CN106476792A - 用于控制混合动力车辆的装置及方法 - Google Patents

用于控制混合动力车辆的装置及方法 Download PDF

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CN106476792A
CN106476792A CN201510882641.9A CN201510882641A CN106476792A CN 106476792 A CN106476792 A CN 106476792A CN 201510882641 A CN201510882641 A CN 201510882641A CN 106476792 A CN106476792 A CN 106476792A
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electromotor
torsion
moment
engine
driving
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CN106476792B (zh
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金珉秀
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Hyundai Motor Co
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Hyundai Motor Co
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    • 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
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    • 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
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Abstract

本发明提供用于控制混合动力车辆的装置及方法。装置包括：引擎，通过燃料燃烧产生驱动扭矩；集成式启动器-发电机，启动引擎并选择性地操作为电力发电机产生电能；驱动发动机，支持引擎动力并选择性地操作为电力发电机产生电能；电池，利用集成式启动器-发电机和驱动发动机产生的电能进行充电；氮氧化物净化设备，净化引擎排出的废气中氮氧化物；控制器，计算用于氮氧化物净化设备的再生的目标引擎扭矩控制引擎扭矩，氮氧化物净化设备的再生模式下，当驱动所需的驱动扭矩大于目标引擎扭矩，通过集成式启动器-发电机或驱动发动机支持引擎扭矩，当驱动扭矩小于目标引擎扭矩，通过集成式启动器-发电机或驱动发动机利用驱动扭矩再生制动。

Description

用于控制混合动力车辆的装置及方法
相关申请的交叉引用
本申请要求保护于2015年8月31日提交给韩国知识产权局的韩国专利申请号10-2015-0122953的优先权，通过引用将其全部内容结合在此。
技术领域
本公开涉及一种用于控制混合动力车辆的装置及其方法。更具体地，本公开涉及一种用于控制混合动力车辆的装置和方法，其在再生净化废气中包括的氮氧化物的稀燃NOx捕集(lean NOx trap，LNT)时，能够改善车辆的燃料消耗并且提高废气的净化效率。
背景技术
通常，混合动力车辆可使用两种或更多种动力源，诸如，引擎和发动机。此时，可以使用汽油引擎或柴油引擎。
可将混合动力车辆制造成使用引擎和发动机的两种或更多种动力源的各种结构。混合动力车辆中的发动机在加速或上坡驱动时有助于来自引擎的动力。
在安装柴油引擎的混合动力车辆中，不同于汽油引擎，因为由于柴油引擎的特性，在空气过量比较高的状态下执行燃烧，所以废气中的一氧化碳(CO)或碳氢化合物的排出量较少，但是，排出了极大量的氮氧化物(以下被称之为“NOx”)和颗粒物质(PM)。
为了净化NOx，使用了稀燃NOx捕集(LNT)。LNT吸收废气中包括的氮氧化物并且在预定条件下致使氮氧化物与还原剂反应。
被还原的氮氧化物作为含硫化合物储存在氮氧化物净化设备中。被吸收在LNT中的含硫化合物使得氮氧化物净化性能下降并且因此不得不循环性地除去硫组分。
氮氧化物净化设备中的含硫化合物的除去可被称为“再生”。
为了执行氮氧化物净化设备的再生，引擎应保持处于恒定的再生条件。例如，引擎RPM应在预定的转速内，并且引擎扭矩应在预定扭矩内。如果当氮氧化物净化设备执行再生时不能恒定保持再生条件，再生效率则下降，并且再生的次数和再生时间增加。
进一步地，当氮氧化物净化设备执行再生时，为了使废气处于富集状态，执行后喷。然而，通过后喷注入的燃料并不产生引擎扭矩，因此，存在车辆的燃烧消耗增加的问题。
背景技术部分中公开的上述信息仅用于增强对本发明的背景的理解，因此，上述信息可包含并不构成已为该国本领域普通技术人员已获知的现有技术的信息。
发明内容
本公开已经尽力提供一种用于控制混合动力车辆的装置，其在氮氧化物净化设备执行再生时，能够改善混合动力车辆的再生效率和燃料消耗。
根据本公开的示例性形式的用于控制混合动力车辆的装置可包括：引擎，通过燃料的燃烧产生驱动扭矩；集成式启动器-发电机，集成式启动器-发电机启动引擎并且通过选择性地操作为电力发电机产生电能；驱动发动机，驱动发动机支持引擎的动力并且通过选择性地操作为电力发电机产生电能；电池，电池利用由集成式启动器-发电机和驱动发动机产生的电能进行充电；氮氧化物净化设备(LNT)，氮氧化物净化设备(LNT)净化从引擎排出的废气中包括的氮氧化物；以及控制器，控制器通过计算用于氮氧化物净化设备的再生的目标引擎扭矩控制引擎扭矩，当驱动所必需的驱动扭矩大于目标引擎扭矩时，在氮氧化物净化设备的再生模式下，控制器通过集成式启动器-发电机或驱动发动机支持引擎扭矩，并且当驱动扭矩小于目标引擎扭矩时，控制器通过集成式启动器-发电机或驱动发动机利用驱动扭矩执行再生制动。
在氮氧化物净化设备的再生过程中，仅当电池的SOC(充电状态)在预定范围内时，控制器才可执行驱动发动机或集成式启动器-发电机的控制。
当驱动扭矩大于目标引擎扭矩时，控制器可输出与驱动扭矩和目标引擎扭矩之差对应的附加扭矩，从而通过驱动发动机支持引擎扭矩。
当驱动扭矩小于目标引擎扭矩并且与驱动扭矩和目标引擎扭矩之差对应的冗余扭矩小于集成式启动器-发电机的发电量时，控制器可通过集成式启动器-发电机利用冗余扭矩执行再生制动。
当冗余扭矩大于集成式启动器-发电机的发电量时，控制器可通过集成式启动器-发电机和驱动发动机利用冗余扭矩执行再生制动。
在氮氧化物净化设备的再生过程中，控制器可将引擎扭矩控制成使得引擎扭矩恒定地保持与目标引擎扭矩对应。
当车辆的行进距离达到预定距离时，控制器可确定满足氮氧化物净化设备的再生模式。
根据本公开的另一示例性形式的用于控制混合动力车辆的方法可包括：确定是否满足氮氧化物净化设备的再生模式；确定电池的SOC(充电状态)是否在预定范围内；当满足氮氧化物净化设备的再生模式并且SOC在预定范围内时，比较用于氮氧化物净化设备的再生的目标引擎扭矩与驱动所必需的驱动扭矩；并且当驱动扭矩大于目标引擎扭矩时，通过集成式启动器-发电机或驱动发动机支持引擎扭矩。
该方法可进一步包括：当驱动扭矩小于目标引擎扭矩时，比较与驱动扭矩和目标引擎扭矩之差对应的冗余扭矩以及从集成式启动器-发电机产生的电量；并且当冗余扭矩小于集成式启动器-发电机的发电量时，通过集成式启动器-发电机利用冗余扭矩执行再生制动。
该方法可进一步包括：当冗余扭矩大于集成式启动器-发电机的发电量时，通过集成式启动器-发电机和驱动发动机利用冗余扭矩执行再生制动。
在氮氧化物净化设备的再生过程中，引擎扭矩可恒定地保持与目标引擎扭矩对应。
当车辆的行进距离达到预定距离时，可以满足氮氧化物净化设备的再生模式。
在本公开的示例性形式中，因为在氮氧化物净化设备的再生过程中可以恒定地保持引擎扭矩，所以提高了氮氧化物净化设备的再生效率。
进一步地，在氮氧化物净化设备的再生过程中当引擎扭矩大于所需扭矩时，通过驱动发动机和/或集成式启动器-发电机将冗余扭矩再生制动，因此，减少了车辆的燃料消耗。
附图说明
在描述本公开的示例性形式时，提供了供参考的附图，并且不得仅根据所附附图解释本公开的实质。
图1是示出了用于控制混合动力车辆的装置的示意图。
图2是示出了引擎***的示意图。
图3是示出了驱动发动机的扭矩、引擎扭矩、以及驱动扭矩之间的关系的图表。
图4是示出了用于控制混合动力车辆的方法的流程图。
具体实施方式
在下文中，将参考其中示出本公开的示例性形式的所附附图更为全面地描述本公开。本领域技术人员应当认识到，在完全不背离本公开的实质或范围的情况下，可通过各种不同的方式修改所描述的形式。
在描述本公开的形式时，将省去描述中未涉及的零件。在本说明书中，类似参考标号通常指类似元件。
此外，为更好地理解和便于描述，任意示出了附图中所示的每种配置的尺寸和厚度，但是，本发明不应局限于此。在附图中，为清晰起见，放大漏了层、膜、面板、区域等的厚度。
在下文中，将参考所附附图详细描述根据本公开的示例性形式的用于控制混合动力车辆的装置。
图1是示出了用于控制混合动力车辆的装置的示意图。图2是示出了引擎***的示意图。
如图1和图2所示，用于控制混合动力车辆的装置包括：引擎10，引擎10通过燃料的燃烧产生驱动扭矩；集成式启动器-发电机20，集成式启动器-发电机20启动引擎10并且通过选择性地操作为电力发电机产生电能；驱动发动机50，驱动发动机50支持引擎10的驱动扭矩并且通过选择性地操作为电力发电机产生电能；电池80，电池80利用由集成式启动器20和驱动发动机50产生的电能进行充电；氮氧化物净化设备100(LNT：稀燃NOx捕集)，氮氧化物净化设备100净化从引擎10排出的废气中包括的氮氧化物；以及控制器90，控制器90控制引擎10、集成式启动器-发电机20、驱动发动机50、以及氮氧化物净化设备100。
引擎10通过燃料的燃烧产生驱动扭矩并且驱动扭矩被供应至车辆的前轮。
引擎离合器30和变速器40顺次设置在引擎10与前轮之间。引擎离合器30由控制器90操作，根据引擎离合器30的啮合或释放将引擎10产生的驱动扭矩选择性地供应至前轮。变速器40根据车辆的速度将引擎10的驱动扭矩转换成所需扭矩并且将驱动扭矩传输至前轮。
集成式启动器-发电机20操作为启动器和发电机。即，集成式启动器-发电机20根据从控制器90供应的信号启动引擎10并且与引擎10一起的操作中通过作为电力发电机操作而产生电能。由集成式启动器-发电机20产生的电能被充电到电池80中。集成式启动器-发电机20可被称为ISG(集成式启动器和发电机)或HSG(混合式启动器和发电机)。
驱动发动机50从电池80接收电能、产生驱动扭矩、并且将驱动扭矩供应至车辆的后轮，以用于支持引擎10的功率。例如，当车辆快速加速或在上坡路上行进时，驱动发动机50通过支持引擎10的驱动扭矩改善车辆的驱动性能。当车辆制动或滑坡时，驱动发动机50通过操作为发电机产生电能，电能被充电到电池80中。
减速器60和发动机离合器70设置在驱动发动机50与后轮之间。减速器60将驱动发动机50的驱动扭矩转换成所需扭矩并且供应至后轮。
发动机离合器70由控制器90操作，并且根据发动机离合器70的啮合以及释放将驱动发动机50的驱动扭矩供应至后轮。
如上所述，其中引擎扭矩被供应至前轮并且驱动发动机扭矩被供应至后轮的混合动力车辆被称为TTR(through the road，穿行在道路上)类型。
将在本公开的示例性形式中例证混合动力车辆的TTR类型。然而，本发明并不局限于下列示例性形式，并且本发明可适用于各种类型的混合动力车辆。
控制器90控制引擎10、引擎离合器30、集成式启动器-发电机20、驱动发动机50、以及发动机离合器70的操作。通过以预定程序运行的一个或多个处理器可以实现控制器90，其中，将预定程序设置成执行用于控制混合动力车辆的方法的步骤。
通过车辆中设置的ECU(电子控制单元)和/或HCU(混合控制单元)可以实现控制器90。
同时，净化氮氧化物的氮氧化物净化设备100设置在从引擎10排出的废气流动的排气管处。由氮氧化物净化设备100净化的氮氧化物作为含硫化合物储存在氮氧化物净化设备100中。
控制器90通过计算用于氮氧化物净化设备100的再生的目标引擎扭矩控制引擎扭矩。当氮氧化物净化设备100执行再生时，应恒定保持引擎扭矩。
如果在氮氧化物净化设备100的再生过程中，由于快速加速或减速不能恒定保持引擎扭矩，氮氧化物净化设备100的再生效率则下降。因此，重复性地执行氮氧化物净化设备100的再生或再生时间增加，因此，废气的净化效率下降。
为了解决上述问题，当驱动扭矩大于目标引擎扭矩时，通过比较驱动车辆所必需的驱动扭矩与在氮氧化物净化设备100的再生模式过程中的目标引擎扭矩，控制器90控制驱动发动机，以通过驱动发动机50支持引擎扭矩。
当驱动扭矩小于目标引擎扭矩时，控制器90通过集成式启动器-发电机20或驱动发动机50执行再生制动冗余扭矩。进一步地，当车辆的行进距离达到预定距离时，控制90可确定满足氮氧化物净化设备100的再生模式。
此处，通过驾驶员的所需扭矩确定驱动扭矩。例如，通过加速器踏板的操作信号或制动器踏板的操作信号可以确定驾驶员的所需扭矩，从所需扭矩可以确定车辆的驱动扭矩。
图3是示出了驱动发动机的扭矩、引擎扭矩、以及驱动扭矩之间的关系的图表。在图3中，‘x’部分表示氮氧化物净化设备100的再生部分，‘a’部分表示其中驱动扭矩大于引擎扭矩的部分，并且‘b’部分表示其中驱动扭矩小于引擎扭矩的部分。在图3中，发动机扭矩包括集成式启动器-发电机和驱动发动机的扭矩。发动机扭矩大于零指输出驱动发动机或集成式启动器-发电机的扭矩，发动机扭矩小于零指通过驱动发动机和/或集成式启动器-发电机执行再生制动。
参考图3中的‘a’部分，当驱动扭矩大于目标引擎扭矩时，控制器90控制引擎10，以通过引擎10输出与目标引擎扭矩对应的扭矩，并且控制器90控制驱动发动机50，以通过驱动发动机50输出与驱动扭矩和目标引擎扭矩之差对应的附加扭矩。
参考图3中的‘b’部分，当驱动扭矩小于目标引擎扭矩时，控制器90控制集成式启动器-发电机20或驱动发动机50，以通过集成式启动器-发电机20或驱动发动机50执行再生制动与驱动扭矩和目标引擎扭矩之差对应的冗余扭矩。
此时，当冗余扭矩小于集成式启动器-发电机20的发电量时，通过集成式启动器-发电机20执行冗余扭矩的再生制动。当冗余扭矩大于集成式启动器-发电机20的发电量时，通过集成式启动器-发电机20和驱动发动机50执行冗余扭矩的再生制动。
同时，优选地，仅当电池80的SOC(充电状态)在预定范围(例如，40％至80％)内时，才在氮氧化物净化设备100的再生模式下执行驱动发动机50或集成式启动器-发电机20的控制(由驱动发动机输出的扭矩，和/或通过集成式启动器-发电机/驱动发动机的控制执行再生制动)。
当电池80的SOC小于预定范围时，如果通过驱动发动机50输出附加扭矩，电池80则可能过度放电。当电池80的SOC大于预定范围时，如果通过驱动发动机50或集成式启动器-发电机20再生制动冗余扭矩执行，电池80则可能被过度充电。
在下文中，将参考所附附图详细描述根据本公开的示例性形式的用于控制混合动力车辆的方法。
图4是示出了用于控制混合动力车辆的方法的流程图。
如图4所示，在步骤S10，控制器90确定是否满足氮氧化物净化设备100的再生模式。此时，当车辆的行进距离达到预定距离时，控制器90可确定满足氮氧化物净化设备100的再生模式。
在步骤S20，当满足氮氧化物净化设备100的再生模式时，控制器90确定电池80的SOC是否在预定范围内。即，仅当满足再生模式并且SOC在预定范围内时，控制器90才执行驱动发动机或集成式启动器-发电机的控制。细节原因与上述描述相同。
在步骤S30，当电池80的SOC在预定范围内时，控制器90比较用于氮氧化物净化设备100的再生的目标引擎扭矩与驱动车辆所必需的驱动扭矩。
在步骤S40，当驱动扭矩大于目标引擎扭矩时，控制器90控制驱动发动机50，以通过驱动发动机50支持引擎扭矩。
详细地，当驱动扭矩大于目标引擎扭矩时，控制器90控制引擎10，以输出通过引擎10输出的目标引擎扭矩，并且控制器90控制驱动发动机50，以输出通过驱动发动机50输出的与驱动扭矩和目标引擎扭矩之差对应的附加扭矩。
在步骤S30，当驱动扭矩小于目标引擎扭矩时，在步骤S50，控制器90比较与驱动扭矩和目标引擎扭矩之差对应的冗余扭矩以及集成式启动器-发电机20的发电量。
在步骤S60，当冗余扭矩小于集成式启动器-发电机20的发电量时，控制器90通过集成式启动器-发电机20执行再生制动冗余扭矩。
在步骤S70，当冗余扭矩大于集成式启动器-发电机20的发电量时，控制器90通过集成式启动器-发电机20和驱动发动机50执行再生制动冗余扭矩。
如上所述，当冗余扭矩大于集成式启动器-发电机20的发电量时，因为控制器90通过集成式启动器-发电机和驱动发动机执行再生制动冗余扭矩，所以可以改善车辆的燃料消耗。
根据本发明的示例性形式，当满足氮氧化物净化设备100的再生模式并且驱动扭矩大于目标引擎扭矩时，通过驱动发动机50输出附加扭矩。并且当驱动扭矩小于目标引擎扭矩时，通过集成式启动器-发电机20和/或驱动发动机50执行再生制动冗余扭矩。因此，因为在氮氧化物净化设备的再生过程中可以使得引擎扭矩保持处于目标引擎扭矩，所以可以提高氮氧化物净化设备100的再生效率。
进一步地，当驱动扭矩小于目标引擎扭矩时，通过集成式启动器-发电机20和/或驱动发动机50执行再生制动冗余扭矩，所以可以改善车辆的燃料消耗。
尽管已经结合目前市内实际的示例性形式描述了本公开的各种形式，然而，应当理解的是，本公开并不局限于公开的形式，而是相反，本公开旨在覆盖所附权利要求的实质和范围内包括的各种变形及等同布置。

Claims (12)

1.一种用于控制混合动力车辆的装置，包括：
引擎，被配置为通过燃料的燃烧产生驱动扭矩；
集成式启动器-发电机，被配置为启动所述引擎并且通过选择性地运行为电力发电机产生电能；
驱动发动机，所述驱动发动机被配置为支持所述引擎的动力并且通过选择性地运行为电力发电机产生电能；
电池，所述电池被配置为使用由所述集成式启动器-发电机和所述驱动发动机产生的所述电能进行充电；
氮氧化物净化设备(LNT)，所述氮氧化物净化设备(LNT)被配置为净化从所述引擎排出的废气中包含的氮氧化物；以及
控制器，所述控制器被配置为：通过计算用于所述氮氧化物净化设备的再生的目标引擎扭矩控制引擎扭矩；在所述氮氧化物净化设备的再生模式下，当驱动所必需的驱动扭矩大于所述目标引擎扭矩时，通过所述集成式启动器-发电机或所述驱动发动机支持所述引擎扭矩，以及当所述驱动扭矩小于所述目标引擎扭矩时，通过所述集成式启动器-发电机或所述驱动发动机利用所述驱动扭矩执行再生制动。
2.根据权利要求1所述的装置，其中：
所述控制器被配置为：在所述氮氧化物净化设备的再生过程中，仅当所述电池的充电状态(SOC)在预定范围内时，才执行所述驱动发动机或所述集成式启动器-发电机的控制。
3.根据权利要求2所述的装置，其中：
当所述驱动扭矩大于所述目标引擎扭矩时，所述控制器被配置为输出附加扭矩，从而通过所述驱动发动机支持所述引擎扭矩，其中，所述附加扭矩对应于所述驱动扭矩与所述目标引擎扭矩之差。
4.根据权利要求2所述的装置，其中：
当所述驱动扭矩小于所述目标引擎扭矩并且冗余扭矩小于所述集成式启动器-发电机的发电量时，所述控制器被配置为通过所述集成式启动器-发电机利用所述冗余扭矩执行再生制动，其中，所述冗余扭矩对应于所述驱动扭矩与所述目标引擎扭矩之差。
5.根据权利要求4所述的装置，其中：
当所述冗余扭矩大于所述集成式启动器-发电机的所述发电量时，所述控制器被配置为通过所述集成式启动器-发电机和所述驱动发电机利用所述冗余扭矩执行再生制动。
6.根据权利要求1所述的装置，其中：
所述控制器被配置为：控制所述引擎扭矩，使得在所述氮氧化物净化设备的再生过程中所述引擎扭矩恒定地保持与所述目标引擎扭矩对应。
7.根据权利要求1所述的装置，其中：
所述控制器被配置为：当所述车辆的行进距离达到预定距离时，确定满足所述氮氧化物净化设备的所述再生模式。
8.一种用于控制混合动力车辆的方法，包括：
确定是否满足氮氧化物净化设备的再生模式；
确定电池的充电状态SOC是否在预定范围内；
当满足所述氮氧化物净化设备的所述再生模式并且所述SOC在所述预定范围内时，比较用于所述氮氧化物净化设备的再生的目标引擎扭矩与驱动所必需的驱动扭矩；并且
当所述驱动扭矩大于所述目标引擎扭矩时，通过集成式启动器-发电机或驱动发动机支持所述引擎扭矩。
9.根据权利要求8所述的方法，进一步包括：
当所述驱动扭矩小于所述目标引擎扭矩时，
比较与所述驱动扭矩和所述目标引擎扭矩之差对应的冗余扭矩以及由所述集成式启动器-发电机产生的电量；并且
当所述冗余扭矩小于所述集成式启动器-发电机的所述发电量时，通过所述集成式启动器-发电机再生制动所述冗余扭矩。
10.根据权利要求9所述的方法，进一步包括：
当所述冗余扭矩大于所述集成式启动器-发电机的所述发电量时，通过所述集成式启动器-发电机和所述驱动发动机再生制动所述冗余扭矩。
11.根据权利要求8至权利要求10中任一项所述的方法，其中：
在所述氮氧化物净化设备的再生过程中，所述引擎扭矩恒定地保持与所述目标引擎扭矩对应。
12.根据权利要求8所述的方法，其中：
当所述车辆的行进距离达到预定距离时，满足所述氮氧化物净化设备的所述再生模式。
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