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CN104973046B - 混合动力电动动力传动系统的再生扭矩的限制 - Google Patents

混合动力电动动力传动系统的再生扭矩的限制 Download PDF

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Publication number
CN104973046B
CN104973046B CN201510154399.3A CN201510154399A CN104973046B CN 104973046 B CN104973046 B CN 104973046B CN 201510154399 A CN201510154399 A CN 201510154399A CN 104973046 B CN104973046 B CN 104973046B
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limit
torque
state
clutch
new
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CN104973046A (zh
Inventor
邝明朗
赵亚楠
戴征宇
弗朗西斯·T·康诺利
伯纳德·D·奈夫西
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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    • 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
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
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  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

限制车辆的混合动力电动动力传动系统的再生扭矩。变速器控制器确定的扭矩极限通过车辆控制器确认。车辆控制器单独或结合使用液力变矩器离合器的实际状态、检测到的液力变矩器离合器的状态或车速来确认扭矩极限。

Description

混合动力电动动力传动系统的再生扭矩的限制
背景技术
本发明涉及一种控制汽车动力传动系统中的扭矩的方法，并且特别涉及一种在汽车动力传动系统的再生模式过程中限制扭矩的方法。
机动车辆的混合动力传动系统包括电机。可以在电机旋转产生推动车辆的扭转力的推进模式中操作电机。可选择地，可以在再生模式下操作电机来制动车辆并产生储存于电池中的电荷。在再生模式期间，需要锁住液力变矩器离合器以通过动力传动系统将动能传递给电机。当退出再生模式时为了便于打开液力变矩器离合器，变速器控制器可以基于液力变矩器离合器的状态设置再生扭矩极限。
然而，用于变速器控制器设置再生扭矩极限的液力变矩器离合器的状态可能不如要求的精确。
发明内容
实施例预期限制汽车动力传动系统的扭矩的方法。当前再生制动扭矩极限接收自变速器控制器。确定液力变矩器离合器的状态。根据当前扭矩极限和状态确定新的扭矩极限。使用新的扭矩极限限制再生制动。
另一个实施例预期限制汽车动力传动系统的扭矩的方法。当前再生制动扭矩极限接收自变速器控制器。检测车速。根据当前极限和车速确定新的扭矩极限。使用新的扭矩极限限制再生制动。
另一个实施例预期限制汽车动力传动系统的扭矩的方法。当前再生制动扭矩接收自变速器控制器。确定液力变矩器离合器的状态。根据当前极限和状态确定第一修改的扭矩极限。检测车速。根据第一极限和车速确定第二修改的扭矩极限。使用第二极限限制再生制动扭矩。
实施例的优势是当设置再生扭矩极限时，用于变速器控制器的液力变矩器离合器状态是经过确认的。这提高了操作液力变矩器离合器的效率。
根据本发明，提供一种控制电气化车辆动力传动系统的方法，包含：使用基于当前的再生制动扭矩极限和液力变矩器离合器的状态的新的扭矩极限限制再生制动。
根据本发明的一个实施例，离合器的状态是离合器的实际状况。
根据本发明的一个实施例，离合器的实际状况是锁住状态，并且确定新的极限等于当前极限。
根据本发明的一个实施例，离合器的实际状况是滑动状态，并且新的极限确定为当前极限或当前再生制动需求中的较大者。
根据本发明的一个实施例，离合器的实际状况是打开状态，并且新的极限确定为零。
根据本发明的一个实施例，离合器实际状况是故障状态，并且新的极限确定为零。
根据本发明的一个实施例，通过检测离合器的滑动确定离合器状态。
根据本发明的一个实施例，离合器状态是关闭状态，并且新的极限等于当前的极限。
根据本发明的一个实施例，离合器状态是打开状态，并且新的极限是零。
根据本发明，提供一种控制电气化车辆动力传动系统的方法，包含：使用基于当前的再生制动扭矩极限和车速的新的扭矩极限限制再生制动。
根据本发明的一个实施例，根据车速计算扭矩融合比，并且根据当前极限和融合比计算新的极限。
根据本发明的一个实施例，在车速范围以下新的极限确定为零，在车速范围内当速度增大时新的极限确定为接近当前极限，以及在速度范围以上新的极限确定为等于当前极限。
根据本发明，提供一种控制电气化车辆的动力传动系统的方法，包含：使用根据第一再生制动扭矩极限的第二制动扭矩极限和车速限制再生制动扭矩，其中第一极限根据当前再生制动扭矩极限和液力变矩器离合器的状态。
根据本发明的一个实施例，离合器状态是离合器的实际状况。
根据本发明的一个实施例，本发明的方法进一步包含以下步骤：
当离合器的实际状况是锁住状况时，限制第一极限为当前极限；
当离合器的实际状况是滑动状态时，限制第一极限为当前极限或当前再生制动需求的较大者；
当离合器的实际状况是打开状态时，限制第一极限为零；以及
当离合器的实际状况是故障状态时，限制第一极限为零。
根据本发明的一个实施例，通过检测离合器的滑动确定离合器状态。
根据本发明的一个实施例，本发明的方法进一步包含以下步骤：
当离合器的状态是关闭状态时，限制第一极限等于当前扭矩极限；
当离合器的状态是打开状态时，限制第一极限为零。
根据本发明的一个实施例，本发明的方法进一步包含以下步骤：
根据初始扭矩极限限制第一扭矩极限，其中初始扭矩极限根据当前极限和液力变矩器离合器的状态。
根据本发明的一个实施例，使用离合器的实际状况确定初始极限以及通过检测离合器的滑动确定第一极限。
根据本发明的一个实施例通过检测离合器的滑动确定初始极限以及使用离合器的实际状况确定第一极限。
附图说明
图1是混合动力电动动力传动系统的原理图；
图2是混合动力电动动力传动系统的控制程序的流程图；
图3是混合动力电动动力传动系统的控制程序的流程图；
图4是混合动力电动动力传动系统的控制程序的流程图。
具体实施方式
图1示例性说明了机动车辆12的混合动力电动动力传动系统10。该动力传动系统10仅仅是示例性的，并且可以采取可以是前轮驱动、后轮驱动以及全轮驱动类型的动力传动系统的其他形式。如上所述，动力传动系统10是并列型混合动力电动动力传动系统，但也可以是本领域技术人员已知的其它动力传动系统例如仅仅电动的动力传动系统和串联和功率分流型混合动力电动动力传动系统。
动力传动系统10包括为曲轴16提供动力的内燃发动机14。插入内燃发动机14和可以是电动马达或马达/发电机的电机22之间的是离合器18。当接合时，离合器18将曲轴16与电机输入端20连接并在内燃发动机14和电机22之间传递扭矩。相应地，电机22通过液力变矩器输入端24将扭矩传递给液力变矩器26，并且液力变矩器26通过变速器输入端28将扭矩传递给变速器30。变速器30转动驱动轴32，驱动轴32相应地驱动差速器34。差速器34分别将扭矩传递给分别驱动第一和第二车轮40和42的第一和第二轮轴36和38。正如本领域技术人员所知的，可以以再生模式操作电机22来制动车辆12和给电池44充电。
液力变矩器26包括使得变矩器26锁住的液力变矩器离合器(TCC)27。液力变矩器26也包括与液力变矩器输入端24连接的叶轮和与变速器输入端28连接的涡轮。液力变矩器离合器27与叶轮和涡轮机械地接合以有选择地锁住液力变矩器26。液力变矩器离合器27的状态包括锁住、滑动、打开或故障状态。在锁住状态，液力变矩器离合器27的叶轮和涡轮机械地接合并以相同的速度旋转而不滑动。在滑动状态，叶轮和涡轮液压传递扭矩，离合器27也机械地传递一些扭矩，但是叶轮和涡轮以两个不同的速度旋转。在打开状态，液力变矩器离合器27不传递扭矩因而叶轮和涡轮液压地传递扭矩。在故障状态，已经报道了有关液力变矩器26的状态的错误。
变矩器26和变速器30的操作由变速器控制器(TC)46控制。包括发动机14、离合器18、电机22以及变速器30的动力传动系统10的操作由车辆控制器(VC)48控制。变速器控制器46也与车辆控制器48配合。车速传感器49检测车速并与车辆控制器48通信。车速传感器49可以是传统的并基于本领域技术人员已知的技术检测车速。
现在参照图1讨论图2。图2说明了动力传动系统10的控制程序100。控制程序100使用液力变矩器离合器27的实际状态。
在步骤102中，变速器控制器46在再生模式下设置用于操作动力传动系统10的当前的扭矩极限。在步骤104中，车辆控制器48接收来自液力变矩器26的液力变矩器离合器27的实际状态。在步骤106中，车辆控制器48根据接收的液力变矩器离合器27的实际状态设置新的扭矩极限。在步骤108中，当实际状态是锁住时，设置新的扭矩极限等于由变速器控制器46设置的当前的扭矩极限。当实际状态是滑动时，通过液力变矩器离合器27阻止传递附加的再生扭矩。在步骤110中，当实际状态是滑动时，设置新的扭矩极限等于当前扭矩极限和所要求的扭矩极限中的较大者。当所要求的扭矩极限超过当前的扭矩极限时所要求的扭矩极限可用作新的扭矩极限，这是因为液力变矩器离合器的实际状态是正在使用。在步骤112中，当实际状态是打开或故障时，设置新的扭矩极限为零并禁止再生模式。在再生模式期间使用新的扭矩极限限制施加到液力变矩器离合器27的扭矩。
现在参照图1讨论图3。图3说明了动力传动系统10的控制程序200。控制程序200使用检测到的液力变矩器离合器27的状态。
在步骤202中，变速器控制器46在再生模式下设置用于操作动力传动系统10的当前的扭矩极限。在步骤204中，车辆控制器48确定检测到的液力变矩器离合器27的状态。使用叶轮和涡轮之间的速度差确定检测到的状态。将速度差与速度差阈值相比较来确定液力变矩器离合器27是否滑动。速度差阈值可以根据例如叶轮的速度、涡轮的速度、叶轮扭矩的大小、涡轮扭矩的大小、变速器油的温度以及变速器30的当前的齿轮。在步骤206中，车辆控制器48根据检测到的液力变矩器离合器27的状态设置新的扭矩极限。在步骤208中，当检测到的状态是打开时，设置新的扭矩极限为零并且禁止再生模式。在步骤210中，当检测到的状态不是打开时，设置新的扭矩极限等于当前的由变速器控制器46设置的扭矩极限。在再生模式期间使用新的扭矩极限限制施加到液力变矩器离合器27的扭矩。
现在参照图1讨论图4。图4说明了动力传动系统10的控制程序300。控制程序300使用车辆12的速度。
在步骤302中，变速器控制器46在再生模式下设置用于操作动力传动系统10的当前的扭矩极限。在步骤304中，车辆控制器48根据车辆12的速度、允许再生模式运行的最大车速阈值以及禁止再生模式的最小车速阈值计算扭矩融合比(blend out ratio)。最大和最小车速阈值可以校准为所给车辆的性能需求。最大和最小车速阈值可以校准为控制程序300仅当当前扭矩极限未能下滑为零时使用的足够低的速度。扭矩融合比在0.0和1.0之间改变并随车速增加而增大-也就是，最大车速阈值时，扭矩融合比是1.0，最小车速阈值时，扭矩融合比是0.0。在步骤306中，车辆控制器48通过当前扭矩极限乘以扭矩融合比设置新的扭矩极限。新的扭矩极限不依赖于液力变矩器离合器27的状态并在再生模式期间用来限制施加到变矩器离合器27的扭矩。
可以结合使用基于实际状态的控制程序100、基于检测到的状态的控制程序200以及基于车速的控制程序300。例如，可以通过第一控制程序确认当前扭矩极限来设置第一新的扭矩极限，通过第二控制程序确认第一新的扭矩极限来设置第二新的扭矩极限，以及通过第三控制程序确认第二新的扭矩极限来设置最后的新的扭矩极限。
第一、第二和第三控制程序可以分别是基于实际状态的控制程序100、基于检测到的状态的控制程序200以及基于车速的控制程序300。可选择地，第一、第二和第三控制程序可以分别是基于检测到的状态控制的控制程序200、基于实际状态的控制程序100以及基于车速的控制程序300。可选择地，在第一控制程序可以是基于实际状态的控制程序100或基于检测到的状态的控制程序200以及第三控制程序是基于车速的控制程序300的情况下，可以删除第二控制程序。保留用于第三控制程序的基于车速的控制程序300给予由变速器控制器46设置的当前的扭矩极限一个使用第一和第二控制程序中的一个或两个下滑至零的机会。
虽然详细说明了本发明的某些实施例，但熟悉本发明涉及的领域的技术人员将认识到时间本发明的不同选择的设计和实施例，如受以下权利要求的限定的那样。

Claims (7)

1.一种控制电气化车辆动力传动系统的方法，包含：
使用基于当前的再生制动扭矩极限和液力变矩器离合器的状态的新的扭矩极限限制再生制动，其中，离合器的状态是离合器的实际状况，离合器的实际状况是滑动状态，并且新的极限确定为当前极限和当前再生制动需求中的较大者。
2.根据权利要求1所述的方法，其中，离合器的实际状况是锁住状态，并且确定新的极限等于当前极限。
3.根据权利要求1所述的方法，其中，离合器的实际状况是打开状态，并且新的极限确定为零。
4.根据权利要求1所述的方法，其中，离合器实际状况是故障状态，并且新的极限确定为零。
5.根据权利要求1所述的方法，其中，通过检测离合器的滑动确定离合器状态。
6.根据权利要求5所述的方法，其中，离合器状态是关闭状态，并且新的极限等于当前的极限。
7.根据权利要求5所述的方法，其中，离合器状态是打开状态，并且新的极限是零。
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