CN107472234A - 车辆和车辆发动机起动控制方法 - Google Patents
车辆和车辆发动机起动控制方法 Download PDFInfo
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- CN107472234A CN107472234A CN201710403659.5A CN201710403659A CN107472234A CN 107472234 A CN107472234 A CN 107472234A CN 201710403659 A CN201710403659 A CN 201710403659A CN 107472234 A CN107472234 A CN 107472234A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
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- 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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/40—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 apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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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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- 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
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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- 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
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- 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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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
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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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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
一种车辆包括发动机、电机、起动发电机和控制器。发动机和电机各自被配置为推进车辆。起动发电机连接到发动机并且被配置为在发动机起动事件期间调整发动机转速。控制器被编程为,响应于在发动机起动事件期间发动机转速向目标速度增加,而用起动发电机产生目标阻力扭矩以减少目标发动机转速的上冲。
Description
技术领域
本发明涉及用于混合动力车辆的控制***。
背景技术
在混合动力车辆发动机起动期间,当所需目标速度低(例如,接近怠速)时,在不超过所需速度目标的情况下增加发动机转速可能很难。在发动机起动期间,进气歧管和发动机汽缸也可能充满空气,需要增加的火花延迟以减少发动机扭矩量。然而,单独的火花延迟的增加可能不足以防止发动机转速上冲(overshoot)。
发明内容
一种车辆包括发动机、电机、起动发电机和控制器。发动机和电机各自被配置为推进车辆。起动发电机连接到发动机并且被配置为在发动机起动事件期间调整发动机转速。控制器被编程为,响应于在发动机起动事件期间发动机转速向目标速度增加而用起动发电机产生目标阻力扭矩以减少目标发动机转速的上冲。
一种控制器包括输入信道、输出信道和控制逻辑。输入信道被配置为在发动机起动事件期间接收表示发动机转速的信号。输出信道被配置为提供用来操作连接到发动机的起动发电机的命令。控制逻辑被编程为,响应于在起动事件期间增加发动机转速而产生用来操作起动发电机的命令来将目标阻力扭矩施加到发动机以减少目标发动机转速的上冲。
一种控制车辆动力传动***的方法包括,响应于在发动机的起动事件期间发动机的转速向目标速度增加,而通过用起动发电机产生目标阻力扭矩来增加发动机上的负载以减少目标速度的上冲。
附图说明
图1是混合动力电动车辆的代表性动力传动***的示意图;
图2是示出了在发动机起动事件期间的发动机转速、马达/发电机转速、发动机扭矩和集成起动发电机扭矩的曲线图;
图3是示出了在发动机起动事件期间控制发动机和集成起动发电机的第一方法的控制图;
图4是示出了在发动机起动事件期间控制发动机和集成起动发电机的第二方法的控制图;以及
图5是示出了在发动机起动事件期间控制发动机和集成起动发电机的第三方法的控制图。
具体实施方式
本发明的实施例在此进行了描述。然而,应当理解的是,所公开的实施例仅仅是示例并且其它实施例可以采取各种和替代形式。附图不一定按比例绘制;一些特征可以被夸大或最小化以显示特定部件的细节。因此,在此所公开的特定结构和功能细节不应该被解释为限制,而是仅作为教导本领域技术人员不同地采用各种实施例的代表性基础。如本领域普通技术人员应当理解的,参照附图中任意一个所示和所描述的各种特征可以与在一个或多个其它附图中所示的特征组合以产生未明确说明或描述的实施例。所示的特征的组合提供用于典型应用的代表性实施例。然而,与本发明的教导相符的特征的各种组合和修改对于具体应用或实施方式可以是期望的。
参照图1,示出了根据本发明的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了部件之间的代表性关系。车辆内的部件的物理位置和定向可以改变。HEV 10包括动力传动***12。该动力传动***12包括驱动变速器16的发动机14,该变速器16可以被称为模块化混合动力变速器(MHT)。如下面将进一步详细所描述的,变速器16包括电机(例如电动马达/发电机(M/G))18、相关联的牵引电池20、变矩器22和多级比自动变速器(multiplestep-ratio automatic transmission)或变速箱24。
发动机14和M/G 18都是被配置为推进HEV 10的HEV 10的驱动源。发动机14通常表示可以包括内燃发动机(例如汽油、柴油或天然气动力发动机)或燃料电池的动力源。当发动机14和M/G 18之间的分离离合器26至少部分地接合时,发动机14产生发动机功率和供应给M/G 18的相应的发动机扭矩。M/G 18可以由多种类型的电机中的任何一种来实施。例如,M/G 18可以是永磁同步马达。电力电子设备使由电池20提供的直流电(DC)适应于M/G 18的要求,如下面将描述的。例如,电力电子设备可以提供三相交流电(AC)给M/G 18。
当分离离合器26至少部分地接合时,从发动机14到M/G 18或从M/G 18到发动机14的功率流是可能的。例如,分离离合器26可以接合,并且M/G 18可以操作为发电机以将由曲轴28和M/G轴30提供的旋转能量转换为将要存储在电池20中的电能。分离离合器26也可以被分离以将发动机14与动力传动***12的剩余部分隔离开,以使M/G 18可以用作HEV 10的唯一驱动源。轴30延伸穿过M/G 18。M/G 18可连续地驱动地连接到轴30,而发动机14只有当分离离合器26至少部分地接合时可驱动地连接到轴30。
M/G 18通过轴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包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。因此,变矩器22提供轴30和变速器输入轴32之间的液压联轴器。当泵轮比涡轮更快旋转时,变矩器22将动力从泵轮传递到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对速度。当泵轮转速与涡轮转速的比值足够高时,涡轮扭矩是泵轮扭矩的倍数。还可以设置变矩器旁通离合器(也称为变矩器锁止离合器)34,该变矩器旁通离合器34在接合时摩擦地或机械地连接变矩器22的泵轮和涡轮,允许更有效的动力传递。变矩器旁通离合器34可以操作为起步离合器(launch clutch)以提供平顺的车辆起步。供选择地或组合地,与分离离合器26相似的起步离合器可以设置在M/G 18和变速箱24之间,用于不包括变矩器22或变矩器旁通离合器34的应用。在一些应用中,分离离合器26通常被称为上游离合器,并且起步离合器34(其可以是变矩器旁通离合器)通常被称为下游离合器。
变速箱24可以包括齿轮组(未示出),该齿轮组通过摩擦元件(例如离合器和制动器(未示出))的选择性接合来选择性地以不同的传动比安置,以建立所需的多个离散或级驱动比。摩擦元件可通过使齿轮组的某些元件连接和分离的换挡调度来控制,以控制变速器输出轴36和变速器输入轴32之间的比率。变速箱24通过相关联的控制器(例如动力传动***控制单元(PCU))基于各种车辆和环境操作条件从一个比率自动地移位到另一个。来自发动机14和M/G 18两者的功率和扭矩可以被输送到变速箱24并且由变速箱24接收。然后变速箱24提供动力传动***输出功率和扭矩给输出轴36。
应当理解的是,与变矩器22一起使用的液压控制变速箱24仅是变速箱或变速器装置的一个示例;接受来自发动机和/或马达的输入扭矩并且然后以不同比率提供扭矩给输出轴的任意多重比变速箱是可接受的,以供与本发明的实施例一起使用。例如,变速箱24可以通过包括一个或多个伺服马达的自动机械(或手动)变速器(AMT)来实施,以沿着换挡导轨平移/旋转换挡拨叉来选择所需传动比。如本领域普通技术人员通常理解的,AMT可以用于例如具有更高扭矩要求的应用中。
如图1的代表性实施例所示,输出轴36连接到差速器40。差速器40通过连接到差速器40的各自车轴44驱动一对车轮42。差速器将大约相等的扭矩传递给每个车轮42,同时允许轻微的速度差,例如当车辆转弯时。可以使用不同类型的差速器或类似装置来将扭矩从动力传动***分配到一个或多个车轮。在一些应用中,例如,扭矩分配可以根据特定操作模式或条件来改变。
动力传动***12进一步包括相关联控制器50,例如动力传动***控制单元(PCU)。尽管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,并且可以由整个车辆10的各种其它控制器(例如车辆***控制器(VSC))控制。因此,应当理解的是,动力传动***控制单元50和一个或多个其它控制器可以统称为“控制器”,该“控制器”响应于来自各种传感器的信号而控制各种致动器以控制功能,例如起动/停止发动机14、操作M/G 18以提供车轮扭矩或充电电池20、选择或调度变速器换档等。控制器50可以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中央处理单元(CPU)。例如,计算机可读存储装置或介质可以包括在只读存储器(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。KAM是可以在CPU断电时用来存储各种操作变量的持久或非易失性存储器。计算机可读存储装置或介质可以使用任何数量已知的存储器装置来实施,例如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦除PROM)、闪速存储器或能够存储数据的任何其它电、磁性,光学或组合存储器装置,其中一些数据表示控制器用于控制发动机或车辆的可执行指令。
控制器通过输入/输出(I/O)接口(包括输入和输出信道)与各种发动机/车辆传感器和致动器通信,该输入/输出(I/O)接口可以被实施为提供各种原始数据或信号调节、处理、和/或转换、短路保护等等的单个集成接口。供选择地,可以使用一个或多个专用硬件或固件芯片来在被供应给CPU之前调节和处理特定信号。如图1的代表性实施例中总体上所示,控制器50可以将信号传送给发动机14、分离离合器26、M/G 18、电池20、起步离合器34、变速器变速箱24和电力电子设备56和/或从这些部件传送信号。尽管未明确说明,但是本领域普通技术人员将会认识到在上述识别的每个子***内可以由控制器50控制的各种功能或部件。可以使用由控制器执行的控制逻辑和/或算法直接地或间接地致动的参数、***和/或部件的代表性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(用于火花点火式发动机)、进气/排气气门正时和持续时间、前端附件驱动(FEAD)部件(例如交流发电机)、空调压缩机、电池充电或放电(包括确定最大充电和放电功率极限)、再生制动、M/G操作、分离离合器26的离合器压力、起步离合器34和变速器变速箱24等等。通过I/O接口传送输入的传感器可以用来表示例如涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车辆速度(VSS)、冷却剂温度(ECT)、进气歧管压力(MAP)、加速器踏板位置(PPS)、点火开关位置(IGN)、节流阀位置(TP)、空气温度(TMP)、排气氧含量(EGO)或其他排气组分浓度或存在、进气流量(MAF)、变速器传动比或传动模式、变速器油温(TOT)、变速器涡轮转速(TS)、变矩器旁通离合器34状态(TCC)、减速或换档模式(MDE)、电池温度、电压、电流或荷电状态(SOC)。
由控制器50执行的控制逻辑或功能可以由一个或多个附图中的流程图或类似图来表示。这些附图提供代表性控制策略和/或逻辑,代表性控制策略和/或逻辑可以使用一个或多个处理策略(例如事件驱动、中断驱动、多任务、多线程等等)来实施。因此,所示的各种步骤或功能可以以所示的顺序并行地或在某些情况下省略地执行。尽管未一直明确说明,但是本领域普通技术人员将认识到的是,所示的步骤或功能中的一个或多个可以根据所使用的特定处理策略重复执行。类似地,不一定需要该处理顺序来实现在此所描述的特征和优点,而是为了便于说明和描述而提供。控制逻辑可以主要在由基于微处理器的车辆、发动机和/或动力传动***控制器(例如控制器50)执行的软件中实施。当然,控制逻辑可以根据具体应用在一个或多个控制器中的软件、硬件或软件和硬件的组合中实施。当以软件实施时,可以在一个或多个计算机可读存储装置或介质中提供控制逻辑,该存储装置或介质具有表示由计算机执行以控制车辆或其子***的代码或指令的存储数据。计算机可读存储装置或介质可以包括利用电、磁性和/或光学存储来保持可执行指令和相关联的校准信息、操作变量等等的多个已知物理装置中的一个或多个。
加速器踏板52被车辆的驾驶员使用以提供所需扭矩、动力或驱动命令来推进车辆。通常,按下并且释放加速器踏板52产生加速器踏板位置信号,该加速器踏板位置信号可以由控制器50分别解释为增加动力或降低动力的要求。制动踏板58也被车辆的驾驶员使用以提供所需制动扭矩来使车辆减速。通常,按下并且释放制动踏板58产生制动踏板位置信号,该制动踏板位置信号可以由控制器50解释为降低车辆速度的要求。基于来自加速器踏板52和制动踏板58的输入,控制器50命令到发动机14、M/G 18和摩擦制动器60的扭矩。控制器50还控制变速箱24内的换档的正时,以及分离离合器26和变矩器旁通离合器34的接合或分离。与分离离合器26一样,变矩器旁通离合器34可以在接合位置和分离位置之间的范围内被调制。除了由泵轮和涡轮之间的液力联轴器产生的可变滑差之外,这也在变矩器22中产生可变滑差。供选择地,根据具体应用,变矩器旁通离合器34可以***作为锁定或打开而不使用调制操作模式。
为了用发动机14驱动车辆,分离离合器26至少部分地接合,以将发动机扭矩的至少一部分通过分离离合器26传递到M/G 18,并且然后从M/G 18通过变矩器22和变速箱24。M/G 18可以通过提供额外的动力使轴30转动来帮助发动机14。这种操作模式可以被称为“混合动力模式”或“电动辅助模式”。
为了以M/G 18作为唯一动力源来驱动车辆,功率流保持不变,除了分离离合器26将发动机14与动力传动***12的剩余部分隔离。在此时间期间,发动机14中的燃烧可以被禁用或者另外关闭,以节省燃料。牵引电池20通过接线54将存储的电能传送到电力电子设备56,电力电子设备56可以包括例如逆变器。电力电子设备56将来自电池20的直流(DC)电压转换为由M/G 18使用的交流(AC)电压。控制器50命令电力电子设备56将来自电池20的电压转换为提供给M/G 18的交流(AC)电压,以提供正或负扭矩给轴30。该操作模式可以被称为“仅电动”或“EV”操作模式。
在任何操作模式中,M/G 18可以用作马达并且为动力传动***12提供驱动力。供选择地,M/G 18可以用作发电机并且将来自动力传动***12的动能转换为将要存储在电池20中的电能。例如,当发动机14为车辆10提供推进动力时,M/G 18可以用作发电机。在再生制动的时间期间,M/G 18可以另外作为发电机,其中来自旋转车轮42的扭矩和旋转(或运动)能量或动力被传送回通过变速箱24、变矩器22(和/或变矩器旁通离合器34),并且被转换为电能以存储在电池20中。
电池20和M/G 18还可以被配置为提供电力给一个或多个车辆附件62。车辆附件62可以包括,但不限于,空调***、动力转向***、电加热器或电力地操作的任何其他***或装置。
集成起动发电机(ISG)64可以连接到发动机14(即,可以连接到发动机14的曲轴28)。ISG 64可以被配置为在发动机起动事件期间操作为马达以起动发动机14,或者在车辆操作期间提供额外的扭矩给动力传动***12。ISG 64还可以被配置为从发动机14接收扭矩并且操作为发电机。ISG 64可以通过离合器66、皮带68和一对滑轮70选择性地连接到发动机。如果ISG 64通过皮带68连接到发动机,则它可以被称为皮带集成起动发电机(BISG)。控制器50可以被配置为将信号传送给ISG 64,以将ISG64操作为马达或发电机。控制器还可以被配置为将信号传送给离合器66,以便打开或关闭离合器66。当离合器处于关闭状态时,ISG 64将连接到发动机14,并且当离合器66处于打开状态时,ISG 64与发动机14分离。ISG64可以被配置为提供电能以给附件电池72、牵引电池20充电,或者当操作为发电机时提供电能以给车辆附件62供电。附件电池72也可以被配置为给车辆附件62供电。
控制器50可以被配置为通过电信号接收如图1所示的各种车辆部件的各种状态或条件。电信号可以通过输入信道从各种部件输送到控制器50。另外,从各种部件接收的电信号可以表示改变或更改车辆10的相应部件中的一个或多个的状态的请求或命令。控制器50包括输出信道,该输出信道被配置为将请求或命令(通过电信号)输送到各种车辆部件。控制器50包括控制逻辑和/或算法,该控制逻辑和/或算法被配置为基于各种车辆部件的请求、命令、条件或状态生成通过输出信道输送的请求或命令。
输入信道和输出信道在图1中被示出为虚线。应当理解的是,单个虚线可以代表进入或离开单个元件的输入信道和输出信道两者。此外,进入元件的输出信道可以操作为到另一元件的输入信道,反之亦然。
应当理解的是,图1所示的示意图仅仅是代表性的,并且不旨在限制。可以预期利用发动机和马达的选择性接合以通过变速器传送动力的其它配置。例如,M/G 18可以偏离曲轴28,和/或M/G 18可以设置在变矩器22和变速箱24之间。在不脱离本发明的范围的情况下,可以预期其它配置。
参照图2,示出了在发动机起动事件期间表示发动机转速、马达/发电机转速,发动机扭矩和集成起动发电机扭矩的曲线图100。针对时间绘制的发动机14的转速由线102表示,针对时间绘制的M/G 18的转速由线104表示,发动机14的目标速度由线106表示,针对时间绘制的发动机14的实际的或测量的扭矩由线108表示,针对时间绘制的ISG 64的扭矩由线110表示。ISG 64被配置为在发动机起动事件期间调整发动机转速。在时间t1,控制器50被编程为通过增加ISG 64的扭矩来开始发动机起动,以便增加发动机14的转速。在发动机14开始点燃之后并且一旦发动机14在约时间t2开始产生正扭矩,则控制器50被编程为命令ISG 64产生增加发动机14上的负载的目标阻力扭矩。更具体地,在时间t2和t4之间,控制器50命令ISG 64产生目标阻力扭矩,以当发动机转速102向目标发动机转速106增加时减小发动机转速102相对于目标发动机转速106的上冲量(即,在起动事件期间减小发动机转速102超过目标发动机转速106的大小)。位于时刻t3和t5之间的虚线112表示当不施加ISG 64的目标阻力扭矩时发动机转速102相对于目标发动机转速106的上冲。一旦在时间t4发动机转速102大约达到目标发动机转速106,则命令ISG 64不再提供目标阻力扭矩,并且作为马达返回以将扭矩增加到动力传动***12或作为发电机返回以给电池充电或给附件供电,如由车辆10的当前条件所需的。
在发动机起动期间,进气歧管和发动机汽缸可能充满空气。因此,增加的火花延迟(其是从将产生最大功率和扭矩的活塞的最佳点火位置的火花正时延迟的增加)可以被用来减少发动机扭矩量以在起动事件期间防止发动机转速102超过目标发动机转速106。然而,当目标发动机转速106低(例如接近怠速)时,单独的火花延迟增加可能不足以防止发动机转速上冲。怠速可以包括700至1,800rpm之间的任何增量。除了延迟火花之外,ISG 64还可以通过产生目标阻力扭矩来在发动机起动事件期间减少目标发动机转速106的上冲量。然而,增加火花延迟可能导致燃料消耗和排放输出量的增加,因为对于发动机14而言获得目标发动机转速106需要花费更长时间,因为延迟发动机14的火花降低发动机14的功率和扭矩输出。此外,如果在M/G 18旋转时发动机起动事件发生,则分离离合器26将打开直到发动机转速102获得目标发动机转速106,该目标发动机转速106将大约等于M/G 104的当前操作速度,以便在起动事件期间防止动力传动***的剩余部分内的扰动。大约等于M/G 104的当前操作速度可以包括在M/G 104当前操作速度的正或负10%之间的任何增量值。当分离离合器打开时,由发动机14产生的动力不能传递通过动力传动***且传递到车轮42。因此,期望的是,减少火花延迟以减少发动机转速102获得目标发动机转速106花费的时间,这将增加燃料经济性、减少排放,并且减少从发动机起动事件开始到分离离合器26可以关闭的时间段。在发动机起动事件期间由ISG 64产生的阻力扭矩允许火花延迟的降低,同时由于发动机14上的增加的负载而减少发动机转速的上冲量。
控制器50可以被编程为响应于在时间t2和t4之间用ISG 64产生目标阻力扭矩而减小发动机14的火花延迟量。供选择地,控制器50可以被进一步编程为减少在时间t2之前在任何时间预期通过ISG 64产生的目标阻力扭矩的发动机14的火花延迟量。控制器50还可以被编程为响应于发动机获得目标发动机转速106(其可以约等于M/G 104的当前操作速度)而关闭分离离合器26以将发动机14连接到M/G 18。ISG 64可以被配置为当在时间t2和t4之间产生阻力扭矩时,将动能转换为电能以给牵引电池20或附件电池72充电。供选择地,ISG64可以被配置为当在时间t2和t4之间产生阻力扭矩时,将动能转换为电能以给车辆附件62供电。
参照图3,示出了表示在发动机起动事件期间控制发动机14和集成起动发电机64的第一方法200的控制图。第一方法200由控制器50实施来以速度控制控制发动机14和以扭矩控制控制ISG 64。方法200在节点202通过从目标或所需发动机转速ωengdes中减去实际发动机转速ωengact开始。所需发动机转速ωengdes也表示为图2中的目标发动机转速106。实际发动机转速ωengact也表示为图2中的发动机转速102。
然后,所需发动机转速ωengdes与实际发动机转速ωengact之间的差被输入到反馈控制器204中,该反馈控制器204产生命令给发动机14的目标或所需发动机扭矩τengdes。产生目标或所需发动机扭矩τengdes的反馈控制器204可以是本领域中已知的任何类型的反馈控制器。例如,反馈控制器204可以包括比例项、积分项和/或导数项。如果反馈控制器204包括比例项和积分项,则所需发动机扭矩τengdes可以基于等式(1):
τengdes=Kp_enge+KI_eng∫edt (1)
e是实际发动机转速ωengact与所需发动机转速ωengdes之间的误差(或差)。
Kp_eng是反馈控制器204的比例增益项。
KI_eng是反馈控制器204的积分增益项。
所需发动机转速ωengdes和实际发动机转速ωengact之间的差也被输入到乘法/除法框206。获得所需发动机转速ωengdes的目标或所需时间tdes也被输入到乘法/除法框206。所需发动机转速ωengdes与实际发动机转速ωengact之间的差在乘法/除法框206除以所需时间tdes并且乘以发动机的转动惯量(Ieng)208以获得发动机的目标或所需惯性扭矩τenginertia,该目标或所需发动机惯性扭矩τenginertia是在所需时间tdes中将发动机加速到所需发动机转速ωengdes所需要的。发动机的所需惯性扭矩τenginertia可以基于等式(2):
Ieng是发动机的转动惯量。
是发动机的目标或所需加速度,其是所需发动机转速ωengdes和实际发动机转速ωengact之间的差除以所需时间tdes。
所需发动机加速度可以基于以下等式(3):
发动机的所需惯性扭矩在节点210从预测发动机扭矩τengpred中部减去,以产生被命令给ISG 64的ISG的目标或所需扭矩τisgdes。所需ISG扭矩τisgdes也表示为图2中的ISG 110的扭矩,包括在图2中在时间t2和t4之间由ISG 64产生的目标阻力扭矩。所需ISG扭矩τisgdes可以基于等式(4):
是发动机14的所需惯性扭矩。
τengpred是基于发动机14的当前充气和火花正时的发动机14的预测或当前扭矩。
参照图4,示出了表示在发动机起动事件期间控制发动机14和集成起动发电机64的第二方法300的控制图。第二方法300通过控制器50实施来以速度控制控制发动机14和以速度控制控制ISG 64。方法300在节点302通过从目标或所需发动机转速ωengdes中减去实际发动机转速ωengact开始。所需发动机转速ωengdes也表示为图2中的目标发动机转速106。实际发动机转速ωengact也表示为图2中的发动机转速102。
然后所需发动机转速ωengdes和实际发动机转速ωengact之间的差被输入到反馈控制器304中,该反馈控制器304产生被命令给发动机14的目标或所需发动机扭矩τengdes。产生所需发动机扭矩τengdes的反馈控制器304可以是本领域中已知的任何类型的反馈控制器。例如,反馈控制器304可以包括比例项、积分项和/或导数项。如果反馈控制器304包括比例项和积分项,则所需发动机扭矩τengdes可以基于上述等式(1),其中Kp_eng-是反馈控制器304的比例增益项,且KI_eng是反馈控制器304的积分增益项。
所需发动机转速ωengdes与实际发动机转速ωengact之间的差也被输入到反馈控制器306中,该反馈控制器306产生被命令给ISG 64的ISG的目标或所需扭矩τisgdes。所需ISG扭矩τisgdes也表示为图2中的ISG 110的扭矩,包括在图2中在时间t2和t4之间由ISG 64产生的目标阻力扭矩。产生所需ISG扭矩τisgdes的反馈控制器306可以是本领域中已知的任何类型的反馈控制器。例如,反馈控制器306可以包括比例项、积分项和/或导数项。如果反馈控制器306包括比例项和积分项,则所需ISG扭矩τisgdes可以基于等式(5):
τisgdes=Kp_isge+KI_isg∫edt (5)
e是实际发动机转速ωengact和所需发动机转速ωengdes之间的误差,其等于所需发动机转速ωengdes和实际发动机转速ωengact之间的差。
Kp_isg是反馈控制器306的比例增益项。
KI_isg是反馈控制器306的积分增益项。
可以选择控制器304和控制器306的比例增益项和积分增益项,以使发动机14的控制比ISG 64的控制更慢响应。
参照图5,示出了表示在发动机起动事件期间控制发动机14和集成起动发电机64的第三方法400的控制图。第三方法400通过控制器50实施来以扭矩控制控制发动机14和以速度控制控ISG 64。方法400在节点402通过从所需发动机转速ωengdes中减去实际发动机转速ωengact开始。所需发动机转速ωengdes也表示为图2中的目标发动机转速106。实际发动机转速ωengact也表示为图2中的发动机转速102。
然后所需发动机转速ωengdes和实际发动机转速ωengact之间的差被输入到反馈控制器404中,该反馈控制器404产生被命令给ISG 64的ISG的目标或所需扭矩τisgdes。所需ISG扭矩τisgdes也表示为图2中的ISG 110的扭矩,包括在图2中在时间t2和t4之间由ISG 64产生的目标阻力扭矩。产生所需ISG扭矩τisgdes的反馈控制器404可以是本领域中已知的任何类型的反馈控制器。例如,反馈控制器404可以包括比例项、积分项和/或导数项。如果反馈控制器404包括比例项和积分项,则所需ISG扭矩τisgdes可以基于上述等式(5),其中Kp_isg是反馈控制器404的比例增益项,且KI_isg是反馈控制器404的积分增益项。
所需发动机转速ωengdes与实际发动机转速ωengact之间的差也被输入到乘法/除法框406中。获得所需发动机转速ωengdes的目标或所需时间tdes也被输入到乘法/除法框406中。所需发动机转速ωengdes和实际发动机转速ωengact之间的差在乘法/除法框406除以所需时间tdes并且乘以发动机的转动惯量(Ieng)408以获得被命令给发动机14的发动机的目标或所需扭矩τengdes。在控制发动机14的第三方法400中施加到发动机的发动机的所需扭矩τengdes可以基于等式(6)
Ieng是发动机的转动惯量。
是发动机的目标或所需加速度,其基于上述等式(3)。
应当理解的是,在此所描述的车辆配置仅仅是示例性的,并且不旨在限制。其它混合动力车辆配置应该如在此所公开的被解释。其它车辆配置可以包括,但不限于,串联混合动力车辆、并联混合动力车辆、串并联混合动力车辆、插电式混合动力电动车辆(PHEV)或本领域普通技术人员已知的任何其它车辆配置。
说明书中使用的词语是描述性的而不是限制性的词语,并且应当理解的是,在不脱离本发明的精神和范围的情况下,可以进行各种改变。如前所述,各种实施例的特征可以被组合以形成未明确描述或说明的另外实施例。尽管各种实施例已被描述为相对于一个或多个所需特性提供优点或优于其他实施例或现有技术实施方式,但是本领域普通技术人员应当认识到的是,一个或多个特征或特性可以被折衷以达到所需整体***属性,这取决于具体应用和实施方式。因此,被描述为相对于一个或多个特性比其它实施例或现有技术实施方式不太可取的实施例也在本发明的范围之内,并且对于具体应用可以是期望的。
Claims (20)
1.一种车辆,包含:
发动机和电机,所述发动机和所述电机各自被配置为推进所述车辆;
起动发电机,所述起动发电机连接到所述发动机并且被配置为在发动机起动事件期间调整发动机转速;以及
控制器,所述控制器被编程为,响应于在所述发动机起动事件期间发动机转速向目标转速增加,而用所述起动发电机产生目标阻力扭矩以减少所述目标发动机转速的上冲。
2.根据权利要求1所述的车辆,其中所述控制器被编程为,响应于在所述发动机起动事件期间用所述起动发电机产生所述目标阻力扭矩,而减少所述发动机的火花延迟量。
3.根据权利要求1所述的车辆,其中所述目标阻力扭矩是基于当前发动机扭矩和增加发动机转速所需的发动机惯性扭矩之间的差。
4.根据权利要求3所述的车辆,其中所述发动机惯性扭矩是基于所述目标发动机转速和当前发动机转速之间的差。
5.根据权利要求1所述的车辆,其中所述目标阻力扭矩是基于目标发动机转速和当前发动机转速之间的差。
6.根据权利要求5所述的车辆,其中所述目标阻力扭矩是基于比例增益项和积分增益项。
7.根据权利要求1所述的车辆,其中所述起动发电机被配置为当产生所述目标阻力扭矩以减少所述目标发动机转速的上冲时,将动能转换为电能以给电池充电。
8.根据权利要求1所述的车辆,其中所述起动发电机通过皮带选择性地被连接到所述发动机的曲轴。
9.根据权利要求1所述的车辆,进一步包含分离离合器,所述分离离合器被配置为将所述发动机连接到所述电机,并且其中所述控制器被编程为,响应于所述发动机获得所述目标转速而关闭所述分离离合器。
10.根据权利要求9所述的车辆,其中所述发动机的所述目标转速是所述电机的当前操作转速。
11.一种控制器,包含:
输入信道,所述输入信道被配置为在发动机起动事件期间接收表示发动机转速的信号;
输出信道,所述输出信道被配置为提供用来操作连接到发动机的起动发电机的命令;以及
控制逻辑,所述控制逻辑被编程为,响应于在起动事件期间增加所述发动机转速而产生如下命令,所述命令用来操作所述起动发电机来将目标阻力扭矩施加到所述发动机以减少目标发动机转速的上冲。
12.根据权利要求11所述的控制器,其中所述控制逻辑被编程为,响应于所述起动发电机操作为施加所述目标阻力扭矩而减少所述发动机的火花延迟量。
13.根据权利要求11所述的控制器,其中所述目标阻力扭矩是基于当前发动机扭矩和增加发动机转速所需的发动机惯性扭矩之间的差。
14.根据权利要求13所述的控制器,其中所述发动机惯性扭矩是基于所述目标发动机转速和当前发动机转速之间的差。
15.根据权利要求11所述的控制器,其中所述目标阻力扭矩是基于所述目标发动机转速和当前发动机转速之间的差。
16.根据权利要求15所述的控制器,其中所述目标阻力扭矩是基于比例增益项和积分增益项。
17.一种控制车辆动力传动***的方法,包含:
响应于在起动事件期间发动机的转速向目标转速增加,而通过用起动发电机产生目标阻力扭矩来增加所述发动机上的负载以减少所述目标转速的上冲。
18.根据权利要求17所述的方法,进一步包含响应于通过用所述起动发电机产生所述目标阻力扭矩来增加所述发动机上的所述负载以减少所述目标转速的上冲,而减少所述发动机的火花延迟量。
19.根据权利要求17所述的方法,进一步包含响应于所述发动机获得所述目标转速而关闭发动机分离离合器以将所述发动机连接到电机。
20.根据权利要求19所述的方法,其中所述发动机的所述目标转速是所述电机的当前操作转速。
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CN107472234B (zh) | 2022-05-27 |
US20170356414A1 (en) | 2017-12-14 |
DE102017112296A1 (de) | 2017-12-14 |
US10012200B2 (en) | 2018-07-03 |
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