CN107035789A - 基于温度的离合器控制 - Google Patents
基于温度的离合器控制 Download PDFInfo
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- CN107035789A CN107035789A CN201710064386.6A CN201710064386A CN107035789A CN 107035789 A CN107035789 A CN 107035789A CN 201710064386 A CN201710064386 A CN 201710064386A CN 107035789 A CN107035789 A CN 107035789A
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- skidding
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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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
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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
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- General Engineering & Computer Science (AREA)
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明涉及基于温度的离合器控制。一种车辆包括:离合器,用于将马达和变速器结合;以及控制器,响应于再生制动请求和温度处于第一范围内,使该离合器具有部分容量以使再生扭矩有打滑地传递通过所述离合器,并且,响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
Description
技术领域
本公开涉及用于对被布置成选择性地结合马达和变速器的车辆离合器进行控制的策略。
背景技术
发动机、电机和变速器可沿着机动车辆的传动系串联地布置。离合器可被用于选择性地将发动机和电机机械地结合。同样地,离合器可被用于选择性地将电机和变速器机械地结合。因此,发动机、电机或者两者都可为车辆的车轮提供推进扭矩。
发明内容
一种车辆包括:离合器,用于将马达和变速器结合;以及控制器,被配置成:响应于再生制动请求和温度处于第一范围内,使所述离合器具有部分容量以使再生扭矩有打滑地传递通过所述离合器,并且,响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
一种车辆包括:离合器,被构造成将马达和变速器结合;控制器,被配置成:响应于温度处于第一范围内,在推进扭矩传递通过所述离合器期间使所述离合器具有部分容量,并且,响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
根据本发明的一个实施例,所述温度为环境温度、发动机冷却剂温度、马达线圈温度、马达逆变器温度或变速器油温。
一种方法包括:通过控制器来执行下述步骤,响应于再生制动请求和温度处于第一范围内,在再生扭矩传递通过用于将马达和变速器结合的离合器期间使所述离合器具有部分容量;以及响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
根据本发明的一个实施例,所述方法进一步包括:当温度处于第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令换挡。
根据本发明的一个实施例,所述方法进一步包括:当温度处于第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令改变所述另一再生制动请求的量。
根据本发明的一个实施例,所述方法进一步包括:当温度处于第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令传动系阻尼。
根据本发明的一个实施例,所述温度为环境温度、发动机冷却剂温度、马达线圈温度、马达逆变器温度或变速器油温。
附图说明
图1是车辆的示意图。
图2是温度、变矩器锁定可用性和变矩器打滑可用性与时间的图。
图3是车辆速度和变矩器锁定状态与时间的图。
图4是摩擦制动和动力传动系制动与时间的图。
具体实施方式
在此描述了本公开的实施例。然而,应当理解的是,所公开的实施例仅为示例并且其它实施例可采用各种可替代形式。附图不一定按比例绘制;可夸大或最小化一些特征以示出特定组件的细节。因此,在此公开的具体结构和功能细节不应被解释为具有限制性,而仅仅作为用于教导本领域技术人员以多种形式利用实施例的代表性基础。
如本领域普通技术人员将理解的,参照任一附图示出和描述的各种特征可以与在一个或更多个其它附图中示出的特征组合以产生未被明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而,与本公开的教导一致的特征的多种组合和变型可被期望用于特定的应用或实施方式。
通常,在变速器预热期间,相关联的变矩器旁通离合器直到变速器油温超过一定的阈值(例如,70°F)时才将运转。这确保了可靠而平稳的运转。作为益处,开放式变矩器旁通离合器将使变矩器以更具损耗的状态运转,使变速器油更快地加热。在较低的工作温度下变矩器通常不锁定的另一个原因是在换挡期间需要打滑控制(slip control)。在较低温度操作时控制打滑的能力由于容量控制能力降低而大大降低。因此,在较低温度下使变矩器锁定/打滑(以改善燃料经济性/保持换挡平稳)的成本效益不超过开放式变矩器所提供的驾驶性能。
与变矩器旁通离合器避免低温锁定的策略相关联的问题是在制动事件期间再生能量的收集严重地减少。对于被优化成将来自于发动机或者电机的扭矩传递到传动系的变矩器而言,仅利用变矩器的流体将来自于传动系的扭矩传递到电机是困难的。这归因于利用流体的动量沿“正”方向(从输入到传动系)传递扭矩的优化的翅片(fin)设计。但是,当扭矩传递沿相反方向(从传动系到输入)进行时(例如在再生制动事件期间),这种翅片设计带来不良的表现。在此的某些实施例使变矩器旁通离合器(或者被布置为结合马达和变速器的其他离合器)在再生制动事件期间在低温下锁定以改善能量捕获。但是,也可考虑其他的布置。
图1是混合动力电动车辆(HEV)10的示意图,示出了组件之间的代表性的示例关系。但是,组件在车辆内的实体布置和定向可能不同。HEV 10包括动力传动系12。并且,动力传动系12包括驱动传动装置16的发动机14。如将在下文更详细地描述的,传动装置16包括电机(例如起动发电一体机(ISG))18、相关联的牵引电池20、变矩器22以及多阶梯传动比自动变速器(multiple step-ratio automatic transmission)或齿轮箱24。
发动机14和ISG 18都是用于HEV 10的驱动源。发动机14通常代表可包括内燃发动机(例如,汽油、柴油或天然气提供动力的发动机)或者燃料电池的动力源。当位于发动机14和ISG 18之间的分离离合器26至少部分地接合时,发动机14产生发动机功率和相应的被供应到ISG 18的发动机扭矩。ISG 18可通过多种类型的电机中的任意一种来实施。例如,ISG18可以是永磁同步电机。如将在下文所描述的,电力电子器件(power electronics)为ISG18调节由电池20提供的直流(DC)电。例如,电力电子器件可将三相交流(AC)电提供至ISG18。
当分离离合器26至少部分地接合时,从发动机14到ISG 18或者从ISG 18到发动机14的动力流是可能的。例如,分离离合器26可被接合并且ISG 18可作为发电机运转以将曲轴28和ISG轴30提供的旋转能量转化为电能而储存在电池20中。分离离合器26还可以被分离以使发动机14与动力传动系12的其余部分隔离从而使ISG 18能够充当用于HEV 10的唯一的驱动源。轴30延伸通过ISG 18。ISG 18连续可驱动地连接到轴30,但是仅当分离离合器26至少部分地接合时发动机14才可驱动地连接到轴30。
图1所示的示意图仅为示例性的而并非意味着具有限制性。可考虑利用发动机和马达两者的选择性接合来使扭矩传递通过变速器的其他配置。例如,ISG 18可以是偏移于曲轴28的,可提供额外的马达来启动发动机14,并且/或者ISG 18可被设置在变矩器22和齿轮箱24之间。
ISG 18还经由轴30连接到变矩器22。因此,当分离离合器26至少部分地接合时,变矩器22连接到发动机14。变矩器22包括被固定到轴30的泵轮和被固定到变速器输入轴32的涡轮。因而,变矩器22在轴30和变速器输入轴32之间提供液力耦合,并且当泵轮比涡轮旋转得更快时将来自泵轮的动力传递到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。当泵轮转速与涡轮转速之比足够高时,涡轮扭矩是泵轮扭矩的倍数。
变矩器旁通离合器34在接合时,可摩擦地或者机械地连接变矩器22的泵轮和涡轮,以允许更高效的动力传递。变矩器旁通离合器34可作为起步离合器而运转以提供平稳的车辆起步。可选地或者以组合的方式,对于不包括变矩器22或者变矩器旁通离合器34的应用,类似于分离离合器26的起步离合器可被设置在ISG 18和齿轮箱24之间。在一些应用中,分离离合器26通常被称作上游离合器,而起步离合器34(可以是变矩器旁通离合器)通常被称作下游离合器。
齿轮箱24可包括齿轮组(未示出),该齿轮组通过诸如离合器和制动器(未示出)的摩擦元件的选择性的接合而以不同的齿轮比被选择性地设置以建立期望的多个离散或阶梯传动比。摩擦元件是通过换挡计划可控制的,该换挡计划使齿轮组的某些元件连接和分离,以控制变速器输出轴36与变速器输入轴32之间的传动比。通过诸如动力传动系控制单元(PCU)的相关联的控制器,基于各种车辆工况以及环境工况,齿轮箱24从一个传动比自动地切换到另一个传动比。然后齿轮箱24将动力传动系的输出扭矩提供到输出轴36。
当然,变矩器22和液压控制的齿轮箱24是齿轮箱或变速器布置的一个示例;接收来自于发动机和/或马达的输入扭矩然后以不同的传动比将扭矩提供至输出轴的任何多传动比齿轮箱都是可被接受用于本公开的实施例的。例如,齿轮箱24可通过机械式(或者手动式)自动变速器(AMT)来实施,AMT包括一个或更多个伺服马达以使换挡拨叉沿着换挡拨叉导轨平移/旋转从而选择期望的传动比。如本领域普通技术人员通常所理解的,AMT可被用于具有更高扭矩需求的应用中。
输出轴36连接到差速器40。差速器40经由连接到差速器40的各个车轴44驱动一对车轮42。差速器将大致相等的扭矩传递至每个车轮42,同时允许轻微的转速差(例如,当车辆转弯时)。不同类型的差速器或者类似的装置可被用于将来自于动力传动系的扭矩分配到一个或更多个车轮。在某些应用中,扭矩分配可根据特定的工作模式或状况而不同。
动力传动系12还包括相关联的控制器50,例如,动力传动系控制单元(PCU)。虽然被示出为一个控制器,但是控制器50可以是更大的控制***的一部分并且可通过遍布车辆10的各种其他的控制器(例如车辆***控制器(VSC))进行控制。由此,动力传动系控制单元50和一个或更多个其他的控制器可被统称为“控制器”,该“控制器”响应于来自于各种传感器的信号而控制各种致动器从而控制诸如启动/停止发动机14、使ISG 18运转以提供车轮扭矩或者对电池20进行充电、选择或者计划变速器换挡等功能。
控制器可包括与各种类型的计算机可读存储装置或介质通信的微处理器或者中央处理器(CPU)。计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储。计算机可读存储装置或介质可通过使用任何数量的已知的存储装置来实施,例如,可编程只读存储器(PROM)、电可编程只读存储器(EPROM)、电可擦可编程只读存储器(EEPROM)、闪速存储器或能够存储数据(其中一些数据代表被控制器用于控制发动机14或者车辆10的可执行指令)的任何其他电、磁、光学或组合式存储装置。此外,控制器经由输入/输出(I/O)接口与各种发动机/车辆传感器和致动器进行通信,该I/O接口可被实现为提供各种原始数据或信号的调节、处理和/或转换、短路保护等的单个集成接口。可选地,在特定的信号被提供到CPU之前,一个或更多个专用的硬件或者固件芯片可被用于调节和处理所述特定的信号。
控制器50可将信号传输到发动机14、ISG 18、分离离合器26、起步离合器34、传动装置齿轮箱24和电力电子器件56,并且/或者可传输来自于发动机14、ISG 18、分离离合器26、起步离合器34、传动装置齿轮箱24和电力电子器件56的信号。虽然未明确地示出,但是普通技术人员将识别出上文所指出的每个子***内的可通过控制器50控制的各种功能或组件。可利用由控制器50执行的控制逻辑直接或间接致动的功能、参数、***和/或组件的代表性的示例包括燃料喷射正时、速率和持续时间、节气门位置、火花塞点火正时(用于火花点火发动机)、进/排气门正时和持续时间、前端附件驱动(FEAD)组件(例如,交流发电机)、空调压缩机、电池充电、再生制动、ISG运转、用于分离离合器26和起步离合器34的离合器压力以及传动装置齿轮箱24等。
由控制器50所执行的控制逻辑或功能可在一个或更多个附图中通过流程图或者其他图表来表示。这些附图提供代表性的控制策略和/或逻辑,该控制策略和/或逻辑可采用诸如事件驱动、中断驱动、多任务、多线程等的一个或更多个处理策略来实施。因此,所示的各种步骤或者功能可以以所示的顺序执行、以并行的方式执行或者在某些情况下可被省略。虽然未总是明确地示出,但是普通的技术人员将认识到一个或更多个所示的步骤或功能可根据正在采用的特定的处理策略而被重复地执行。类似地,处理的顺序对于实现在此描述的特点和优点不一定是必需的,而是为了便于说明和描述而提供。
控制逻辑可主要在通过基于微处理器的车辆、发动机和/或动力传动系控制器(诸如控制器50)执行的软件中实施。当然,根据特定的应用,控制逻辑可在一个或更多个控制器中的软件、硬件或软件和硬件的组合中实施。当在软件中实施时,控制逻辑可在一个或更多个计算机可读存储装置或介质中提供,该存储装置或介质具有代表编码或者指令的存储数据,该编码或者指令通过计算机来执行以控制车辆10或者其子***。计算机可读存储装置或介质可包括利用电、磁和/或光学存储来保存可执行的指令和相关联的校准信息、操作变量等的多个已知的物理装置中的一个或更多个。
加速器踏板52被车辆的驾驶者使用以提供需求的扭矩、功率或驱动指令从而推进车辆10。通常,按压和松开踏板52产生可被控制器50解释为分别用于增加动力或者减少动力的需求的加速器踏板位置信号。至少基于来自于踏板的输入,控制器50命令来自发动机14和/或ISG 18的扭矩。控制器50还控制齿轮箱24内的换挡正时以及分离离合器26和变矩器旁通离合器34的接合或分离。类似于分离离合器26,变矩器旁通离合器34可在接合位置和分离位置之间的整个范围内进行调节。除由泵轮和涡轮之间的液力耦合产生的可变的打滑之外,这也在变矩器22中产生可变的打滑。可选地,根据特定的应用,可使变矩器旁通离合器34以锁定或打开模式运转而不使用调节式运转模式。
为了使用发动机14来驱动车辆10,分离离合器26至少部分地接合,以通过分离离合器26将发动机扭矩的至少一部分传递到ISG 18,然后从ISG 18传递通过变矩器22和齿轮箱24。当发动机14单独地提供推进车辆所必需的扭矩时,此工作模式可被称作“发动机模式”、“仅发动机模式”或“机械模式”。ISG 18可通过提供额外的动力来转动轴30而协助发动机14。此工作模式可被称作“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了使用ISG 18作为唯一的动力源来驱动车辆,除了分离离合器26使发动机14与动力传动系12的其余部分隔离以外,动力流保持相同。在此期间可禁用或者以其他方式停止发动机14内的燃烧以节省燃料。牵引电池20通过线路54将储存的电能传递到可包括(比如)逆变器的电力电子器件56。电力电子器件56将来自电池20的直流电压转化为将被ISG18使用的交流电压。控制器50命令电力电子器件56将来自于电池20的电压转化为提供到ISG 18的交流电压以将正向或负向扭矩提供到轴30。此工作模式可被称作“仅电动模式”、“电动车辆(EV)模式”或者“马达模式”。
图2、图3和图4示出了变矩器锁定可用性在低于本示例中的20°F的温度下为不可用,在本示例中的20°F和70°F之间的温度下仅在准备再生制动时及再生制动期间或者在高速推进(例如,50mph)期间为可用,并且在高于本示例中的70°F的温度下为可用。即,控制器50不允许变矩器旁通离合器34在低于20°F的温度下锁定。控制器50允许变矩器旁通离合器34在20°F和70°F之间的温度下锁定,但仅在准备再生制动时及再生制动期间或者在高速推进期间。并且,控制器50允许变矩器旁通离合器34在高于70°F的温度下锁定,而不考虑制动动作。当然,其他的温度范围也可被考虑(例如,用25°F代替20°F和用65°F代替70°F等)并且可取决于设计的考虑和客户的期望。该温度可以是环境空气、发动机冷却剂、马达线圈、马达逆变器、变速器油等的温度。
图2、图3和图4还示出了在低于70°F的温度下在再生制动开始时(或者在再生制动期间)变矩器旁通离合器34不能打滑,因为在低温下难以进行打滑控制。此性能仅在高于70°F的温度下才可用。由此,在高于70°F的温度下就在再生制动开始之前(以及在再生制动期间),可使变矩器旁通离合器34具有部分容量(打滑)。在低于70°F的温度下在再生制动开始之前(以及在再生制动期间),可使变矩器旁通离合器34具有全容量(无持续打滑)。
当温度低于70°F时,在再生扭矩传递通过变矩器旁通离合器34期间控制器50可进一步启动其他的操作。例如,控制器50可命令传动装置16换挡、命令改变促使再生制动的再生制动请求的量、命令传动系阻尼等。
特别注意图3和图4,本示例中的控制器50在由动力传动系制动(而非摩擦制动)的使用限定的再生制动期间使变矩器旁通离合器34锁定,以在从t1到t2的时间段中的一部分时间段内降低车辆10的速度。响应于在此时间段内的再生制动请求,控制器50可仅使变矩器旁通离合器34具有全容量,然后经由ISG 18启动再生制动。即,控制器50可不使变矩器旁通离合器34具有部分容量然后经由ISG 18启动再生制动。在时间t2(恰逢超过70°F的温度)之后,控制器50可根据需要使变矩器旁通离合器34锁定或者打滑,而不考虑再生制动是否正在发生。例如,在再生扭矩传递期间,控制器50可使变矩器旁通离合器34打滑。
在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机,或者可通过所述处理装置、控制器或计算机实现,其中,所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地,所述处理、方法或算法可以以多种形式被存储为通过控制器或计算机可执行的数据和指令,其中,所述多种形式包括但不限于永久存储在不可写的存储介质(诸如,ROM装置)中的信息以及可变地存储在可写的存储介质(诸如,软盘、磁带、CD、RAM装置以及其它磁介质和光学介质)中的信息。所述处理、方法或算法也可被实现为软件可执行对象。可选地,可使用合适的硬件组件(诸如,专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件组件或装置)或者硬件、软件和固件组件的组合来全部或部分地实现所述处理、方法或算法。
说明书中所使用的词语为描述性词语而非限制性词语,并且应理解的是,可在不脱离本公开的精神和范围的情况下做出各种改变。如前所述,可将各种实施例的特征组合以形成本发明的可能未被明确描述或示出的进一步的实施例。尽管针对一个或更多个期望特性,各种实施例可能已经被描述为提供优点或者优于其它实施例或现有技术实施方式,但是本领域普通技术人员应该认识到,根据特定的应用和实施方式,一个或更多个特征或特性可被折衷以实现期望的整体***属性。这些属性可包括但不限于:成本、强度、耐用性、生命周期成本、市场性、外观、包装、尺寸、可维护性、重量、可制造性、易组装性等。因此,被描述为在一个或更多个特性方面不如其它实施例或现有技术实施方式满足期望的实施例并不在本公开的范围之外,并可被期望用于特定的应用。
Claims (10)
1.一种车辆,包括:
离合器,用于将马达和变速器结合;以及
控制器,被配置成:响应于再生制动请求和温度处于第一范围内,使所述离合器具有部分容量以使再生扭矩有打滑地传递通过所述离合器,并且,响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
2.如权利要求1所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令换挡。
3.如权利要求1所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令改变所述另一再生制动请求的量。
4.如权利要求1所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令传动系阻尼。
5.如权利要求1所述的车辆,其中,所述温度为环境温度、发动机冷却剂温度、马达线圈温度、马达逆变器温度或变速器油温。
6.一种车辆,包括:
离合器,被构造成将马达和变速器结合;以及
控制器,被配置成:响应于温度处于第一范围内,在推进扭矩传递通过所述离合器期间使所述离合器具有部分容量,并且,响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
7.如权利要求6所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令换挡。
8.如权利要求6所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令改变所述另一再生制动请求的量。
9.如权利要求6所述的车辆,其中,所述控制器被进一步配置成:当所述温度处于所述第二范围内时,在再生扭矩无打滑地传递通过所述离合器期间命令传动系阻尼。
10.一种控制离合器的方法,包括:
通过控制器来执行下述步骤,
响应于再生制动请求和温度处于第一范围内,在再生扭矩传递通过用于将马达和变速器结合的离合器期间使所述离合器具有部分容量;以及
响应于另一再生制动请求和温度处于小于所述第一范围的第二范围内,在再生扭矩传递通过所述离合器之前使所述离合器具有全容量以防止打滑。
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