生一个更新的长期车轴扭矩容量725，其包括控制例程，用于向次长期扭矩容量加速，并立即转变为更大量的长期扭矩容量。
缓慢滑行扭矩726可以基于车速来确定并按照操作者用于制动106的要求减小(722)，以确定操作者所需的制动扭矩723，将其与更新后的长期车轴扭矩容量725相比较。操作者所需的制动扭矩723和提供较小再生扭矩的更新后长期车轴扭矩容量725中的一个作为输入735被选定(730)，将其与长期车轴扭矩容量505相比较(740)，从其中选择一个最小的(较大再生制动扭矩)作为所得的长期扭矩745。将所得的长期扭矩745与短期车轴扭矩容量405和最大再生制动失速扭矩容量605相比较(750)。所得的长期扭矩745、短期车轴扭矩容量405和实现最小幅度再生制动扭矩的的最大再生制动失速扭矩容量605中的一个被选定为优选的再生制动容量205。
这样，控制例程200在变速器升挡之前逐渐产生再生制动以改善换挡质量，或者在换挡过程中保持再生制动稳定，以便当换挡结束控制被归还时具有更适当的车轴扭矩。这包括在基于变速器容量的换挡期间允许进行再生制动，以承载再生扭矩，包括使用变速器离合器控制来预测扭矩承载容量，并根据需要在换挡过程中操纵短期容量转变为再生制动。这包括利用混合马达限制、当前和预计传动范围的状态、变速器工作参数和变矩器离合器释放点来施加其他再生制动。
本文所述的控制例程200有利于使用预计传动状态来确定长期曲轴容量，以及使用传动参数将短期和长期曲轴容量转换为车轴域再生制动容量。这包括在短期车轴域再生容量计算中使用当前传动状态和在长期车轴域再生容量计算中使用预计传动状态。判断过程允许将再生制动容量结合到单个的有效车轴扭矩。
详细说明和附图或图支持和说明本发明，但本发明的范围仅由权利要求来限定。尽管已经详细描述了实施本发明的最佳模式和其他实施例，但存在用于实践所附权利要求书限定的本发明的各种替代设计和实施例。

Claims (10)

1.一种用于控制设置成在动力***中生成牵引扭矩的电动机器的方法，其中所述动力***包括能旋转地联接至内燃机的曲轴的所述电动机器，所述内燃机经由变矩器联接至变速器，且其中所述变速器的输出构件联接至传动系的车轴，所述方法包括：
确定短期车轴扭矩容量、长期车轴扭矩容量和最大再生制动失速扭矩容量；
确定操作者制动请求；
基于所述短期车轴扭矩容量、所述长期车轴扭矩容量、所述最大再生制动失速扭矩容量和所述操作者制动请求来确定优选的再生制动容量；以及
基于所述优选的再生制动容量来控制所述电动机器的扭矩输出。
2.如权利要求1所述的方法，其进一步包括：
确定当前的变速器挡位状态和预期的变速器挡位状态；以及
基于所述当前的变速器挡位状态和所述预期的变速器挡位状态来确定所述优选的再生制动容量。
3.如权利要求1所述的方法，其包括：当变矩器离合器处于锁定状态时，基于短期曲轴扭矩容量和当前的变速器挡位状态来确定所述短期车轴扭矩容量。
4.如权利要求1所述的方法，其包括：当变矩器离合器处于解锁状态时，基于短期曲轴扭矩容量、当前的变速器挡位状态和所述变矩器在解锁状态的扭矩变换来确定所述短期车轴扭矩容量。
5.如权利要求1所述的方法，其包括：当所述变速器执行换挡事件时，基于在换挡事件开始时的再生制动的幅度来确定所述短期车轴扭矩容量。
6.如权利要求1所述的方法，其进一步包括：
确定预测曲轴扭矩容量；以及
基于所述预测曲轴扭矩容量确定所述长期车轴扭矩容量。
7.如权利要求6所述的方法，其中所述动力***进一步包括电连接至所述电动机器的直流电源，且其中确定所述预测曲轴扭矩容量包括：
确定可以在所述内燃机和所述电动机器之间传递的最大传动带扭矩；
基于与所述直流电源相关的电池动力来确定最大马达扭矩限制，以及
基于所述最大传动带扭矩和所述最大马达扭矩限制来确定所述预测曲轴扭矩容量。
8.如权利要求1所述的方法，其中确定所述最大再生制动失速扭矩容量包括：确定与发动机失速相关的再生制动容量。
9.如权利要求1所述的方法，其中基于所述短期车轴扭矩容量、所述长期车轴扭矩容量、所述最大再生制动失速扭矩容量和所述操作者对制动的请求来确定所述优选的再生制动容量进一步包括：在所述短期车轴扭矩容量、所述长期车轴扭矩容量和所述最大再生制动失速扭矩容量之间进行仲裁。
10.一种动力***，其包括：
电动机器、内燃机和步进挡位变速器；
所述电动机器能旋转地联接至所述内燃机的曲轴并电连接至直流电源；
所述内燃机经由包括变矩器离合器的变矩器联接至所述挡位变速器；
所述步进挡位变速器包括联接至传动系的车轴的输出构件；以及
可操作地连接至所述内燃机、所述电动机器、所述变速器和所述变矩器离合器的控制器，所述控制器包括指令组，所述指令组可执行以：
确定短期车轴扭矩容量、长期车轴扭矩容量和最大再生制动失速扭矩容量；
确定操作者制动请求；
基于所述短期车轴扭矩容量、所述长期车轴扭矩容量、所述最大再生制动失速扭矩容量和所述操作者制动请求来确定优选的再生制动容量；和
基于所述优选的再生制动容量来控制所述电动机器以生成扭矩。
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