CN110023160B - 用于控制混合动力发动机***的***和方法 - Google Patents
用于控制混合动力发动机***的***和方法 Download PDFInfo
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- CN110023160B CN110023160B CN201780074735.0A CN201780074735A CN110023160B CN 110023160 B CN110023160 B CN 110023160B CN 201780074735 A CN201780074735 A CN 201780074735A CN 110023160 B CN110023160 B CN 110023160B
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Abstract
一种装置包括扭矩电路和离合器电路。扭矩电路构造成监测发动机的扭矩需求水平。离合器电路构造成(i)响应于发动机的扭矩需求水平下降到低于阈值扭矩水平使变速器的发动机离合器脱离,以使发动机与变速器分离,以及(ii)响应于发动机的扭矩需求水平下降到低于阈值扭矩水平使变速器的电动‑发电机离合器脱离,以将电动‑发电机与发动机分离。该电动‑发电机直接联接到变速器。
Description
相关专利申请的交叉引用
本申请要求2016年12月1日提交的美国临时专利申请号为第62/428,882的权益和优先权,该临时专利申请出于所有目的通过引用整体并入本文。
技术领域
本申请一般涉及发动机停止启动领域。更具体地,本申请涉及用于在各种应用中(例如利用轻度混合动力车辆)管理发动机停止-启动的***和方法。
背景技术
混合动力传动***使用电动机和内燃机推进车辆。电动机可以机械地联接到动力传动***以直接向其提供动力。内燃机可以机械地联接到动力传动***以直接向其提供动力或者向发电机提供能量以产生供电动机使用的电能。混合动力车辆可以采用停止-启动策略,其基于车辆的各种需求选择性地打开和关闭发动机。
发明内容
一个实施例涉及一种装置。该装置包括扭矩电路和离合器电路。扭矩电路构造成监测发动机的扭矩需求水平。离合器电路构造成(i)响应于发动机的扭矩需求水平下降到低于阈值扭矩水平使变速器的发动机离合器脱离,以使发动机与变速器分离,以及(ii)响应于发动机的扭矩需求水平下降到低于阈值扭矩水平使变速器的电动-发电机离合器脱离,以使电动-发电机与发动机分离。电动-发电机直接联接到变速器。
另一个实施方式涉及一种方法。该方法包括通过处理电路监测发动机的扭矩需求水平;通过处理电路将扭矩需求水平与第一阈值扭矩水平和第二阈值扭矩水平进行比较;通过处理电路使离合器脱离,该离合器定位成响应于扭矩需求水平下降到低于第一阈值扭矩水平而选择性地(i)将发动机联接到变速器和(ii)将发动机联接到电动-发电机;并且,基于扭矩需求水平和第二阈值扭矩水平的比较,由处理电路接合离合器。第一阈值扭矩水平是非正的。电动-发电机联接到变速器,使得电动-发电机利用负扭矩水平来产生能量,同时发动机与变速器分离。
另一个实施方式涉及一种***。该***包括控制器,该控制器可通信地且可操作地联接到变速器的第一离合器和第二离合器。第一离合器定位成选择性地将发动机联接到变速器。第二离合器定位成选择性地将电动-发电机联接到发动机。控制器构造成监测发动机的扭矩需求水平,将扭矩需求水平与第一阈值扭矩水平进行比较,响应于扭矩需求水平下降到低于第一阈值扭矩水平,使第一离合器和第二离合器脱离以使发动机与变速器分离以及电动-发电机与发动机分离,并且响应于扭矩需求水平下降到低于第一阈值扭矩水平,将关闭信号发送到发动机控制器以关闭发动机。第一阈值扭矩水平是非正的。电动-发电机联接到变速器,使得电动-发电机利用负扭矩水平来产生能量以存储在能量存储设备中,同时发动机与变速器分离。
结合附图,通过以下详细描述,这些和其他特征以及其操作的组织和方式将变得明显。
附图说明
图1是根据示例性实施例的具有控制器的车辆的示意图。
图2是根据示例性实施例的图1的车辆的控制器的示意图。
图3是根据示例性实施例的具有间接联接到发动机的电动-发电机的混合动力发动机***的发动机扭矩与车辆速度的曲线图。
图4是根据示例性实施例的具有直接联接到发动机的电动-发电机的混合动力发动机***的负发动机功率随时间的曲线图。
图5是根据示例性实施例的具有间接联接到发动机的电动-发电机的混合动力发动机***的负发动机功率随时间的曲线图。
图6是根据示例性实施例的控制车辆混合发动机***的变速器的方法的流程图。
图7是根据另一示例实施例的控制车辆混合发动机***的变速器的方法的流程图。
具体实施方式
下文是控制混合发动机***的方法、装置和***的相关各概念和实施方式的更详细的描述。上面介绍并在下面更详细讨论的各种概念可以以任意数量的方式来实施,因为所描述的概念不限于任何特定的实施方式。主要为了说明的目的提供了具体实施和应用的示例。
通常参考附图,本文公开的各种实施例涉及用于控制混合动力发动机***,更具体地涉及轻度混合动力***(例如,轻度并联混合动力***等)和用于其中集成电动-发电机的选择(例如,20-25千瓦的电动-发电机;用于重型和/或中等负荷的公路和/或非公路发动机的低成本、低压***;等等)的***、装置和方法。轻度混合动力***的功能可包括(i)再生(例如,在减速期间利用传动系能量等),(ii)能量存储管理(例如,存储再生能量等),和/或(iii)推进(例如,使用存储的再生能量进行积极工作,例如为车辆推进提供动力、发动机起动、操作附件、驱动动力输出装置(PTO)等)。这些功能可用于减少车辆和/或***相对于传统或非混合动力系(例如,在给定任务、路线等)的燃料消耗。
根据示例性实施例,轻度混合动力***的电动-发电机可以以两种方式集成到其动力总成中。首先,电动-发电机可以直接联接到发动机(例如,通过各种选择,例如齿轮、链条/链轮、皮带/皮带轮等)。其次,电动-发电机可以间接地连接到发动机(例如,通过各种连接机构,例如离合器、扭矩耦合器等)。
与机械耦合选择类似,控制***可分为两类:(i)由发动机控制器管理的第一控制***,其可访问发动机***信息(例如,底部巡航下垂、发动机制动死区等)和公开广播的信息(例如,当前车辆速度、巡航控制设定速度等)和(ii)由变速器控制器管理的第二控制***,其可访问变速器***信息和公开广播的信息,但可选地访问发动机***信息。因此,如果没有提供对其的访问,则第二控制***可以另外采用自适应学习策略来确定(例如,估计等)发动机***信息。
在第一种选择中,电动-发电机可以直接联接到发动机曲轴(例如,通过诸如齿轮、滑轮、链传动等的连杆)。由此,电动-发电机可以设置在“发动机空间”中并由发动机控制器(例如,不是某些其他动力总成子***控制器等)控制。在第二种选择中,电动-发电机可以间接地联接到发动机曲轴(例如,通过诸如离合器之类的连杆等)并且即使在与发动机解耦时也能够保持与动力传动***连接。电动-发电机可以设置在“发动机空间”、“变速器空间”或一些其他“子***空间”中,并由发动机控制器、变速器控制器和/或另一控制器控制。
现在参见图1,根据示例性实施例示出了具有变速器控制器150的车辆100的示意图。如图1所示,车辆100通常包括动力总成***110、车辆子***120、操作员输入/输出(I/O)设备130、可通信地联接到车辆100的一个或多个部件的传感器140、发动机控制器148、以及变速器控制器150。车辆100可以是公路车辆或非公路车辆,包括但不限于长途运输卡车、中型卡车(例如,皮卡车)、汽车(例如,轿车、掀背车、双门轿车、等等)、公共汽车、货车、垃圾车、运货卡车和任何包括停止启动特征和/或混合动力总成***的其他类型的车辆。根据示例实施例,车辆100的动力总成***110被构造为混合动力总成***。在一些实施例中,车辆100的动力总成***110构造为全电动力总成***。
车辆100的部件可以使用任何类型和任何数量的有线或无线连接彼此通信或与外部部件通信。例如,有线连接可以包括串行电缆、光纤电缆、CAT5电缆或任何其他形式的有线连接。无线连接可以包括因特网、Wi-Fi、蜂窝、无线电、蓝牙、ZigBee等。在一实施方式中,控制器局域网(CAN)总线提供信号、信息和/或数据的交互。CAN总线包括任意数量的有线和无线连接。因为变速器控制器150可通信地联接到图1车辆100的***和部件,变速器控制器150可以被构造为接收与图1中所示一个或多个部件相关的数据。例如,数据可包括由一个或多个传感器(例如传感器140)获取,与发动机和/或其他部件(例如,电池***、电动机-发电机、再生制动***等)的运行特征相关的发动机数据(例如,车辆速度、巡航控制设定速度等)。作为另一个示例,数据可以包括来自操作员I/O设备130的输入。作为又一示例,数据可以包括关于从路线前瞻***接收与路线特性相关的路线前瞻数据。变速器控制器150可以基于这样的数据至少部分地控制动力总成***110的一个或多个部件的运行。
如图1所示,动力总成***110包括发动机111、具有发动机离合器117和电动-发电机离合器118的变速器112、驱动轴113、差速器114、主减速器115、电动-发电机116和能量存储设备119。发动机111可被构造为任何发动机类型,包括火花点火式内燃发动机、压燃式内燃发动机和/或燃料电池及其他部件。发动机111可由任何燃料类型(例如,柴油、乙醇、汽油、天然气、丙烷、氢气等)提供动力。相似地,变速器112可构造为任何类型的变速器,诸如无级变速器、手动变速器、自动变速器、自动-手动变速器、双离合变速器等。
因此,当变速器从齿轮传动到连续配置(例如,连续可变变速器)变化时,变速器可包括基于由此(例如,来自发动机111、电动-发电机116)等接收的输入速度影响不同输出速度的各种设置(齿轮、用于齿轮传动)。与发动机111和变速器112一样,驱动轴113、差速器114和/或主减速器115可依据应用构造为任何配置(例如,主减速器115在汽车应用中可构造为车轮,在船舶应用中可构造为螺旋桨等)。此外,驱动轴113可根据应用构造为任何类型的驱动轴,包括但不限于,一体式、两件式、和套管式传动轴。
电动-发电机116可包括电动机和发电机。在一些实施例中,电动机和发电机是电动-发电机116的单独部件。在一些实施例中,电动机和发电机是既具有发电能力又具有电动能力的单个设备。如图1所示,电动-发电机116电耦合到能量存储设备119。在一些实施例中,电动-发电机116构造成从能量存储设备119接收存储的电能以促进其运行(例如,便于作为电动机的运行等)。在一些实施例中,电动-发电机116构造成产生电能以存储在能量存储设备119中供将来使用和/或为电动车辆附件供电(例如,便于作为发电机等的运行)。
根据示例实施例,能量存储设备119包括一个或多个电池(例如,高压电池、铅酸电池、锂离子电池等),一个或多个电容(例如,超级电容器等)和/或任何其他能量存储设备。在一个实施例中,能量存储设备119电联接到电动-发电机116和/或车辆子***120(例如,再生制动***等)。能量存储设备119可以构造成存储由电动-发电机116产生和/或由再生制动***产生的电能。能量存储设备119可以构造成将存储的电能提供给(i)车辆子***120以运行车辆100的各种基于电的部件(例如,当发动机111运行时,发动机111关闭等),(ii)发动机111以启动发动机111(例如,响应于停止-启动特征关闭发动机111之后的重启命令,当操作员按下发动机111时等),和/或提供给电动-发电机116以电动模式运行电动-发电机116。
如图1所示,发动机离合器117定位成选择性地将发动机111联接到变速器112,并且电动-发电机离合器118定位成选择性地将电动-发电机116联接到发动机111(例如,经由电动-发电机离合器118间接地联接其上等)。根据图1中所示的示例实施例,电动-发电机116通过连杆116a直接联接到变速器112。连杆116a可包括各种不同的连接器,该连接器包括齿轮***、链条和链轮***、皮带和皮带轮***、和/或另一种类型的机械联接器。在一些实施例中,连杆116a附加地或替代地将电动-发电机116电连接到变速器112(例如,其变速器控制器150等)。根据示例实施例,图1中所示的变速器112的布置构造成有助于当发动机111与变速器112分离和/或联接(例如,当发动机离合器117接合、脱离等)时,以及当电动-发电机116与发动机111分离(例如,在电动-发电机离合器118分离时等)时,利用电动-发电机116产生能量。在一些实施例中,变速器112不包括电动-发电机离合器118。在这样的实施例中,电动-发电机116可以(i)直接联接到发动机111(例如,经由皮带、链传动装置、齿轮、皮带轮等)并且间接地联接到变速器112(例如,通过发动机111等)或(ii)经由连杆116a直接联接到变速器112并且通过变速器112间接联接到发动机111。
根据示例性实施例,动力总成***110是轻度混合动力总成***。因此,电动-发电机116可以为动力总成***110提供轻度混合。例如,电动-发电机116可以是低成本、低电压和/或低功率(例如,20-25千瓦容量等)的电动-发电机116。
在传统的非混合动力总成***中,发动机111接收化学能输入(例如,诸如汽油、柴油等燃料)并燃烧燃料以产生旋转曲轴形式的机械能。变速器112接收旋转曲轴并操纵曲轴的速度(例如,发动机每分钟转数(RPM)等)以影响期望的驱动轴速度。旋转驱动轴113由差速器114接收,差速器114将驱动轴113的旋转能量提供给主减速器115。然后,主减速器115推进或移动车辆100。在本公开的动力总成***110中,变速器112可以从电动-发电机116和发动机111中的至少一个接收输入,并且电动-发电机116可以利用负扭矩供应来执行能量再生(例如,当发动机111从变速器112分离时,当发动机111正在提供发动机制动时等)。
仍参照图1,车辆100包括车辆子***120。车辆子***120可包括再生制动***。再生制动***可包括各种部件,该各种部件构造成从车辆制动事件产生电力以实现下述至少一个(i)为电动-发电机116和/或车辆100的各种电气部件供电,以及(ii)由能量存储设备119存储以供将来使用(例如,通过电动-发电机116、通过电动车辆部件等)。车辆子***120可包括其他部件,包括器械驱动或电驱动的车辆部件(例如,HVAC***、灯、泵、风扇等)。车辆子***120可包括用于减少排气排放的任何部件,例如,选择性催化还原(SCR)催化剂、柴油氧化催化剂(DOC)、柴油颗粒过滤器(DPF)、柴油机排气流体供应的柴油机排气流体(DEF)加料器、多个用于监测后处理***的传感器(例如,氮氧化物(NOx)传感器、温度传感器等),和/或其他部件。
操作员I/O设备130可以使车辆100(或乘客)的操作员能够与车辆100和变速器控制器150通信。作为示例,操作员I/O设备130可包括但不限于,交互式显示器、触摸屏设备、一个或多个按钮和开关、语音命令接收器等。在一个实施例中,操作员I/O设备130包括制动和加速踏板。传感器140可包括定位和/或构造成监测车辆100的各种部件的运行特性的传感器。举例来说,传感器140可包括构造以便于监测发动机111的运行特性的发动机传感器、构造成便于监测能量存储设备119的运行特性和/或监测进入能量存储设备119的流动和/或流出能量存储设备119的流动(例如,电流、电压、功率、充电状态等)的电池传感器、构造成便于监测变速器112、发动机离合器117和/或电动-发电机离合器118的运行特性的变速器传感器。
由于图1的部件被示出为在车辆100中实施,所以变速器控制器150可以构造为变速器控制单元,并且发动机控制器148可以构造为电子控制模块(ECM)。ECM可包括任何其他车辆控制单元(例如,排气后处理控制单元等)。在此结合图2更详细地描述变速器控制器150的功能和结构。
现在参见图2,根据示例实施例示出了图1的车辆100的变速器控制器150的示意图。如图2所示,变速器控制器150包括处理电路151和通信接口170。处理电路151包括处理器152、存储器154和停止-启动***155。处理器152可以被实现为通用处理器、专用集成电路(ASIC)、一个或多个现场可编程门阵列(FPGA)、数字信号处理器(DSP)、一组处理组件、或者其他合适的电子处理组件。存储器154(例如,RAM、ROM、闪存、硬盘存储器等)可以存储用于促进在此描述的各种处理的数据和/或计算机代码。存储器154可以可通信地联接到处理器152和停止-启动***155并构造成向处理器152提供计算机代码或指令以执行关于本文描述的停止-启动155的处理过程。此外,存储器154可以是或包括有形的、非瞬态易失性存储器或非易失性存储器。因此,存储器154可以包括数据库组件、目标代码组件、脚本组件、或用于支持本文描述的各种活动和信息结构的任何其他类型的信息结构。
停止-启动***155包括用于完成本文描述的活动的各种电路。更具体地,停止-启动***155包括停止-启动电路156、离合器电路158、扭矩电路160、发动机电路162、学习电路164、前瞻电路166、输入电路168和电动-发电机电路169。电路156-169构造成控制车辆100的动力总成传动***110的变速器112(例如,发动机离合器117、电动-发电机离合器118等)。尽管在图2中示出了各种具有特定功能的电路,但应该理解的是,变速器控制器150、停止-启动***155和/或存储器154可以包括用于完成本文描述的功能的任何数量的电路。例如,电路156-169的活动和功能可以体现在存储器154中,或者组合在多个电路中,或者作为单个电路。具有附加功能的附加电路也可包含在内。此外,应该理解的是,变速器控制器150可以进一步控制超出本公开范围的其他活动。
根据一个实施例,电路156-169可以包括通信电路,其被构造成便于在电路156-169、发动机控制器148、路线前瞻***200、电动-发电机116、发动机离合器117、电动-发电机离合器118、操作员I/O设备130、传感器140和/或车辆100的其他部件之间交换信息、数据、值、非瞬态信号等。例如,通信电路可以包括包含任何类型的通信通道(例如,光纤、有线、无线等)的通道,并且该通道可以包括用于信号增强、调制、解调、滤波的任何附加组件等。在这方面,电路156-169可以包括通信电路,包括但不限于有线和无线通信协议,以便于数据的接收和传输。
在另一个实施例中,电路156-169可以包括由存储器154存储并且可由处理器152执行的机器可读介质。机器可读介质促进特定操作的执行以有助于数据的接收和传输。例如,机器可读介质可以向传感器140、路线前瞻***200、发动机控制器148等提供指令(例如,命令等)以获取数据。就这一点而言,机器可读介质可包括定义数据频率的可编程逻辑。在又一个实施例中,电路156-169可以包括机器可读内容、通信电路、电动-发电机116、发动机离合器117、电动-发电机离合器118、操作员I/O设备130、传感器140和/或车辆100的其他部件的任意组合。
本文描述的变速器控制器150的某些操作包括解译和/或确定一个或多个参数的操作。如本文所使用的,解译或确定包括通过本领域中已知的任何方法接收值(包括至少接收来自数据链路或网络通信的值、接收指示值的电子信号(例如,电压、频率、电流或PWM信号)、接收指示值的计算机生成的参数)、从非暂时性计算机可读存储介质上的存储位置读取值、通过本领域已知的任何方式、和/或通过接收可以计算解译的参数的值、和/或通过参考被解译为参数值的默认值将接收值作为运行时间参数。
通信接口170可包括有线或无线接口(例如插孔、天线、发射器、接收器、收发器、导线端子等)的任何组合,用于与各种***、设备或网络进行数据通信。例如,通信接口170可以包括用于经由基于以太通信网络来发送和接收数据的以太网卡和端口和/或用于经由无线通信网络进行通信的Wi-Fi收发器。通信接口170可以被构造为经由局域网或广域网(例如,因特网等)进行通信并且可以使用各种通信协议(例如,IP、LON、蓝牙、ZigBee、无线电、蜂窝、近现场通信等)。
变速器控制器150的通信接口170可以促进变速器控制器150、停止-启动***155和/或车辆100的部件(例如,发动机111、变速器112、电动-发电机116、发动机离合器117、电动-发电机离合器118、能量存储设备119、操作员I/O设备130、传感器140等)两者或两者以上之间的通信。变速器控制器150的通信接口170可以附加地或替代地促进停止-启动***155与变速器控制器150、发动机控制器148和/或路线前瞻***200(例如,eHorizon***、远程服务器、全球定位***(GPS)等)两者或两者以上之间的通信。变速器控制器150、停止-启动***155、车辆100的部件(例如,发动机111、变速器112、电动-发电机116、发动机离合器117、电动-发电机离合器118、能量存储设备119、操作员I/O设备130、传感器140等)、发动机控制器148和/或路线前瞻***200之间的通信可以经由任何数量的有线或无线连接(例如,IEEE802等下的任何标准等)。例如,有线连接可以包括串行电缆、光纤电缆、CAT5电缆或任何其他形式的有线连接。相比之下,无线连接可以包括因特网、Wi-Fi、蜂窝、蓝牙、ZigBee、无线电等。在一个实施方式中,控制器局域网(CAN)总线提供信号、信息和/或数据的交互。CAN总线可以包括任何数量有线和无线连接,提供信号、信息和/或数据交换。CAN总线可以包括局域网(LAN)或广域网(WAN),或者可以连接到外部计算机(例如,使用互联网服务提供商通过互联网)。
扭矩电路160可构造成监测发动机111的扭矩需求水平。扭矩电路160可以另外构造成将扭矩需求水平与第一阈值扭矩水平进行比较。举例来说,扭矩电路160可以构造成确定扭矩需求水平是否下降到低于第一阈值扭矩水平。根据示例实施例,第一阈值扭矩水平是非正的。因此,第一阈值扭矩水平可以小于或等于发动机所需的净零扭矩(例如,负扭矩需求等)。当不需要来自发动机的输入扭矩以维持车辆100的期望速度时(例如,当在山坡上向下行驶或下降时,当前速度高于巡航控制设定速度时等)可能发生负或零扭矩需求。
扭矩电路160可以附加地或替代地构造成将扭矩需求水平与第二阈值扭矩水平进行比较。举例来说,扭矩电路160可以构造成确定扭矩需求水平是否增加到高于第二阈值扭矩水平(例如,在扭矩需求水平最初下降到低于第一阈值扭矩水平之后等)。根据示例性实施例,选择第二阈值扭矩水平(例如,校准、设定、预定义等)以在随后需要或需求发动机111扭矩输入时(例如,响应于车辆100的速度减小、响应于操作员通过加速踏板的输入等)补偿发动机离合器117和/或电动-发电机离合器118的接合延迟。举例来说,第二阈值扭矩水平可以小于第一阈值扭矩水平,以消除发动机111由于与发动机离合器117和/或电动-发电机离合器118接合相关联的时间延迟而提供的扭矩延迟。因此,第二阈值扭矩水平可以是小于第一阈值扭矩水平的负扭矩值。作为另一示例,第二阈值扭矩水平可以等于第一阈值扭矩水平。在替代实施例中,第二阈值扭矩水平大于第一阈值扭矩水平。
发动机电路162可以构造成经由通信接口170从发动机控制器148接收发动机参数。从发动机控制器148接收的发动机参数可以包括(i)非公开广播的发动机参数,例如发动机111的巡航控制下垂设定和发动机制动死区和/或(ii)公开广播的发动机参数,例如当前车辆速度和巡航控制设定速度。从发动机控制器148接收非公开广播的发动机参数和公开广播的发动机参数(例如,变速器控制器150和发动机控制器148之间的握手等)可以由本文进一步描述的扭矩电路160使用。在一些实施例中,变速器控制器150不具有对非公开广播的发动机参数的许可或访问。在这样的实施例中,学习电路164可以被构造成通过监测车辆100的一系列驾驶事件来自适应地估计和确定非公开广播的发动机参数,如本文更全面地描述。
学习电路164可以被构造成监测车辆100的一个或多个驾驶事件(例如,旅行的前几英里等)以估计和收敛非公开广播的发动机参数的值(例如,如果它们不是由发动机控制器148等提供的)。作为示例,学习电路164可以被构造为监测公开广播的参数以导出非公开广播的发动机参数。例如,确定应用发动机制动的车辆速度的一种可能机制是学习电路164可以构造成监测第一发动机制动事件并且导出用于底部巡航下垂和发动机制动死区的恒定偏移值。这可以通过监测公开广播的特性(例如,实际减速器百分比扭矩等)确定何时应用发动机制动来完成。扭矩电路160可使用由学习电路164估算的非公开广播的发动机参数和由发动机电路162接收的来自发动机控制器148的公开广播的发动机参数,如本文进一步描述。
前瞻电路166可以被构造成通过通信接口170从路线前瞻***200接收指示车辆100前方的路线特性的路线前瞻数据。路线特性可以包括诸如倾斜、下降、坡度、弯道、速度限制的变化、即将到来的停车标志或停车灯、和/或其他路线特性的特征。如本文进一步描述的,扭矩电路160可以使用路线特性。
输入电路168可以构造成经由操作员I/O设备130接收来自车辆100的操作员的输入。输入可包括加速踏板位置。输入电路168可以另外构造成接收公开广播的发动机参数,例如发动机净制动扭矩和当前速度下的发动机百分比负载。输入电路168可以使用这样的信息来确定扭矩电路160使用的期望操作员扭矩(例如,扭矩需求水平等)。
扭矩电路160可以附加地或替代地构造成基于由前瞻电路166接收的路线前瞻数据来估计和/或预测扭矩需求水平。举例来说,路线前瞻数据可以指示即将到来的路线特性(例如,倾斜、弯道、速度限制增加等)可能导致扭矩需求水平增加到高于第二阈值扭矩水平。这样的确定可以促进预先接合发动机离合器117和/或电动-发电机离合器118,以预期增加的扭矩需求水平(例如,接近倾斜等)。
扭矩电路160可以附加地或替代地构造成响应于确定存在发动机制动事件而产生发动机制动信号(例如,需要发动机制动,而扭矩需求水平小于第一阈值扭矩水平并且没有增加到超过第二阈值扭矩水平等),其基于下述至少一个:(i)由发动机电路162从发动机控制器148接收的公开和/或非公开广播的发动机参数中,(ii)使用学习电路164的自适应学习技术确定的非公开广播发动机参数,以及(iii)由前瞻电路166从路线前瞻***200接收的路线前瞻特征。举例来说,扭矩电路160可以被构造成响应于当前车辆速度比巡航控制设定速度超出阈值速度量(例如,大于发动机111的巡航控制下垂设置和发动机制动死区等),基于从发动机控制器148接收的和/或由学习电路164确定的非公开广播的发动机参数,而确定可能需要发动机制动。作为另一示例,扭矩电路160可构造成基于即将到来的路线特性(例如,接近下降等)确定可能需要发动机制动。这样的确定可以促进预先接合发动机离合器117以预期增加的车辆速度,以便于根据需要为发动机111提供发动机制动。
离合器电路158可构造成将命令(例如,接合信号、脱离信号等)发送到发动机离合器117,以选择性地将发动机111联接到变速器112或将发动机111与变速器112分离。离合器电路158可以附加地或替代地构造成将命令(例如,接合信号、脱离信号等)发送到电动-发电机离合器118,以选择性地将电动-发电机116联接到发动机111或将电动-发电机116从发动机111分离。举例来说,离合器电路158可构造成将接合信号发送到发动机离合器117和电动-发电机离合器118,使得(i)发动机111联接到变速器112和电动-发电机116并且(ii)电动-发电机116响应于扭矩电路160确定扭矩需求水平大于第一阈值扭矩水平和/或增加到高于第二阈值扭矩水平而联接到发动机111和变速器112。作为另一示例,离合器电路158可构造成将脱离信号发送到发动机离合器117和电动-发电机离合器118,使得(i)发动机111与变速器112和电动-发电机116分离以及(ii)电动-发电机116与发动机111分离,但响应于扭矩电路160确定扭矩需求水平小于第一阈值扭矩水平电动-发电机116保持联接到变速器112。作为又一示例,离合器电路158可构造成(i)将接合信号发送到发动机离合器117,使得发动机111联接到变速器112,以及(ii)将脱离信号发送到电动-发电机离合器118使得电动-发电机116与发动机111分离,但响应于扭矩电路160确定存在发动机制动事件电动-发电机116保持联接到变速器112。由此电动-发电机116可以构造为在发动机制动事件期间继续利用负扭矩水平或供应来产生能量以存储在能量存储设备119内。作为又一示例,离合器电路158可构造成将接合信号发送到发动机离合器117和电动-发电机离合器118,使得(i)发动机111联接到变速器112和电动-发电机116和(ii)电动-发电机116响应于从路线前瞻***200接收的路线前瞻数据而联接到发动机111和变速器112,该路线前瞻数据指示即将到来的路线特性(例如,倾斜、曲线、速度限制增加等)将可能导致扭矩需求水平增加到高于第二阈值扭矩水平(例如,预先接合以防止功率延迟等)。
停止-启动电路156可以被构造成经由通信接口170向发动机控制器148发送命令(例如,关闭或停止信号;打开、启动、重启信号等)以关闭、打开和/或重启发动机111。作为示例,停止-启动电路156可以被构造成响应于以下至少一种情况将关闭信号发送到发动机控制器148以关闭发动机111:(i)扭矩电路160确定发动机111的扭矩需求水平低于第一阈值扭矩水平,以及(ii)离合器电路158脱离发动机离合器117。作为另一示例,停止-启动电路156可被构造成响应于以下至少一种情况将重启信号发送到发动机控制器148以重启发动机111(i)扭矩电路160确定存在发动机制动事件(例如,发动机111需要发动机制动以使车辆100减速等)以及(ii)离合器电路158接合发动机离合器117。作为又一示例,停止-启动电路156可以被构造成响应于以下至少一种情况将重启信号发送到发动机控制器148以重启发动机111:(i)扭矩电路160确定发动机111的扭矩需求水平高于第二阈值扭矩水平,以及(ii)离合器电路158接合发动机离合器117以及(iii)离合器电路158接合电动-发电机离合器118。根据示例性实施例,在动力总成***110以负扭矩需求运行时关闭发动机111(例如,车辆100以高于巡航控制设定速度的速度行驶,同时遇到下降坡度等)有助于提高车辆的燃料效率,同时也促进利用电动-发电机116产生能量。在一些实施例中,不提供停止-启动功能。
电动-发电机电路169可以构造成将命令(例如,电动信号、发电信号等)发送到电动-发电机116,以在电动模式、发电模式或关闭机模式下操作电动-发电机116。举例来说,电动-发电机电路169可以构造成将电动信号传输到电动-发电机116,使得响应于:(i)离合器电路158接合发动机离合器117,(ii)离合器电路158接合电动-发电机离合器118,以及(iii)扭矩电路160确定发动机111的扭矩需求水平高于第一阈值扭矩水平和/或增加到高于第二阈值扭矩水平,电动-发电机116以电动模式运行(例如,至少部分地向变速器112、车辆子***120、PTO等提供扭矩输入)。作为另一示例,电动-发电机电路169可以构造成将发电信号传输到电动-发电机116,使得响应于:(i)离合器电路158脱离发动机离合器117,(ii)离合器电路158脱离电动-发电机离合器118,以及(iii)扭矩电路160确定发动机111的扭矩需求水平低于第一阈值扭矩水平,电动-发电机116以发电模式运行(例如,从负扭矩供应产生能量)。作为又一示例,电动-发电机电路169可以构造成将发电信号传输到电动-发电机116,使得响应于:(i)离合器电路158接合发动机离合器117,(ii)离合器电路158脱离电动-发电机离合器118,以及(iii)扭矩电路160确定存在发动机制动事件(例如,发动机111需要发动机制动以对车辆100减速),电动-发电机116以发电模式运行(例如,从负扭矩供应产生能量)。
参阅图3,根据示例实施例示出了发动机扭矩与车辆速度的曲线图300。如图3所示,根据一个示例,曲线图300包括响应于发动机制动事件312的扭矩曲线302、电动曲线304、巡航控制设定速度306、巡航控制下垂308和发动机制动死区310。
参见图4,根据示例实施例示出了动力总成***负发动机功率对时间的曲线图400,动力总成***具有发动机和电动-发电机,该电动-发电机通过单个离合器可选择性地联接到变速器(即,单个离合器的脱离使发动机和电动-发电机两者与变速器分离)。参见图5,根据示例实施例示出了动力传动***110的负发动机功率对时间的曲线图500,动力总成***110具有电动-发电机116,该电动-发电机116经由电动-发电机离合器118选择性地联接到发动机111,并且发动机111经由发动机离合器117选择性地联接到变速器112。如图4所示,曲线图400包括用于动力总成***的常规动力总成曲线410(例如,用于非混合动力总成)和动力总成曲线420,动力总成***具有发动机和电动-发电机,电动-发电机通过单个离合器选择性地联接到变速器(即,当电动-发电机与变速器分离时,不能进行发动机制动)。如图5所示,曲线图500包括用于动力总成***的常规动力总成曲线510(例如,用于非混合动力总成)和动力总成曲线520(即,当电动-发电机与发动机分离时,能够进行发动机制动)。
现在参见图6,根据示例实施例示出了用于控制车辆的混合动力发动机***的变速器的方法600。在一个示例实施例中,方法600可以用图1和图2的车辆100和变速器控制器150来实现。这样,可以关于图1和图2描述方法600。
在步骤602,变速器控制器150构造成监测发动机(例如,发动机111等)的扭矩需求水平。在步骤604,变速器控制器150构造成确定发动机的扭矩需求水平是否小于或等于第一阈值扭矩水平。根据示例实施例,第一阈值扭矩水平是非正的。举例来说,第一阈值扭矩水平可以小于或等于发动机所需的零扭矩(例如,负扭矩需求等)。如果扭矩需求水平大于第一阈值扭矩水平,则变速器控制器150构造成返回到步骤602。如果扭矩需求水平小于或等于第一阈值扭矩水平,则变速器控制器150构造成行进到步骤606。
在步骤606,变速器控制器150构造成脱离第一离合器(例如,发动机离合器117等)以选择性地将发动机与变速器(例如,变速器112等)分离。在步骤608,变速器控制器150构造成脱离第二离合器(例如,电动-发电机离合器118等)以选择性地将电动-发电机(例如电动-发电机116)与发动机分离。根据示例实施例,电动-发电机联接(例如,直接联接等)到变速器。因此,电动-发电机可以构造成利用负扭矩水平或供应(例如,发动机所需的扭矩小于零,动力***110不需要来自发动机111的任何扭矩输入以维持期望的速度,同时车辆100在山坡上向下行驶,同时巡航控制设定速度超过当前车速等)以产生能量用于存储在存储设备(例如,能量存储设备119等)中,同时发动机与变速器和/或电动-发电机分离。
在步骤610,变速器控制器150可选地构造成响应于扭矩需求水平下降到低于第一阈值扭矩水平、第一离合器正在分离、和/或第二离合器正在分离而将关闭信号发送到发动机控制器(例如,发动机控制器148等)以关闭发动机。在步骤612,电动-发电机构造成产生能量以存储在能量存储设备中,同时与发动机分离。
在步骤614,变速器控制器150构造成确定发动机的扭矩需求水平是否增加到高于第二阈值扭矩水平。根据示例性实施例,选择第二阈值扭矩水平(例如,校准、设定、预定义等)以在随后需要或需求发动机扭矩输入时(例如,响应于车辆减小的速度、响应于操作员通过加速器踏板的输入等)补偿离合器接合延迟。举例来说,第二阈值扭矩水平可以小于第一阈值扭矩水平,以消除发动机由于与第一离合器和/或第二离合器接合相关联的时间延迟而提供的扭矩延迟。因此,第二阈值扭矩水平可以是小于第一阈值扭矩水平的负扭矩值。作为另一示例,第二阈值扭矩水平可以等于第一阈值扭矩水平。在替代实施例中,第二阈值扭矩水平大于第一阈值扭矩水平。
如果发动机的扭矩需求水平没有增加到高于第二阈值扭矩水平,则变速器控制器150构造成返回到步骤612,使得电动-发电机继续产生能量。如果发动机的扭矩需求增加到高于第二阈值扭矩水平,则变速器控制器150构造成行进到步骤616。在步骤616,变速器控制器150构造成接合第一离合器以选择性地将发动机联接到变速器并接合第二离合器以选择性地将电动-发电机联接到发动机。此后,电动-发电机可以停止产生能量。在一些实施例中,变速器控制器150附加地或替代地构造成(i)接收指示车辆前方的路线特性的路线前瞻数据和(ii)预先接合第一离合器和/或第二离合器以预期增加的扭矩需求水平(例如,接近山坡等)。在步骤618,变速器控制器150可选地构造成将重启信号发送到发动机控制器以重启发动机(即,如果在步骤610关闭发动机)以便于向变速器提供输入扭矩(例如,以保持所需的速度、克服增加的负载等)。此后,发动机可以根据需要向变速器提供输入扭矩以满足操作员的要求(例如,基于加速踏板输入、巡航控制设定速度等)。
现在参见图7,根据另一示例实施例示出了用于控制车辆的混合动力发动机***的变速器的方法700。在一个示例实施例中,方法700可以用图1和图2的车辆100和变速器控制器150来实现。这样,可以关于图1和图2描述方法700。
在步骤702,变速器控制器150构造成监测发动机(例如,发动机111等)的扭矩需求水平。在步骤704,变速器控制器150构造成确定发动机的扭矩需求水平是否小于或等于第一阈值扭矩水平。根据示例实施例,第一阈值扭矩水平是非正的。举例来说,第一阈值扭矩水平可以小于或等于发动机所需的零扭矩(例如,负扭矩需求等)。如果扭矩需求水平大于第一阈值扭矩水平,则变速器控制器150构造成返回到步骤702。如果扭矩需求水平小于或等于第一阈值扭矩水平,则变速器控制器150构造成行进到步骤706。
在步骤706,变速器控制器150构造成脱离第一离合器(例如,发动机离合器117等)以选择性地将发动机与变速器(例如,变速器112等)分离。在步骤708,变速器控制器150构造成脱离第二离合器(例如,电动-发电机离合器118等)以选择性地将电动-发电机(例如电动-发电机116)与发动机分离。根据示例实施例,电动-发电机联接(例如,直接联接等)到变速器。因此,电动-发电机可以构造成利用负扭矩水平或供应(例如,发动机所需的扭矩小于零,动力总成***110不需要来自发动机111的任何扭矩输入以维持期望的速度,同时车辆100在山坡上向下行驶,同时巡航控制设定速度超过当前车速等)以产生能量用于存储在存储设备(例如,能量存储设备119等)中,同时发动机与变速器和/或电动-发电机分离。
在步骤710,变速器控制器150可选地构造成响应于扭矩需求水平下降到低于第一阈值扭矩水平、第一离合器正在分离、和/或第二离合器正在分离而将关闭信号发送到发动机控制器(例如,发动机控制器148等)以关闭发动机。在步骤712,电动-发电机构造成产生能量以存储在能量存储设备中,同时与发动机分离。
在步骤714,变速器控制器150构造成确定是否存在发动机制动(例如,需要发动机制动等)。根据示例实施例,变速器控制器150构造成基于下述因素确定发存在发动机制动事件:(i)从发动机控制器(例如,发动机控制器148、变速器控制器150与发动机控制器148之间的握手等)接收的发动机参数,(ii)使用自适应学习技术确定的发动机参数(例如,如果变速器控制器150不再与发动机控制器148接收通信的数据中,等等),和/或(iii)从路线前瞻***(例如,路线前瞻***200等)中接收的路线前瞻特征。举例来说,发动机参数可包括当前车辆速度、巡航控制设定速度和/或可能不会被变速器控制器150容易知道或可用的其他发动机参数。作为另一示例,路线前瞻特征可以包括车辆当前行驶可能需要使用发动机制动的路线的特征(例如,导致车辆速度增加到巡航控制组速度之上的陡峭的山坡,等等)。
如果存在发动机制动事件,则变速器控制器150构造成行进到步骤716(例如,响应于当前车速比巡航控制设定速度超过阈值速度量等)。如果不存在发动机制动事件,则变速器控制器150构造成行进到步骤720。在步骤716,变速器控制器150构造成接合第一离合器以选择性地将发动机联接到变速器以便于提供发动机制动。在步骤718,变速器控制器150可选地构造成将重启信号发送到发动机控制器以重启发动机(即,如果在步骤710关闭发动机)以便于提供发动机制动。此后,发动机可以根据需要向变速器提供发动机制动以满足操作员的要求(例如,使车辆从增加的速度减速到巡航控制设定速度等)。根据示例性实施例,变速器控制器150构造成在发动机制动事件期间将第二离合器保持在脱离构造中,使得电动-发电机保持与发动机分离并且继续利用负扭矩水平在发动机制动事件期间产生能量。
在步骤720,变速器控制器150构造成确定发动机的扭矩需求水平是否增加到高于第二阈值扭矩水平。根据示例性实施例,选择第二阈值扭矩水平(例如,校准、设定、预定义等)以在随后需要或需求发动机扭矩输入时(例如,响应于车辆减小的速度、响应于操作员通过加速踏板的输入等)补偿离合器接合延迟。举例来说,第二阈值扭矩水平可以小于第一阈值扭矩水平,以消除发动机由于与第一离合器和/或第二离合器接合相关联的时间延迟而提供的扭矩延迟。因此,第二阈值扭矩水平可以是小于第一阈值扭矩水平的负扭矩值。作为另一示例,第二阈值扭矩水平可以等于第一阈值扭矩水平。在替代实施例中,第二阈值扭矩水平大于第一阈值扭矩水平。
如果发动机的扭矩需求水平没有增加到高于第二阈值扭矩水平,则变速器控制器150构造成返回到步骤712,使得电动-发电机继续产生能量。如果发动机的扭矩需求增加到高于第二阈值扭矩水平,则变速器控制器150构造成行进到步骤722。在步骤722,变速器控制器150构造成接合第一离合器以选择性地将发动机联接到变速器并接合第二离合器以选择性地将电动-发电机联接到发动机。此后,电动-发电机可以停止产生能量。在一些实施例中,变速器控制器150附加地或替代地构造成(i)接收指示车辆前方的路线特性的路线前瞻数据和(ii)预先接合第一离合器和/或第二离合器以预期增加的扭矩需求水平(例如,接近山坡等)。此后,变速器控制器150可选地构造成将重启信号发送到发动机控制器以重启发动机(即,如果在步骤710关闭发动机)以便于向变速器提供输入扭矩(例如,以保持所需的速度、克服增加的负载等)。此后,发动机可以根据需要向变速器提供输入扭矩以满足操作员的要求(例如,基于加速踏板输入、巡航控制设定速度等)。
应该理解的是,本文中主张的元件不应根据35U.S.C.§112(f)的规定来解释,除非使用短语“用于.....”明确叙述该元件。上文描述的示意性流程图和方法示意图通常被阐述为逻辑流程图。如此,所描绘的顺序和标记的步骤表明代表性实施例。其他步骤、顺序和方法可以被设想为在功能、逻辑或效果上等同于示意图中所示方法的一个或多个步骤或其部分。此外,在整个说明书中对“一个实施例”、“示例的实施例”或类似语言的引用意味着结合该实施例描述的特定特征、结构或特性包括在本发明的至少一个实施例中。因此,在整个说明书中出现的短语“在一个实施例中”、“在示例的实施例中”和类似语言可以但不是必须全部指代相同的实施例。
此外,提供的格式和符号用于解释示意图的逻辑步骤,并且理解为不限制图中所示方法的范围。尽管在示意图中可以使用各种箭头类型和线型,但是应被理解为不限制相应方法的范围。事实上,一些箭头或其他连接器的使用仅用于指示方法的逻辑流程。例如,箭头可以指示所示方法的枚举步骤之间的未指定持续时间的等待或监测时段。此外,特定方法发生的顺序可能严格遵守或不严格遵守所示相应步骤的顺序。还将注意到,框图和/或流程图中的每个框以及框图和/或流程图中的框的组合可以由执行指定功能或动作的基于专用硬件的***,或专用硬件和程序代码的组合来实现。
本说明书中描述的许多功能单元已被标记为电路,以便更加特别强调它们的实现独立性。例如,电路可以实现为包括定制超大规模集成(VLSI)电路或门阵列的硬件电路,诸如逻辑芯片、晶体管或其他分立部件的现成半导体。电路还可以在诸如现场可编程门阵列、可编程阵列逻辑、可编程逻辑器件等的可编程硬件设备中实现。
如上所述,电路还可以在机器可读介质中实现以供各种类型的处理器(诸如图2的处理器152)执行。可执行代码的识别电路例如可以包括一个或多个物理或逻辑计算机指令块可以例如组织为对象、过程或功能。尽管如此,识别电路的可执行文件不需要物理地位于一起,而是可以包括存储在不同位置的不同指令,这些指令在逻辑上连接在一起时构成电路并实现电路的陈述目的。实际上,计算机可读程序代码的电路可以是单个指令或许多指令,并且甚至可以分布在几个不同的代码段、不同的程序之间以及跨几个存储器设备。类似地,运行数据可以在本文中在电路内被识别和说明,并且可以以任何合适的形式来体现并且被组织在任何适当类型的数据结构内。操作数据可以作为单个数据集被收集,或者可以分布在不同位置上(包括不同存储设备),并且可以(至少部分地)仅作为电子信号存在在***或网络上。
计算机可读介质(在此也称为机器可读介质或机器可读内容)可以是存储计算机可读程序代码的有形计算机可读存储介质。计算机可读存储介质可以是例如但不限于电子的、磁的、光学的、电磁的、红外的、全息的、微机械的或半导体***、装置或设备,或前述的任何适当的组合。如上所述,计算机可读存储介质的示例可以包括但不限于便携式计算机磁盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦除可编程只读存储器(EPROM或闪存)、便携式光盘只读存储器(CD-ROM)、数字多功能光盘(DVD)、光存储设备、磁存储设备、全息存储介质、微机械存储设备或前述的任何合适的组合。在本文件的上下文中,计算机可读存储介质可以是可包含和/或存储供指令执行***、装置或设备使用和/或结合其使用的计算机可读程序代码的任何有形介质。
计算机可读介质还可以是计算机可读信号介质。计算机可读信号介质可以包括其中(例如在基带中或者作为载波的一部分)包含有计算机可读程序代码的传播数据信号。这样的传播信号可以采取多种形式中的任何一种,包括但不限于电、电磁、磁、光或其任何适当的组合。计算机可读信号介质可以是不是计算机可读存储介质的任何计算机可读介质以及可以传送、传播或传输计算机可读程序代码以供指令执行***、装置或设备使用或与其结合使用的任何计算机可读介质。也如上所述,在计算机可读信号介质上包含的计算机可读程序代码可以使用任何适当的介质来传输,包括但不限于无线、有线、光缆、射频(RF)等,或者任何前述的适当组合。在一个实施例中,计算机可读介质可以包括一个或多个计算机可读存储介质和一个或多个计算机可读信号介质的组合。例如,计算机可读程序代码既可以作为电磁信号通过光缆传播以供处理器执行也可以存储在RAM存储设备上以供处理器执行。
用于执行本发明的各个方面的操作的计算机可读程序代码可以以一种或多种程序设计语言的任意组合来编写,所述程序设计语言包括诸如Java、Smalltalk、C++等的面向对象的程序设计语言和常规的程序性程序设计语言诸如“C”编程语言或类似的编程语言。计算机可读程序代码可以完全在用户的计算机(例如通过图1和3的变速器控制器150)上、部分在用户的计算机上、作为独立的计算机可读包装、部分在用户的计算机上部分在远程计算机上或者全部在远程计算机或服务器上执行。在后一种情况下,远程计算机可以通过任何类型的网络连接到用户的计算机,包括局域网(LAN)或广域网(WAN),或者可以连接到外部计算机(用于例如,通过互联网使用互联网服务提供商)。
程序代码还可以存储在计算机可读介质中,该计算机可读介质可以指导计算机,其他可编程数据处理设备或其他设备以特定方式运行,使得存储在计算机可读介质中的指令产生包括实现在示意性流程图和/或示意性框图的一个或多个方框中指定的功能/动作的指令。
因此,可以在不脱离其精神或基本特征的情况下以其他具体形式来体现本公开。所描述的实施例在所有方面仅被认为是说明性的而非限制性的。因此,本公开的范围由所附权利要求而不是由前面的描述来指示。在权利要求的等同物的含义和范围内的所有变化都将被包含在其范围内。以上已详细描述了本发明的较佳实施例,但应理解到,在阅读了本发明的上述讲授内容之后,本领域技术人员可以对本发明作各种改动或修改。这些等价形式同样落于本申请所附权利要求书所限定的范围。
Claims (20)
1.一种用于控制混合动力发动机***的装置,其特征在于,包括:
扭矩电路,所述扭矩电路构造成监测发动机的扭矩需求水平;以及
离合器电路,所述离合器电路构造成:
响应于发动机的扭矩需求水平下降到低于阈值扭矩水平,脱离变速器的发动机离合器以使发动机与变速器分离,所述发动机离合器位于所述发动机和所述变速器之间,以选择性地将所述发动机联接到所述变速器;和
响应于发动机的扭矩需求水平下降到低于阈值扭矩水平,脱离变速器的电动-发电机离合器以使电动-发电机与发动机分离,其中电动-发电机直接联接到变速器,所述电动-发电机离合器位于所述电动-发电机和所述发动机之间,以选择性地将所述电动-发电机联接到所述发动机。
2.根据权利要求1所述的装置,其特征在于,所述阈值扭矩水平是非正的。
3.根据权利要求2所述的装置,其特征在于,所述电动-发电机构造成利用负扭矩水平来产生能量以存储在能量存储设备中。
4.根据权利要求3所述的装置,其特征在于,还包括停止-启动电路,所述的停止-启动电路构造成响应于发动机的扭矩需求水平下降到低于阈值扭矩水平而将关闭信号发送到发动机控制器以关闭发动机。
5.根据权利要求4所述的装置,其特征在于,所述扭矩电路还构造成响应于发动机制动事件产生发动机制动信号,其中所述离合器电路进一步构造成响应于发动机制动信号,接合发动机离合器以将发动机联接到所述变速器,并且其中停止-启动电路还被构造成将重启信号发送到发动机控制器,使发动机重新启动并提供发动机制动。
6.根据权利要求5所述的装置,其特征在于,所述电动-发电机构造成在所述发动机制动事件期间继续利用所述负扭矩水平以产生能量。
7.根据权利要求5所述的装置,其特征在于,所述扭矩电路被构造成基于解译以下内容产生发动机制动信号:(i)从所述发动机控制器接收的发动机参数,(ii)使用自适应学习技术确定的发动机参数,以及(iii)从路线前瞻***接收的路线前瞻特征。
8.根据权利要求7所述的装置,其特征在于,所述发动机参数包括当前车辆速度和巡航控制设定速度。
9.根据权利要求8所述的装置,其特征在于,扭矩电路构造成响应于当前车辆速度比巡航控制设定速度超过阈值速度量而产生发动机制动信号。
10.根据权利要求4所述的装置,其特征在于,所述离合器电路还构造成响应于下述至少一个接合发动机离合器和电动-发电机离合器的至少一个:(i)所述发动机的扭矩需求水平增加到高于第二阈值扭矩水平以及(ii)从路线前瞻***接收的路线前瞻数据,所述路线前瞻数据指示扭矩需求水平将增加到高于第二阈值扭矩水平。
11.根据权利要求10所述的装置,其特征在于,所述阈值扭矩水平是第一阈值扭矩水平,并且其中所述第二阈值扭矩水平小于所述第一阈值扭矩水平,其中在第二阈值扭矩水平处接合所述发动机离合器和所述电动-发电机中的至少一个减小了离合器接合延迟。
12.根据权利要求10所述的装置,其特征在于,所述停止-启动电路还被构造成响应于所述发动机的所述扭矩需求水平增加到高于所述第二阈值扭矩水平而将重启信号发送到所述发动机控制器,其中所述重启信号使所述发动机重新启动使得发动机向变速器提供扭矩输入。
13.一种用于控制混合动力发动机***的方法,其特征在于,包括:
通过处理电路监测发动机的扭矩需求水平;
通过处理电路将扭矩需求水平与第一阈值扭矩水平和第二阈值扭矩水平进行比较;
通过处理电路使离合器脱离,所述离合器定位成响应于扭矩需求水平下降到低于第一阈值扭矩水平而选择性地(i)将发动机脱离变速器和(ii)将发动机脱离电动-发电机,其中第一阈值扭矩水平是非正的,并且其中电动-发电机联接到变速器,使得电动-发电机利用负扭矩水平在发动机与变速器分离时产生能量;和
基于扭矩需求水平和第二阈值扭矩水平的比较,通过处理电路接合离合器;
其中所述离合器包括:
第一离合器,所述第一离合器位于所述发动机和所述变速器之间,用于选择性地将所述发动机联接到所述变速器;以及
第二离合器,所述第二离合器位于所述发动机和所述电动-发电机之间,用于选择性地将所述电动- 发电机联接到所述发动机。
14.根据权利要求13所述的方法,其特征在于,所述比较表明扭矩需求水平等于或大于第二阈值扭矩水平。
15.根据权利要求13所述的方法,其特征在于,还包括:响应于扭矩需求水平下降到低于第一阈值扭矩水平,由处理电路向发动机控制器发送关闭信号以关闭发动机。
16.根据权利要求15所述的方法,其特征在于,还包括:响应于扭矩需求水平超过第二阈值扭矩水平,由处理电路向发动机控制器发送重启信号以重启发动机。
17.根据权利要求15所述的方法,其特征在于,还包括:
响应发动机制动事件,由处理电路产生发动机制动信号;
响应发动机制动信号,通过处理电路接合离合器以将发动机联接到变速器;和
通过处理电路向发动机控制器发送重启信号,所述重启信号使发动机重新启动并提供发动机制动,其中电动-发电机构造成在发动机制动事件期间继续利用负扭矩水平产生能量。
18.一种用于控制混合动力发动机***的***,其特征在于,所述***包括:
控制器可通信且可操作地联接到变速器的第一离合器和第二离合器,所述第一离合器位于发动机和变速器之间以选择性地将所述发动机联接到所述变速器,并且所述第二离合器位于电动-发电机和所述发动机之间以选择性地将所述电动-发电机联接到所述发动机,所述控制器构造成:
监测发动机的扭矩需求水平;
将扭矩需求水平与第一阈值扭矩水平进行比较,其中第一阈值扭矩水平是非正的;
响应于扭矩需求水平下降到低于第一阈值扭矩水平,使第一离合器和第二离合器脱离以使发动机与变速器分离和发动机与电动-发电机分离,其中电动-发电机联接到变速器,使得当发动机与变速器分离时,电动-发电机利用负扭矩水平产生能量以存储在能量存储设备中;和
响应于扭矩需求水平下降到低于第一阈值扭矩水平,将关闭信号发送到发动机控制器以关闭发动机。
19.根据权利要求18所述的***,其特征在于,所述控制器进一步构造为:
将扭矩需求水平与第二阈值扭矩水平进行比较;
响应于扭矩需求水平增加到高于第二阈值扭矩水平,接合第一离合器和第二离合器中的至少一个;和
响应于扭矩需求水平增加到高于第二阈值扭矩水平,将重启信号发送到发动机控制器以重启发动机。
20.根据权利要求18所述的***,其特征在于,所述控制器进一步被构造为:
响应发动机制动事件,产生发动机制动信号;
响应发动机制动信号,接合离合器以将发动机联接到变速器;和
向发动机控制器发送重启信号,所述重启信号使发动机重新启动并提供发动机制动,其中电动-发电机构造成在发动机制动事件期间继续利用负扭矩水平产生能量。
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