CN107914703A - 在混合动力车辆中使发动机启动时间适应于驾驶员激进度 - Google Patents
在混合动力车辆中使发动机启动时间适应于驾驶员激进度 Download PDFInfo
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Physics & Mathematics (AREA)
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- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
本发明涉及在混合动力车辆中使发动机启动时间适应于驾驶员激进度。一种车辆包括发动机和至少一个控制器。响应于对于车辆的驾驶员控制输入的变化率的变化,所述至少一个控制器被配置为:改变发动机将被启动或停止的状况,使得发动机启动时间由于所述变化率的增大而增大并且由于所述变化率的减小而减小。
Description
技术领域
本公开涉及一种在混合动力车辆中的控制策略,所述控制策略使发动机启动时间适应于驾驶员激进度,以提高操纵性能。
背景技术
混合动力电动车辆(HEV)可包括内燃发动机和牵引马达,以提供用于推进车辆的动力。为了节省燃料,马达可被用于在发动机被关闭时驱动车辆。当驾驶员需求增加、电池中的荷电状态减小或其他状况时,发动机可被重新启动。过多的发动机启动和发动机停止可能降低车辆的操纵性能。
发明内容
根据一个实施例,一种车辆包括发动机和至少一个控制器。响应于对于车辆的驾驶员控制输入的变化率的变化,所述至少一个控制器被配置为:改变发动机将被启动或停止的状况,使得发动机启动时间由于所述变化率的增大而增大并且由于所述变化率的减小而减小。
根据另一实施例,一种控制混合动力车辆中的动力传动***的方法包括:响应于对于车辆的驾驶员控制输入的变化率的变化,改变惩罚因子。所述方法还包括:将改变的惩罚因子并入车辆的能量管理逻辑,所述能量管理逻辑被配置为指定发动机将被启动和停止的状况,使得与在驾驶周期期间针对非激进驾驶员的第二惩罚因子值关联的发动机启动时间相比,针对激进驾驶员的第一惩罚因子值导致在所述驾驶周期的增加的发动机启动时间。所述方法还包括:基于并入了改变的惩罚因子的能量管理逻辑,选择性地约束用于关闭发动机的请求或者发出用于启动发动机的命令。
根据另一实施例,一种方法包括:响应于对于车辆的驾驶员控制输入的变化率的变化,改变发动机将被启动和停止的状况,使得发动机启动时间由于所述变化率的增大而增大并且由于所述变化率的减小而减小。
附图说明
图1示出了具有由控制***控制的多个动力传动***组件的混合动力电动车辆的一个示例的示意图。
图2示出了代表由控制***实现的用于基于驾驶员激进度控制发动机启动和停止的算法的一个实施例的流程图。
图3A至图3C是示出在给定驾驶周期内的与具有不同激进程度的驾驶员关联的加速踏板位置信号的曲线图。
图4是示出在给定驾驶周期内基于图3A至图3C的与具有不同激进程度的驾驶员关联的加速踏板位置信号的驾驶员激进度度量A的曲线图。
图5是将驾驶员激进度度量A与将被并入车辆的能量管理逻辑的惩罚因子KEngOFF进行关联的曲线图。
图6A和图6B是分别示出在被编入图2的针对具有不同激进程度的驾驶员的算法的车辆的给定驾驶周期内的发动机转速和发动机扭矩的曲线图。
具体实施方式
在此描述本公开的实施例。然而,应理解的是,所公开的实施例仅为示例,并且其他实施例可采用各种形式和替代形式。附图不必按比例绘制;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与一个或更多个其他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各种组合和变型可被期望用于特定的应用或实施方式。
参照图1,根据本公开的实施例示出了混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。车辆10内的组件的物理布局和方向可变化。车辆10包括动力传动***12,动力传动***12包括驱动自动传动装置16的发动机14。如将在下面进一步详细描述的,自动传动装置16包括电机(诸如,电动机/发电机(M/G)18)、关联的牵引电池20、变矩器22和多阶梯传动比自动变速器(或齿轮箱24)。如在图1中示出的,发动机14、M/G 18、变矩器22和齿轮箱24可顺序地串联连接。
发动机14和M/G 18都是车辆10的驱动源。发动机14通常代表可包括内燃发动机(诸如,汽油、柴油或天然气驱动的发动机)或燃料电池的动力源。发动机14产生发动机功率和相应的发动机扭矩,所述发动机扭矩在发动机14与M/G 18之间的分离离合器26至少部分地接合时被供应到M/G 18。M/G 18可由多种类型的电机中的任何一种来实现。例如,M/G 18可为永磁同步马达。
当分离离合器26至少部分地接合时,从发动机14到M/G 18的动力流或者从M/G 18到发动机14的动力流是可行的。例如,分离离合器26可接合且M/G 18可作为发电机进行操作以将由曲轴28和M/G轴30提供的旋转能转换成将被储存在电池20中的电能。分离离合器26还可被断开以将发动机14与动力传动***12的剩余组件(remainder)断开,使得M/G 18可用作车辆10的唯一驱动源。M/G 18连续地可驱动地连接到轴30,轴30延伸穿过M/G 18,然而,发动机14仅在分离离合器26至少部分地接合时可驱动地连接到轴30。
单独的起动马达31可选择性地与发动机14接合使发动机14转动,以允许开始燃烧。一旦发动机14被启动,则起动马达31可经由例如起动马达31与发动机14之间的离合器(未示出)与发动机14断开。在一个实施例中,发动机14由起动马达31启动,同时分离离合器26断开,使发动机14与M/G 18保持断开。一旦发动机14已启动并且达到M/G 18的转速,则分离离合器26可将发动机14连接到M/G以允许发动机14提供驱动扭矩。
在另一实施例中,未设置起动马达31,替代地,发动机14由M/G 18启动。为此,分离离合器26部分地接合以将来自M/G 18的扭矩传递到发动机14。可能需要M/G 18快速增大扭矩以满足驾驶员需求,同时也要启动发动机14。一旦发动机转速达到M/G 18的转速,则分离离合器26随后可完全接合。
M/G 18经由轴30连接到变矩器22。变矩器22从而在分离离合器26至少部分地接合时连接到发动机14。变矩器22可包括固定到M/G轴30的泵轮和固定到变速器输入轴32的涡轮。变矩器22因此在轴30与变速器输入轴32之间提供液力连接。当泵轮比涡轮旋转得快时,变矩器22将电力从泵轮传输到涡轮。涡轮扭矩和泵轮扭矩的大小通常依赖于相对转速。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。变矩器旁通离合器34也可被设置,当变矩器旁通离合器34接合时,摩擦地或机械地连接变矩器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,以提供平稳的车辆起步。可选地或者组合地,对于不包括变矩器22或变矩器旁通离合器34的应用,可在M/G18与齿轮箱24之间设置与分离离合器26类似的起步离合器。在一些应用中,分离离合器26通常被称为上游离合器,起步离合器34(可以是变矩器旁通离合器)通常被称为下游离合器。
齿轮箱24可包括齿轮组(未示出),其中,所述齿轮组通过摩擦元件(诸如,离合器和制动器(未示出))的选择性接合来选择性置为不同的传动比,以建立期望的多个离散传动比或阶梯传动比。所述摩擦元件可通过换挡调度进行控制,其中,所述换挡调度将齿轮组的特定元件连接和断开连接,以控制变速器输出轴36与变速器输入轴32的之间的传动比。齿轮箱24通过关联的控制器(诸如,动力传动***控制单元(PCU))基于各种车辆和周围环境操作状况而自动地从一个传动比转换到另一传动比。齿轮箱24随后向输出轴36提供动力传动***输出扭矩。
应理解的是,与变矩器22一起使用的液压控制的齿轮箱24仅仅是齿轮箱或变速器装置的一个示例;从发动机和/或马达接受输入扭矩且随后以不同的传动比向输出轴提供扭矩的任何多级传动比齿轮箱都是可适用于本公开的实施例的。例如,齿轮箱24可通过包括一个或更多个伺服马达的机械自动(或手动)变速器(AMT)来实现,所述伺服马达用于沿着换挡拨叉轴平移/旋转换挡拨叉以选择期望的传动比。如本领域普通技术人员通常理解的,例如,AMT可被用于具有较高扭矩需求的应用中。
如在图1的代表性实施例中示出的,输出轴36连接到差速器40。差速器40经由连接到差速器40的相应车轴44来驱动一对车轮42。差速器在允许轻微速度差时(诸如,在车辆转弯时)向每个车轮42传输大约相等的扭矩。不同类型的差速器或类似装置可被用于将来自动力传动***12的扭矩分配到一个或更多个车轮42。在一些应用中,例如,扭矩分配可根据特定操作模式或状况而变化。
动力传动***12还包括关联的控制器50,诸如,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,并且可由整个车辆10中的各种其他控制器(诸如,车辆***控制器(VSC))控制。因此,应理解的是,动力传动***控制单元和一个或更多个其他控制器可被统称为“控制器”,所述“控制器”响应于来自各种传感器的信号来控制各种致动器以控制多个功能(诸如,启动/停止发动机、操作M/G18以提供车轮扭矩或给电池20充电、选择或调度变速器换挡等)。控制器50可包括与各种类型的计算机可读存储装置或介质进行通信的微处理器或中央处理器(CPU)。计算机可读存储装置或介质可包括例如只读存储器(ROM)、随机存取存储器(RAM)以及不失效存储器(keep-alive memory,KAM)形式的易失性和非易失性存储器。KAM为可用于在CPU掉电时存储各种操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可使用任意若干已知存储装置(诸如,PROM(可编程只读存储器)、EPROM(电可编程只读存储器)、EEPROM(电可擦除可编程只读存储器)、闪存存储器或能够存储数据的任何其他电存储装置、磁存储装置、光学存储装置或组合的存储装置)被实现,其中,所述数据中的一些代表由控制器使用以控制发动机或车辆的可执行指令。
控制器50经由输入/输出(I/O)接口来与各种发动机/车辆传感器和致动器进行通信,其中,输入/输出接口可被实现为提供各种原始数据或信号调整、处理和/或转换、短路保护等的单个集成接口。可选地,一个或更多个专用硬件或固件芯片可被用于在特定信号被提供到CPU之前调整和处理所述特定信号。如在图1的代表性实施例中总体示出的,控制器50可将信号发送到发动机14、分离离合器26、M/G 18、起步离合器34、传动装置齿轮箱24和电力电子装置53,和/或从这些部件接收信号。在一些实施例中,电力电子装置53使得由电池20提供的直流(DC)电力适应M/G 18的需求。例如,电力电子装置53可向M/G 18提供三相交流电(AC)。尽管没有明确地示出,但是本领域普通技术人员将意识到在上面确定的每个子***内的可由控制器50控制的各种功能或组件。可使用由控制器执行的控制逻辑直接或间接地致动的参数、***和/或组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(用于火花点燃式发动机)、进气/排气门正时和持续时间、前端附件驱动(FEAD)组件(诸如,交流发电机、空气调节压缩机)、电池充电、再生制动、M/G操作、用于分离离合器26、起步离合器34和传动装置齿轮箱24的离合器压力等)。例如,通过I/O接口的传感器通信输入可被用于指示:涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(PRM)、车轮转速(WS1、WS2)、车辆速度(VSS)、发动机冷却剂温度(ECT)、进气歧管压力(MAP)、加速踏板位置(PPS)、点火开关位置(IGN)、节气门位置(TP)、空气温度(TMP)、排气氧(EGO)或其他排气组分的浓度或存在性、进气流动(MAF)、变速器挡位、传动比或模式、变速器油温(TOT)、传动装置涡轮转速(TS)、变矩器旁通离合器34的状态(TCC)、减速或换挡模式(MDE)。
由控制器50执行的控制逻辑或功能可通过一个或更多个附图中的流程图或类似示图来表示。这些附图提供可使用一个或更多个处理策略(诸如,事件驱动、中断驱动、多任务、多线程等)实现的代表性的控制策略和/或逻辑。因此,示出的多个步骤或功能可按照示出的顺序执行、并行地执行或者在一些情况下被省略。虽然不总是明确地示出,但是本领域普通技术人员将认识到,所示出的一个或更多个步骤或功能可根据使用的特定处理策略被重复执行。类似地,处理的顺序不必须被要求实现在此描述的特征和优点,而是被提供以简化示例和描述。控制逻辑可主要以由基于微处理器的车辆、发动机和/或动力传动***控制器(诸如,控制器50)执行的软件形式被实现。当然,根据特定应用,控制逻辑可以以在一个或更多个控制器中的软件、硬件或者软件和硬件的组合的形式被实现。当以软件形式被实现时,控制逻辑可被设置在一个或更多个计算机可读存储装置或介质中,所述一个或更多个计算机可读存储装置或介质已存储代表由计算机执行的用于控制车辆或其子***的代码或指令的数据。计算机可读存储装置或介质可包括若干个已知物理装置中的一个或更多个,所述已知物理装置使用电存储、磁存储和/或光学存储来保存可执行指令和关联的校准信息、操作变量等。
车辆的驾驶员使用加速踏板52来提供需求的扭矩、功率或驱动命令,以推进车辆10。通常,踩下和释放踏板52产生可被控制器50分别解释为对于增加动力或减小动力的需求的加速踏板位置信号。至少基于来自踏板52的输入,控制器50命令来自发动机14和/或M/G 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的接合或脱离接合。正如分离离合器26那样,变矩器旁通离合器34可在接合位置与脱离接合位置之间的范围内被调整。除了泵轮和涡轮之间的流体动力耦合产生的可变打滑之外,还在变矩器22中产生可变打滑。可选地,根据特定应用,变矩器旁通离合器34可***作为锁定或断开,而无需使用调整操作模式。
为了利用发动机14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M/G 18,然后发动机扭矩的至少一部分从M/G 18传递通过变矩器22和齿轮箱24。当发动机14独自提供推进车辆10所必需的扭矩时,这种操作模式可被称为“发动机模式”、“纯发动机模式”或“机械模式”。M/G 18可通过提供附加的电力使轴30转动来辅助发动机14。这种操作模式可被称作“混合动力模式”、“发动机-马达模式”或“电动辅助模式”。
为了利用作为唯一动力源的M/G 18来驱动车辆10,除了分离离合器26将发动机14与动力传动***12的其余部分隔离之外,动力流动保持不变。在此期间,发动机14中的燃烧可被禁用或以其他方式关闭(OFF),以节约燃料。牵引电池20通过布线将储存的电能传输到可包括例如逆变器的电力电子装置53。控制器50命令电力电子装置53将来自电池20的电压转换为提供给M/G 18的AC电压,以向轴30提供正扭矩或负扭矩。这种操作模式可被称作“纯电动模式”、“EV(电动车辆)模式”或“马达模式”。
在任何操作模式下,M/G 18可用作马达并且为动力传动***12提供驱动力。可选地,M/G 18可用作发电机并且将来自动力传动***12的动能转换为将被储存在电池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可用作发电机。M/G 18还可在再生制动期间用作发电机,其中,在再生制动期间,来自旋转的车轮42的旋转能通过齿轮箱24被传回并被转换为电能而被储存在电池20中。
应理解的是,在图1中示出的示意图仅仅是示例,并且不意在具有限制性。利用发动机和马达两者的选择性接合以通过传动装置传递动力的其他构造可被预期。例如,M/G18可偏离曲轴28,和/或M/G 18可被设置在变矩器22与齿轮箱24之间。不脱离本公开的范围的其他构造可被预期。
在图1中示出的串联布置与其他HEV***(诸如,动力分流)之间的一个差异是为了一起优化燃料和排放而必须被管理的离散控制变量的数量增加。针对图1的布置的能量管理策略需要命令变矩器22的状态、分离离合器26的齿轮数和状态以及来自M/G 18和发动机14的需要扭矩。一旦这些变量被定义,则电池电力和发动机操作点随后被确定。在控制输入的离散变化中存在功率损耗;例如,换挡需要滑移自动传动装置16中的离合器,这使得能量通过换挡作为热耗散。忽略这种损耗产生了通过能量管理控制***的对燃料消耗的不准确估计,从而导致非最优控制。
另一方面,例如,诸如基于庞特里亚金最小值原理(PMP)的方法的理论方法不考虑操纵性能问题,诸如,基于驾驶员激进度的发动机启动次数(“发动机上拉次数”)。本公开提供一种用于使发动机启动时间(和/或EPUD(发动机上拉和下拉)次数)适应于驾驶员激进度的方法。发动机上拉通过庞特里亚金最小值原理被实现到最优化方法中。惩罚项(或者“惩罚因子”)可被引入汉密尔顿代价函数,并且可被选择以基于驾驶员激进度来提高操纵能力。公开的控制策略通过惩罚发动机上拉和下拉以避免过多的EPUD(发动机上拉和下拉;发动机启动和停止)来提高车辆操纵性能。
根据在此描述的各个实施例,EPUD的数量基于驾驶员激进度而被限制,以便提高操纵性能。在本公开中,驾驶员激进度在确定发动机14是否应被启动或停止期间被考虑。换句话说,控制策略(即,能量管理逻辑)在进行发动机启动或发动机停止之前估计实现这样的动作可能需要或损耗的燃料的量。惩罚参数(或“惩罚因子”)在PMP控制策略中被定义,以基于驾驶员激进度而减少发动机上拉和发动机下拉的次数(即,增加发动机启动时间),以便实现更好的操纵性能。
混合动力车辆10的控制***内的燃料最优化可被表示为在从时间t0到时间tf的驾驶周期期间的下面的代价函数的最小化,其中,针对整个周期的发动机14的燃料消耗被最小化:
其中,是发动机14的燃料消耗率,其依赖于发动机扭矩Te、发动机转速ωe和电池功率Pbat。代价函数还受到电池20中的荷电状态(SOC)限制的限制。
上面的代价函数可针对如下给出的具有电池20的动力学的准静态车辆模型被求解:
其中,ibat是电池电流,Qbat是电池的容量,Pbat是电池功率,VOC是电池的开路电压,并且R是电池内阻。
针对上面的具有SOC动力学约束的函数的汉密尔顿函数可被写成:
其中,χ是表示将由最优化方法确定的共态变量的系数,并且其表征了电功率损耗与化学功率之间的权重。该系数的值取决于保持电池荷电状态平衡的驾驶周期。
如果上面描述的最优化策略在没有约束的情况下被实现,则所述最优化策略可产生大量的发动机上拉,这增加了操纵性能的担忧。在一些HEV中,电动马达提供在需要时上拉发动机所需要的扭矩。作为发动机动力学的结果,动力传动***的响应能力可能在发动机上拉期间下降。因此,可期望在能量管理策略中的燃料性能经济性权衡中考虑驾驶员激进的程度。具体地,针对激进的驾驶风格,发动机下拉可被减少,并且发动机启动时间的量可被增加,使得发动机更经常地可用,从而提高动力传动***响应能力。发动机上拉需要额外的电力,所述额外的电力直接从发动机或从使用将需要由发动机代替的能量的电池被提供。
根据在此的各个实施例,汉密尔顿函数可如在下面的等式中提出地被修改以包含发动机上拉事件的燃料等效损耗:
系数KEngOFF是表征操纵性能考虑的重要性的设计参数。系数χ被用于关注于电气能量使用和化学能量使用的平衡并且可被迭代或适应性地调节以使电池荷电状态平衡,而KEngOFF是被用于惩罚发动机14被关闭的惩罚因子,并且可被选择使得发动机启动和关闭定时针对给定驾驶周期是可接受的。降低KEngOFF将减少发动机启动时间,允许发动机14在更高效的区域内工作。常数KEngOFF会等同对待具有不同的激进度水平的所有驾驶周期,这会导致发动机上拉的数量与燃料经济性之间的非理想权衡。为了实时地考虑驾驶员激进度,KEngOFF可以是驾驶员激进度度量A的函数,所述函数在下面的等式中被示出:
KEngoFF=f(A)
图2示出了代表由控制***实现的用于基于驾驶员激进度来控制发动机启动和停止的算法的一个实施例的流程图。所述方法可在接收驾驶员控制输入的步骤54开始。在实施例中,控制器50(图1)可接收驾驶员控制输入,驾驶员控制输入可指示驾驶员激进度。例如但非限制性地,驾驶员控制输入可与加速踏板位置、制动踏板位置、车辆间距离、方向盘位置、车速和/或车辆加速度的值或变化率相关联。
所述方法可在步骤56继续,在步骤56,基于驾驶员控制输入来计算驾驶员激进度度量。在实施例中,驾驶员激进度度量基于指示在时间滑动窗口内的驾驶员控制输入的数据。时间滑动窗口是随时间移动或滑动的特定时间段,在所述特定时间段内数据被考虑(即,当新数据落入窗口内时旧数据被清除)。例如但非限制性地,时间滑动窗口可以是最后三十分钟,在这种情况下,驾驶员控制输入的变化率可基于指示在最后三十分钟内的驾驶员控制输入的数据(即,在最后三十分钟之外的数据会被从计算中清除)。此外,时间滑动窗口可具有不同长度。时间滑动窗口可以是静态的或者动态调节的。时间滑动窗口的动态调节可通过车辆的不同操作模式来确定。例如,混合动力电动车辆可根据纯电动模式或混合动力模式而具有不同的时间滑动窗口。此外,驾驶员控制输入可以是可被过滤或处理的信号的形式。
图3A至图3C是示出在给定驾驶周期内与具有不同激进程度的驾驶员关联的加速踏板位置信号57a、57b、57c的曲线图。如示出的,加速踏板位置的变化率针对每种类型的驾驶员而变化;驾驶周期内的针对激进驾驶员的变化率(与图3C的信号57c关联)通常大于在同一驾驶周期内针对平和或非激进驾驶员的变化率(与图3A的信号57a关联)
在一些实施例中,驾驶员控制输入(例如,加速踏板信号)可被处理以估计驾驶员激进度度量,驾驶员激进度度量与所述变化率相关联。本领域普通技术人员将理解的是,这种估计可以以多种方式实现。在一个实施例中,如在下面的等式中示出的,驾驶员控制输入是被带通滤波的信号,使得信号的与低频和高频关联的部分在驾驶员激进度度量计算中被省略:
Pbp=G(q)P
其中,G(q)是线性带通滤波器,并且q是差分算子。输出随后可被取平方且被馈送至有损积分器以计算驾驶员激进度度量A,如下:
其中,k是样本数并且∈是调节“遗忘效应”的小数。根据上面的等式,驾驶员激进度度量A可具有最小值零。当驾驶员变得激进(即,驾驶员控制输入的变化率增大)时,驾驶员激进度度量增大。而且,在一些实施例中,控制器50(图1)可对指示驾驶员控制输入(驾驶员激进度度量基于所述驾驶员控制输入)的数据施加不同的权重,使得权重随对应数据的存在时间(age)增加而减小(即,更大的权重被赋给较新的数据,并且更小的权重被赋给较旧的数据)。
图4是示出在给定驾驶周期内基于图3A至图3C的与具有不同激进程度的驾驶员相关联的加速踏板位置信号57a、57b、57c的驾驶员激进度度量A的曲线图。曲线58a表示针对平和或非激进驾驶员的在所述驾驶周期内的计算的驾驶员激进度度量;曲线58b表示针对中等驾驶员的在所述驾驶周期内的计算的驾驶员激进度度量;曲线58c表示针对激进驾驶员的在所述驾驶周期内的计算的驾驶员激进度度量。如示出的,针对激进驾驶员的驾驶员激进度度量在整个驾驶周期中总体上大于针对平和(非激进)驾驶员的驾驶员激进度度量。
参照回图2,所述方法可在步骤59继续,在步骤59,改变能量管理逻辑的惩罚因子KEngOFF。如上所述,KEngOFF是被用于惩罚发动机14关闭的惩罚因子,并且可基于驾驶员激进度被选择使得发动机启动和关闭定时针对给定驾驶周期是可接受的。此外,能量管理逻辑可被配置为指定发动机将被启动和停止的状况。
图5是将驾驶员激进度度量A与将被并入车辆的能量管理逻辑中的惩罚因子KEngOFF进行关联的曲线图。如在图中示出的,惩罚因子KEngOFF随驾驶员激进度度量增大而增大(并且随所述度量减小而减小)。虽然示出的实施例公开了总体上线性的KEngOFF-A曲线60,但是本领域普通技术人员将理解的是,KEngOFF-A曲线可呈现出多种斜率和曲率。
参照回图2,所述方法可在步骤61继续,在步骤61,将改变的惩罚因子KEngOFF′并入车辆10的能量管理逻辑。此后,所述方法可在步骤62继续,在步骤62,根据改变的惩罚因子KEngOFF′来确定是否启动发动机14/保持发动机14启动。在改变的惩罚因子KEngOFF′足够大以撤销关闭发动机14或保持发动机14关闭的初始确定的情况下,所述方法可在步骤64继续,在步骤64,保持发动机14启动(或者在发动机14先前关闭的情况下启动发动机14)。相反地,在改变的惩罚因子KEngOFF′不足够大以撤销初始确定的情况下,所述方法随后可在步骤66继续,在步骤66,关闭发动机14(或者在发动机14已经关闭的情况下保持发动机14关闭)。本领域普通技术人员将理解的是,可存在配置控制器50的多种方式,使得控制器50根据基于驾驶员激进度的改变的惩罚因子KEngOFF′来约束用于关闭发动机14的请求或者发出用于启动发动机14的命令。例如但非限制性地,在一些实施例中,控制器50将新命令(新命令可以是基于并入了改变的惩罚因子KEngOFF′的能量管理逻辑的某个输出)或改变的惩罚因子KEngOFF′本身与阈值进行比较。
图6A和图6B是分别示出在被编入图2的针对具有不同激进程度的驾驶员的算法的车辆的给定驾驶周期内的发动机转速和发动机扭矩的曲线图。如在图6A中示出的,发动机14针对激进驾驶员保持启动持续更长的时间段。而且,如在图6B中示出的,更大的发动机扭矩在大多数时间对于激进驾驶员是可用的(相对于对于非激进驾驶员可用的发动机扭矩)。同样地,发动机启动时间由于驾驶员激进度度量增大而增大,由于驾驶员激进度度量减小而减小,其中,驾驶员激进度度量基于驾驶员控制输入的变化率,驾驶员控制输入可以是加速踏板位置。
虽然以上描述了示例性实施例,但这些实施例并不意在描述本公开的所有可能形式。更确切地,说明书中所使用的词语是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。此外,各个实现的实施例的特征可被组合以形成本公开的进一步的实施例。
Claims (15)
1.一种车辆,包括:
发动机;
至少一个控制器,被配置为:响应于对于车辆的驾驶员控制输入的变化率的变化,改变发动机将被启动或停止的状况,使得发动机启动时间由于所述变化率的增大而增大并且由于所述变化率的减小而减小。
2.如权利要求1所述的车辆,其中,所述驾驶员控制输入与车辆的加速踏板的位置关联。
3.如权利要求1所述的车辆,其中,所述驾驶员控制输入是经过带通滤波后的信号,使得所述信号的与低频和高频关联的部分从所述变化率中被省略。
4.如权利要求1所述的车辆,其中,所述驾驶员控制输入的变化率是基于指示所述驾驶员控制输入处于时间滑动窗口内的数据的。
5.如权利要求4所述的车辆,其中,所述至少一个控制还被配置为:对所述数据施加权重,使得所述权重随对应的数据的存在时间的增加而减小。
6.一种控制混合动力车辆中的动力传动***的方法,包括:
响应于对于车辆的驾驶员控制输入的变化率的变化,改变惩罚因子;
将改变的惩罚因子并入车辆的能量管理逻辑,所述能量管理逻辑被配置为:指定车辆的发动机将被启动和停止的状况,使得与在驾驶周期期间针对非激进驾驶员的第二惩罚因子值关联的发动机启动时间相比,针对激进驾驶员的第一惩罚因子值导致在所述驾驶周期的增加的发动机启动时间;
基于并入了改变的惩罚因子的能量管理逻辑,选择性地约束用于关闭发动机的请求或者发出用于启动发动机的命令。
7.如权利要求6所述的方法,其中,所述驾驶员控制输入与车辆的加速踏板的位置关联。
8.如权利要求6所述的方法,其中,所述驾驶员控制输入是经过带通滤波后的信号,使得所述信号的与低频和高频关联的部分从所述变化率中被省略。
9.如权利要求6所述的方法,其中,所述驾驶员控制输入的变化率是基于指示所述驾驶员控制输入处于时间滑动窗口内的数据的。
10.如权利要求9所述的方法,其中,权重被施加到所述数据,使得所述权重随对应的数据的存在时间的增加而减小。
11.一种控制混合动力车辆中的动力传动***的方法,包括:
响应于对于车辆的驾驶员控制输入的变化率的变化,改变车辆的发动机将被启动和停止的状况,使得发动机启动时间由于所述变化率的增大而增大并且由于所述变化率的减小而减小。
12.如权利要求11所述的方法,其中,所述驾驶员输入与车辆的加速踏板的位置关联。
13.如权利要求11所述的方法,其中,所述驾驶员控制输入是经过带通滤波后的信号,使得所述信号的与低频和高频关联的部分从所述变化率中被省略。
14.如权利要求11所述的方法,其中,所述驾驶员控制输入的变化率是基于指示所述驾驶员控制输入处于时间滑动窗口内的数据的。
15.如权利要求11所述的方法,其中,权重被施加到所述数据,使得所述权重随对应的数据的存在时间的增加而减小。
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US10252712B2 (en) | 2019-04-09 |
DE102017218028A1 (de) | 2018-04-12 |
CN107914703B (zh) | 2022-11-04 |
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