CN106864449A - 控制包括双离合变速器的混合动力电动车辆的装置和方法 - Google Patents
控制包括双离合变速器的混合动力电动车辆的装置和方法 Download PDFInfo
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Abstract
本发明提供一种控制包括双离合变速器的混合动力电动车辆的方法和装置。控制包括双离合变速器(DCT)的混合动力电动车辆的方法可包括:在发动机停止的状态中确定是否满足发动机起动条件;当满足发动机起动条件时,确定是否满足DCT的换档离合器的滑移控制进入条件;当满足滑移控制进入条件时,通过滑移换档离合器来增加驱动电动机的速度;在增加驱动电动机的速度时,确定是否满足发动机离合器的锁紧条件;当满足发动机离合器的锁紧条件时,锁紧发动机离合器;以及,当锁紧发动机离合器时,增加换档离合器的接合力。
Description
技术领域
本发明涉及一种用于控制混合动力电动车辆的装置和方法。且更具体地,本发明涉及一种用于控制包括双离合变速器的混合动力电动车辆的装置和方法。
背景技术
本部分的陈述仅提供与本发明有关的背景信息,并且其不构成现有技术。
车辆的环境友好技术十分重要,并且未来汽车工业的生存依赖于此。车辆制造商关注环境友好车辆的发展,以便于满足环境和燃料消耗法规。
这样的未来车辆的技术的应用的某些示例是混合动力电动车辆(HEV:hybridelectric vehicle)和双离合变速器(DCT:dual clutch transmission)
DCT包括两个离合器和应用至手动变速器的轮系(gear train)。DCT通过使用两个离合器有选择地将从扭矩源(例如,发动机或者驱动电动机)输出的扭矩传输至两个输入轴,通过使用轮系改变速度,并且输出改变的扭矩。
这样的DCT用于提供具有五个或更多的前进速度档位的紧凑型变速器(compacttransmission)。由于通过控制器控制两个离合器和同步器,因此对于控制DCT不需要手动换档操作。因此,DCT是一种类型的自动化手动变速器(AMT:automated manualtransmission)
混合动力电动车辆同时使用内燃发动机和电池动力源。换句话说,混合动力电动车辆有效地结合并使用内燃发动机的扭矩和驱动电动机的扭矩。由于混合动力电动车辆同时使用发动机的机械能和电池的电能,使用发动机和电动机的理想工作区,并且在制动时回收能量,因此燃料效率得以提高并且能够有效地使用能量。
混合动力电动车辆在仅使用驱动电动机的扭矩的电动车辆(EV:electricvehicle)模式、在使用发动机的扭矩作为主要扭矩并且使用驱动电动机的扭矩作为辅助扭矩的混合动力电动车辆(HEV)模式、以及在车辆的制动过程或者在车辆通过惯性减速的过程中通过驱动电动机的发电来回收制动和惯性能来给电池充电的再生制动模式中提供驱动。
在根据现有技术的控制混合动力电动车辆的方法中,当EV模式转换成HEV模式时(即,当发动机起动时),在发动机速度与驱动电动机的速度同步后,当通过接合发动机离合器来在作为不同扭矩源的发动机和电动机之间传输扭矩时,可提供驾驶性能来抑制或者防止发生接合震动。
然而,在加速器踏板的位置值非常高或者驱动电动机的扭矩受限时,直到电动机的速度达到发动机的速度的时间(即,不使用发动机的扭矩作为混合动力电动车辆的驱动扭矩的时间)增加,因此,劣化混合动力电动车辆的加速性能。
上述在背景部分公开的信息仅用于增强本发明背景的理解,并且因此,其可包括不构成本国内本领域的普通技术人员已知的现有技术的信息。
发明内容
本发明提供了一种控制包括双离合变速器的混合动力电动车辆的装置和方法,通过使用双离合变速器的换档离合器的滑移控制,具有减少接合发动机离合器的时间并且减少接合震动的优点。
根据本发明的示例性实施方式的控制包括双离合变速器(DCT)的混合动力电动车辆的方法可包括:在发动机停止的状态中确定是否满足发动机起动条件;当满足发动机起动条件时,确定是否满足DCT的换档离合器的滑移控制进入条件;当满足滑移控制进入条件时,通过滑移换档离合器来增加驱动电动机的速度;在增加驱动电动机的速度时,确定是否满足发动机离合器的锁紧条件;当满足发动机离合器的锁紧条件时,锁紧发动机离合器;以及,当锁紧发动机离合器时,增加换档离合器的接合力。
当加速器踏板的位置值大于预定位置值,并且电池的荷电状态(SOC)小于预定SOC时,可满足滑移控制进入条件。
当加速器踏板的位置值大于预定位置值,并且电池的温度小于预定温度时,可满足滑移控制进入条件。
当加速器踏板的位置值大于预定位置值,并且道路的坡度大于预定坡度时,可满足滑移控制进入条件。
在通过滑移换档离合器来增加驱动电动机的速度的步骤中,可基于加速器踏板的位置值来确定换档离合器的滑移量。
当发动机的速度和驱动电动机的速度之间的差值小于第一预定值时,可满足发动机离合器的锁紧条件。
发动机离合器可以是干式离合器。
上述方法还可包括:在增加换档离合器的接合力时,确定是否满足换档离合器的锁紧条件;以及,当满足换档离合器的锁紧条件时,锁紧换档离合器。
当驱动电动机的速度和换档离合器的输出轴的速度之间的差值小于第二预定值时,可满足换档离合器的锁紧条件。
根据本发明的示例性实施方式的一种控制混合动力电动车辆的装置可包括:发动机离合器,其布置在发动机和驱动电动机之间;双离合变速器(DCT),其包括换档离合器;数据检测器,其配置成检测用于控制混合动力电动车辆的数据;以及,控制器,其配置成基于已检测的数据控制发动机离合器和换档离合器,其中,控制器配置成在发动机的停止的状态中确定是否满足发动机起动条件,当满足发动机起动条件时,确定是否满足换档离合器的滑移控制进入条件,当满足滑移控制进入条件时,通过滑移换档离合器来增加驱动电动机的速度,在增加驱动电动机的速度时,当满足发动机离合器的锁紧条件时,锁紧发动机离合器,并且,当锁紧发动机离合器时,增加换档离合器的接合力。
当加速器踏板的位置值大于预定位置值并且电池的荷电状态(SOC)小于预定SOC时,可满足滑移控制进入条件。
当加速器踏板的位置值大于预定位置值,并且电池的温度小于预定温度时,可满足滑移控制进入条件。
当加速器踏板的位置值大于预定位置值,并且道路的坡度大于预定坡度时,可满足滑移控制进入条件。
上述控制器可基于加速器踏板的位置值来确定换档离合器的滑移量。
当发动机的速度和驱动电动机的速度之间的差值小于第一预定值时,可满足发动机离合器的锁紧条件。
发动机离合器可以是干式离合器。
在增加换档离合器的接合力时,控制器可配置成确定是否满足换档离合器的锁紧条件,并且,当满足换档离合器的锁紧条件时,锁紧换档离合器。
当驱动电动机的速度和换档离合器的输出轴的速度之间的差值小于第二预定值时,可满足换档离合器的锁紧条件。
根据本发明的示例性实施方式,当混合动力电动车辆的模式从电动车辆(EV)模式转换至混合动力电动车辆(HEV)模式,并且驱动电动机的扭矩不足时,通过使用换档离合器的滑移控制可减少接合发动机离合器所需的时间并且减少接合震动。此外,干式离合器可用作发动机离合器,因此可提高混合动力电动车辆的燃料效率。进一步地,由于发动机的扭矩可在早期阶段传输至双离合变速器,因此混合动力电动车辆的加速性能和起动性能都将得以改善。
本发明的更多的应用领域将从本文所提供的描述中变得显而易见。应当理解的是,描述和特定的示例仅意图于阐释性目的,并且不意图于限制本发明的范围。
附图说明
为了使本发明得以更好的理解,现在将参考附图描述以示例的方式给出的本发明的各种实施方式,其中:
图1是混合动力电动车辆的视图;
图2是用于控制混合动力电动车辆的方法的流程图;
图3A是示出加速器踏板位置值随着时间变化的曲线图;
图3B是示出发动机速度、驱动电动机速度、换档离合器的输出轴的速度随着时间变化的曲线图;
图3C是示出换档离合器的输出轴的扭矩、换档离合器的输入轴的扭矩、发动机的扭矩和驱动电动机的扭矩随着时间变化的曲线图;
图3D是示出混合动力电动车辆的加速度随着时间变化的曲线图;以及
图4至图7是示出发动机离合器的状态和换档离合器的状态的视图。
附图标记说明
10:发动机
20:驱动电动机
30:发动机离合器
40:双离合变速器
50:电池
60:HSG
70:差动齿轮装置
80:车轮
90:数据检测器
100:控制器
本文所描述的附图仅用于示意性目的,并且不旨在以任何方式限制本发明的范围。
具体实施方式
下文描述本质上仅为示例性的,并且并不旨在限制本发明、应用或用途。应当理解的是,贯穿附图,对应的附图标记指代相同或者对应的部件和特征。
此外,在附图中示出的每个配置是为了更好的理解并且更易于描述而任意示出的,但是本发明不限于此。
如图1所示,根据本发明的示例性实施方式的混合动力电动车辆包括:发动机10;驱动电动机20;发动机离合器30,其有选择地将发动机10连接至驱动电动机20;双离合变速器(DCT)40;电池50;混合起动发电机(HSG)60;差动齿轮装置70;车轮80;数据检测器90;以及控制器100。
发动机10燃烧燃料来产生扭矩,并且各种发动机,例如汽油发动机、柴油发动机以及液化石油气喷射(LPI:liquefied petroleum injection)发动机可用作发动机10。
为了混合动力电动车辆的扭矩传输,通过发动机10和/或驱动电动机20产生的扭矩可传输至DCT40的输入轴,并且从DCT40的输出轴输出的扭矩通过差动齿轮装置70传输至车轴(axle)。车轴旋转车轮80,以便于通过发动机10和/或驱动电动机20产生的扭矩使混合动力电动车辆行驶。
混合动力电动车辆在电动车辆(EV)模式、混合动力电动车辆(HEV)模式,以及再生制动模式中提供驱动。在电动车辆(EV)模式中,仅使用驱动电动机20的扭矩,并且在混合动力电动车辆(HEV)模式中,使用发动机10的扭矩作为主要扭矩并且使用驱动电动机20的扭矩作为辅助扭矩。并且在再生制动模式中,在车辆的制动过程或者在车辆通过惯性的减速过程中,回收制动和惯性能,通过驱动电动机20的电能产生来给电池50充电。
电池50在EV模式和HEV模式中向驱动电动机20供电,并且在再生制动模式中以通过驱动电动机20回收的电力进行充电。
HSG 60起动发动机10或者根据发动机10的输出产生电力。HSG可指代起动发电一体机(ISG:integrated starter&generator)。
发动机离合器30布置在发动机10和驱动电动机20之间。发动机离合器30的输入轴连接至发动机10,并且发动机离合器30的输出轴连接至驱动电动机20。发动机离合器30可以是干式离合器。干式离合器在热容量方面劣于湿式离合器,但是在响应和燃料效率上优于湿式离合器。
DCT40包括两个换档离合器42a和42b,以及轮系44。由于应用至DCT40的换档离合器42a和42b优于应用至自动变速器的换档离合器,因此可促进滑移控制。轮系44包括:第一输入轴、第二输入轴、固定布置在第一输入轴上来实现奇数档位的输入齿轮、固定布置在第二输入轴上来实现偶数档位的输入齿轮、第一输出轴、第二输出轴、可旋转地布置在第一输出轴上的变速齿轮、可旋转地布置在第二输出轴上的变速齿轮,有选择性将变速齿轮连接至输出轴的同步器、固定地布置在第一输出轴上的第一输出齿轮,以及固定布置在第二输出轴上的第二输出齿轮。换档离合器42a和42b有选择性地将发动机10和/或驱动电动机20的扭矩传输至第一输入轴和第二输入轴。由于DCT40的配置在本领域中为公知常识,因此在本文说明书中将省略其详细描述。本发明可应用至任意的双离合变速器。
数据检测器90检测用于控制混合动力电动车辆的数据,并且将上述通过数据检测器90检测的数据传输至控制器100。
数据检测器90可包括:加速器踏板位置检测器91、SOC检测器92、温度检测器93、坡度检测器94、发动机速度检测器95、电动机速度检测器96、输出轴速度检测器97,以及车辆速度检测器98。数据检测器90还可包括用于控制混合动力电动车辆的检测器(例如,制动踏板位置检测器等)。
加速器踏板位置检测器91检测加速器踏板的位置值(即,加速器踏板的推动程度),并且将对应于此的信号传输至控制器100。当加速器踏板被完全推动时,加速器踏板的位置值为100%,并且当加速器踏板完全没有被推动时,加速器踏板的位置值为0%。
SOC检测器92检测电池50的荷电状态(SOC),并且将对应于此的信号传输至控制器100。代替于直接检测电池50的SOC,将测量电池50的电流和电压来估算电池50的SOC。
温度检测器93检测电池50的温度,并且将对应于此的信号传输至控制器100。
坡度检测器94检测混合动力电动车辆当前所处的道路的坡度,并且将对应于此的信号传输至控制器100。坡度检测器94可以是检测混合动力电动车辆的纵向加速度的G传感器。
发动机速度检测器95检测发动机10的速度,并且将对应于此的信号传输至控制器100。
电动机速度检测器96检测驱动电动机的速度,并且将对应于此的信号传输至控制器100。
输出轴速度检测器97检测当前接合的换档离合器的输出轴的速度,并且将对应于此的信号传输至控制器100。
车辆速度检测器98检测混合动力电动车辆的速度,并且将对应于此的信号传输至控制器100。
控制器100基于混合动力电动车辆的行驶条件控制EV模式和HEV模式之间的转换。此外,控制器100基于通过数据检测器90检测的数据控制发动机离合器30和换档离合器42a和42b。控制器100可以一个或多个通过用于控制混合动力电动车辆的预定程序执行的处理器进行实施。预定程序可以包括用于执行包括在控制混合动力电动车辆的方法中的每个步骤的一系列命令。
在下文中,将参考图2至图7详细描述控制混合动力电动车辆的方法。
图2是根据本发明的控制混合动力电动车辆的方法的流程图,图3是用于解释控制混合动力电动车辆的方法的曲线图,并且图4至图7是示出发动机离合器的状态和换档离合器的状态的视图。
参考图2至图7,在步骤S100中,以在发动机10停止的状态中确定是否满足发动机起动条件来开始混合动力电动车辆的控制方法。发动机起动条件可包括需要从EV模式转换至HEV模式的条件。在下文中,换档离合器42a将示例为对应于EV模式中的当前档位的DCT40的换档离合器。如图4所示,在EV模式中,发动机离合器30处于释放状态,并且换档离合器42a处于锁紧状态(换档离合器完全接合的状态)。发动机起动条件可以通过考虑加速器踏板的位置值、混合动力电动车辆的速度等进行设置。例如,控制器100可基于加速器踏板的位置值和混合动力电动车辆的速度计算驾驶员需求扭矩,并且当驾驶员需求扭矩大于或者等于阈值时,满足发动机起动条件。
当在步骤S100中不满足发动机起动条件时,控制器100将结束控制混合动力电动车辆的方法。换句话说,发动机10将保持停止状态。
当在步骤S100中满足发动机起动条件时,控制器100在步骤S110中启动发动机10。在此种情况下,控制器100可通过驱动HSG 60来执行发动机起动操作,从而使发动机10的速度增加。在此之后,控制器100将使用燃料的燃烧来产生发动机10的扭矩。
当满足发动机起动条件时,在步骤S120中,控制器100确定是否满足换档离合器42a的滑移控制进入条件。可通过考虑加速器踏板的位置值、电池50的SOC、电池50的温度和道路的坡度来设置滑移控制进入条件。当加速器踏板的位置值大于预定位置值并且电池的SOC小于预定SOC时,可以满足滑移控制进入条件。当加速器踏板的位置值大于预定位置值并且电池50的温度小于预定温度时,可以满足滑移控制进入条件。当加速器踏板的位置值大于预定位置值并且道路坡度大于预定坡度时,可以满足滑移控制进入条件。换句话说,当由于驱动电动机20的扭矩不足而导致驱动电动机20的速度难以达到发动机10的速度时,可以满足滑移控制进入条件。
当在步骤S120中不满足滑移控制进入条件时,控制器100结束控制混合动力电动车辆的方法。换句话说,将不滑移DCT40的换档离合器42a。
当在步骤S120中满足滑移控制进入条件时,在步骤S130中,控制器100通过滑移换档离合器42a来增加驱动电动机20的速度。如图5所示,当换档离合器42a的状态从锁紧状态变换成滑移状态时,由于DCT40的惯性减少,因此驱动电动机20的速度增加。因此,尽管驱动电动机20的扭矩不足,驱动电动机20的速度也快速增加。在此种情况下,控制器100可基于加速器踏板的位置值确定换档离合器42a的滑移量。例如,控制器100可基于加速器踏板的位置值确定换档离合器42a的输入轴的扭矩,并且可通过使用根据换档离合器42a的输入轴的扭矩设置换档离合器42a的滑移量的映射图来确定换档离合器42a的滑移量。
当通过滑移换档离合器42a增加驱动电动机20的速度时,在步骤S140中,控制器100确定是否满足发动机离合器30的锁紧条件。当发动机10的速度和驱动电动机20的速度之间的差值小于第一预定值时,满足发动机离合器30的锁紧条件。当满足下列等式1时,满足发动机离合器30的锁紧条件。
[等式1]
W发动机-W电动机<W1
此处,W发动机是发动机10的速度,W电动机是驱动电动机20的速度,并且W1是第一预定值。换句话说,当驱动电动机20的速度与发动机10的速度同步时,将满足发动机离合器30的锁紧条件。可通过考虑发动机离合器的热容量和换档离合器42a的滑移来设置第一预定值。当第一预定值越大时,发动机离合器30可在早期阶段锁紧。由于换档离合器42处于滑移状态,尽管第一预定值为相当高的值,发动机离合器30的接合震动仍可减少。因此,在热容量方面不及湿式离合器的干式离合器可用作发动机离合器30。
当在步骤S140中不满足发动机离合器30的锁紧条件时,控制器100可返回至步骤S130。
当在步骤S140中满足发动机离合器30的锁紧条件时,控制器100在步骤S150中锁紧发动机离合器30。如图6所示,当发动机离合器30锁紧时,发动机10的扭矩可以被传输至DCT 40。
当发动机离合器30锁紧时,控制器100可在步骤S160中增加换档离合器42a的接合力。因此,换档离合器42a的输出轴的速度跟踪驱动电动机20的速度。
当增加换档离合器42a的接合力时,控制器100在步骤S170中确定是否满足换档离合器42a的锁紧条件。当驱动电动机20的速度和换档离合器42a的输出轴的速度之差小于第二预定值时,满足换档离合器42a的锁紧条件。当满足下列等式2时,满足换档离合器42a的锁紧条件。
[等式2]
W电动机-WDCT<W2
此处,W电动机是驱动电动机20的速度,WDCT是换档离合器42a的输出轴的速度,并且W2是第二预定值。换句话说,当换档离合器42a的输出轴的速度与驱动电动机20的速度同步时,可以满足换档离合器42a的锁紧条件。可通过考虑换档离合器42a的热容量来设置第二预定值。
当在步骤S170中不满足换档离合器42a的锁紧条件时,控制器100可以返回至步骤S160。
当在步骤S170中满足换档离合器42a的锁紧条件时,控制器100在步骤S180中锁紧换档离合器42a。如图7所示,当换档离合器42a锁紧时,控制器100控制发动机10和/或驱动电动机20来满足驾驶员需求扭矩。
如上所述,当混合动力电动车辆的模式从EV模式转换至HEV模式,并且驱动电动机20的扭矩不足时,通过使用换档离合器的滑移控制可减少接合发动机离合器30的所需的时间以及接合震动。此外,干式离合器可用作发动机离合器30,因此可提高混合动力电动车辆的燃料效率。进一步地,由于发动机10的扭矩可在早期阶段传输至DCT40,因此混合动力电动车辆的加速性能和起动性能都将得以改善。
尽管本发明已经结合目前被认为是具体实施方式的内容进行描述,但是应当理解的是,本发明不限于所公开的实施方式,而是,正相反,意图覆盖包括在本发明的精神和范围的各种修改和等效布置。
Claims (18)
1.一种控制包括双离合变速器(DCT)的混合动力电动车辆的方法,包括以下步骤:
在发动机停止的状态中确定是否满足发动机起动条件;
当满足所述发动机起动条件时,确定是否满足DCT的换档离合器的滑移控制进入条件;
当满足所述滑移控制进入条件时,通过滑移所述换档离合器来增加驱动电动机的速度;
在增加所述驱动电动机的速度时,确定是否满足发动机离合器的锁紧条件;
当满足所述发动机离合器的锁紧条件时,锁紧所述发动机离合器;以及
当锁紧所述发动机离合器时,增加所述换档离合器的接合力。
2.根据权利要求1所述的方法,其中,当加速器踏板的位置值大于预定位置值,并且电池的荷电状态(SOC)小于预定SOC时,满足所述滑移控制进入条件。
3.根据权利要求1所述的方法,其中,当加速器踏板的位置值大于预定位置值,并且电池的温度小于预定温度时,满足所述滑移控制进入条件。
4.根据权利要求1所述的方法,其中,当加速器踏板的位置值大于预定位置值,并且道路的坡度大于预定坡度时,满足所述滑移控制进入条件。
5.根据权利要求1所述的方法,其中,在所述通过滑移所述换档离合器来增加所述驱动电动机的速度的步骤中,
基于加速器踏板的位置值来确定所述换档离合器的滑移量。
6.根据权利要求1所述的方法,其中当所述发动机的速度和所述驱动电动机的速度之间的差值小于第一预定值时,满足所述发动机离合器的锁紧条件。
7.根据权利要求1所述的方法,其中所述发动机离合器是干式离合器。
8.根据权利要求1所述的方法,还包括以下步骤:
在增加所述换档离合器的接合力时,确定是否满足所述换档离合器的锁紧条件;以及
当满足所述换档离合器的锁紧条件时,锁紧所述换档离合器。
9.根据权利要求8所述的方法,其中,当所述驱动电动机的速度和所述换档离合器的输出轴的速度之间的差值小于第二预定值时,满足所述换档离合器的锁紧条件。
10.一种控制混合动力电动车辆的装置,包括:
发动机离合器,其布置在发动机和驱动电动机之间;
双离合变速器(DCT),其包括换档离合器;
数据检测器,其配置成检测用于控制混合动力电动车辆的数据;以及
控制器,其配置成基于所述已检测的数据控制所述发动机离合器和所述换档离合器,
其中,所述控制器配置成在所述发动机的停止的状态中确定是否满足发动机起动条件,
当满足所述发动机起动条件时,所述控制器配置成确定是否满足所述换档离合器的滑移控制进入条件,
当满足所述滑移控制进入条件时,所述控制器配置成通过滑移所述换档离合器来增加所述驱动电动机的速度,
在增加所述驱动电动机的速度时,所述控制器配置成当满足所述发动机离合器的锁紧条件时,锁紧所述发动机离合器,并且
当锁紧所述发动机离合器时,所述控制器配置成增加所述换档离合器的接合力。
11.根据权利要求10所述的装置,其中当加速器踏板的位置值大于预定位置值并且电池的荷电状态(SOC)小于预定SOC时,满足所述滑移控制进入条件。
12.根据权利要求10所述的装置,其中,当加速器踏板的位置值大于预定位置值,并且电池的温度小于预定温度时,满足所述滑移控制进入条件。
13.根据权利要求10所述的装置,其中,当加速器踏板的位置值大于预定位置值,并且道路的坡度大于预定坡度时,满足所述滑移控制进入条件。
14.根据权利要求10所述的装置,其中,所述控制器配置成基于加速器踏板的位置值来确定所述换档离合器的滑移量。
15.根据权利要求10所述的装置,其中当所述发动机的速度和所述驱动电动机的速度之间的差值小于第一预定值时,满足所述发动机离合器的锁紧条件。
16.根据权利要求10所述的装置,其中所述发动机离合器是干式离合器。
17.根据权利要求10所述的装置,其中,在增加所述换档离合器的接合力时,所述控制器配置成确定是否满足所述换档离合器的锁紧条件,并且
当满足所述换档离合器的锁紧条件时,锁紧所述换档离合器。
18.根据权利要求17所述的装置,其中,当所述驱动电动机的速度和所述换档离合器的输出轴的速度之间的差值小于第二预定值时,满足所述换档离合器的锁紧条件。
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