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CN107303902B - 用于混合动力车辆的动力系的控制方法及控制系统 - Google Patents

用于混合动力车辆的动力系的控制方法及控制系统 Download PDF

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Publication number
CN107303902B
CN107303902B CN201610867754.6A CN201610867754A CN107303902B CN 107303902 B CN107303902 B CN 107303902B CN 201610867754 A CN201610867754 A CN 201610867754A CN 107303902 B CN107303902 B CN 107303902B
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intervention
engine
amount
torque
drive motor
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CN107303902A (zh
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李荣浚
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Hyundai Motor Co
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Hyundai Motor Co
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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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
    • B60K6/38—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 driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供了一种用于混合动力车辆的动力系的控制方法及控制系统。方法包括：当在HEV驱动模式期间需要对升挡进行干预时，确定发动机是否对应于最佳工作点以及确定所需干预的量是否等于或小于驱动电机和HSG的最大干预扭矩的和值。确定驱动电机和HSG各自的干预扭矩以将驱动电机和HSG的整体能量收集率调整到所需干预的量的最大值，并且同时，驱动电机和HSG的干预扭矩的和值满足所需干预的量。

Description

用于混合动力车辆的动力系的控制方法及控制系统
技术领域
本发明涉及一种用于混合动力车辆的动力系的控制方法及控制系统，并且更具体地，涉及这样一种用于混合动力车辆的动力系的控制方法及控制系统：其在需要对升挡(upshifting)进行干预(intervention)时将动力系的系统效率最优化。
背景技术
混合动力车辆是一种使用至少两种能源的车辆。具体地，混合动力车辆从利用电能的驱动电机和利用燃料的发动机接收驱动扭矩。同时，为了提高燃料效率，当车辆需要滑行或减速时，将车辆的动能收集为电能，并且所收集的电能用于驱动驱动电机。
因此，除了当已经提供驱动扭矩时之外，驱动电机和起动电机(其配置为将发动机起动)的作为发电机工作，并且随着场合需求而将从输出轴传递的扭矩收集为电能。应用于混合动力车辆的发动机起动器被称作混合动力起动器发电机(“HSG”)。如上文所解释的，在混合动力车辆中，通过驱动电机或HSG实现能量再收集效率和燃料效率的提高对于控制混合动力车辆的动力系是重要因素。
前面的内容仅仅旨在帮助对本发明的背景的理解，而不旨在意味着本发明落在已为本领域技术人员所公知的相关技术的范围之内。
发明内容
本发明提供一种用于混合动力车辆的动力系的控制方法及控制系统，当需要对升挡进行干预时，该控制方法及控制系统用于基于所需干预的量来将动力源的系统效率最优化。
为实现上述目标的根据本发明的用于混合动力车辆的动力系的控制方法可以包括：当在混合动力电动车辆驱动模式(HEV)期间需要对升挡进行干预时，通过控制器确定发动机是否对应于最佳工作点；当发动机对应于最佳工作点时，通过控制器确定所需干预的量是否等于或小于驱动电机和HSG的最大干预扭矩的和值；以及当所需干预的量等于或小于最大干预扭矩的和值时，通过控制器确定驱动电机和HSG各自的干预扭矩，以将驱动电机和HSG的整体能量收集率调整到所需干预的相关量的最大值，并且同时，驱动电机和HSG的干预扭矩的和值满足所需干预的量。
可以通过驱动电机和HSG各自的能量收集率以及驱动电机和HSG之间的干预扭矩比例来确定整体能量收集率，并且可以通过驱动电机和HSG的各自的每分钟转数(RPM)和干预扭矩来确定各自的能量收集率。控制器可以配置成通过考虑从HSG传递到发动机的扭矩的比例来确定HSG的干预扭矩。
控制方法可以进一步地包括：当所需干预的量大于最大干预扭矩的和值时，通过控制器使驱动电机和HSG操作为各自达到最大干预扭矩，并且使发动机操作为将干预扭矩调整为对应于所需干预的量与最大干预扭矩的和值之间的差值。控制方法可以进一步地包括：响应于确定为发动机不与最佳工作点对应，通过控制器确定用于达到在干预条件下的发动机的最佳工作点的校正的所需干预的量。控制器可以配置成，通过将用于实现发动机的最佳工作点的最佳发动机扭矩与当前发动机扭矩之间的偏差值加到所需干预的量来确定校正的所需干预的量。
控制方法可以进一步地包括：通过控制器确定校正的所需干预的量是否等于或小于驱动电机和HSG的最大干预扭矩的和值；以及当校正的所需干预的量等于或小于最大干预扭矩的和值时，通过控制器将发动机的发动机扭矩调整达到最佳工作点，并且确定驱动电机和HSG各自的干预扭矩，以使得驱动电机和HSG的整体能量收集率为校正的所需干预的量的最大值，并且同时，最大干预扭矩的和值满足校正的所需干预的量。控制方法可以进一步地包括：当校正的所需干预的量大于最大干预扭矩的和值时，通过控制器使驱动电机和HSG操作为各自达到最大干预扭矩，并且通过控制器使发动机操作为将干预扭矩调整为对应于校正的所需干预的量与最大干预扭矩的和值之间的差值。
为实现上述目的的根据本发明的用于混合动力车辆的动力系的控制系统可以包括：发动机，其配置成提供车辆的驱动扭矩；驱动电机，其配置成提供车辆的驱动扭矩；HSG，其与发动机连接；以及控制器，其配置成：当在混合动力电动车辆驱动模式期间需要对升挡进行干预时，确定发动机是否对应于最佳工作点；当发动机对应于最佳工作点时，确定所需干预的量是否等于或小于驱动电机和HSG的最大干预扭矩的和值；以及当所需干预的量等于或小于最大干预扭矩的和值时，确定驱动电机和HSG各自的干预扭矩，使得驱动电机和SG的整体能量收集率为所需干预的量的最大值，并且同时，驱动电机和HSG的干预扭矩的和值满足所需干预的量。
根据上述的用于混合动力车辆的动力系的控制方法及控制系统，当需要在升挡时对的动力源进行干预，能够基于所需干预的量使动力源的系统效率最优化。特别地，当发动机对应于最佳工作点时，由于将驱动电机和HSG的干预扭矩确定为使得满足所需干预的量并且整体能量收集率为所需干预的量的最大值，因此，当执行干预时能够实现最佳能量效率。而且，当发动机不对应于最佳工作点时，由于通过对所需干预的量进行校正而执行干预，因此，能够有效地实现最佳能量效率，并且同时，发动机可以达到最佳工作点。
附图说明
通过随后结合附图所呈现的具体实施方式，将会更为清楚地理解本发明的以上和其它目的、特征以及优点，在这些附图中：
图1是展示出根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法的流程图；以及
图2是示出根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制系统的图。
具体实施方式
应当理解，此处所使用的术语“车辆”或“车辆的”或其它类似术语包括一般的机动车辆，例如包括运动型多用途车辆(SUV)、大客车、卡车、各种商用车辆的乘用车辆，包括各种舟艇、船舶的船只，航空器等，并且包括混合动力车辆、电动车辆、可插式混合动力电动车辆、氢动力车辆以及其它替代性燃料车辆(例如源于非石油的能源的燃料)。正如此处所提到的，混合动力车辆是具有两种或更多动力源的车辆，例如汽油动力和电力动力两者的车辆。
尽管将示例性实施方案描述为利用多个单元来执行示例性过程，但是应当理解，也可以由一个或多个模块来执行示例性过程。此外，应当理解，术语“控制器”指的是包括存储器和处理器的硬件装置。存储器配置为存储模块，而处理器特定地配置为执行所述模块以完成下面进一步描述的一个或多个过程。
此外，本发明的控制逻辑可以实施为在包含通过处理器、控制器等执行的可执行程序指令的计算机可读媒介上的非易失性计算机可读媒介。计算机可读媒介的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光学数据存储设备。计算机可读记录媒介也可以分布在网络联接的计算机系统中，使得计算机可读媒介以分布式进行存储和执行，例如通过远程信息处理服务器或控制器局域网(CAN)。
本文中所使用的术语仅出于描述具体实施方案的目的并且并不旨在限制本发明。此处所使用的单数形式“一个(a)”、“一个(an)”和“这个”旨在也包括复数形式，除非上下文清楚指明了另外的情况。应该进一步理解的是，当被用在该说明书中时，术语“包括”和/或“包含”，指定存在陈述的特征、整数、步骤、操作、元件、和/或零件，但不排除存在或增加一个或多个其他特征、整数、步骤、操作、元件、零件和/或其组合。此处所使用的术语“和/或”包括一个或多个相关的列出的项目的任意和全部组合。
下文中，将参照附图对根据本发明的示例性实施方案的用于车辆的变速器进行描述。
如图1至图2所示，根据本发明的用于混合动力车辆的动力系的控制方法可以包括：在HEV驱动模式期间，当需要对升挡进行干预时，通过控制器150确定发动机10是否对应于最佳工作点(S100)；当发动机10对应于最佳工作点时，通过控制器150确定所需干预的量是否等于或小于驱动电机20和HSG 30的最大干预扭矩的和值(S200)；以及当所需干预的量等于或小于最大干预扭矩的和值时，通过控制器150确定驱动电机20和HSG 30各自的干预扭矩，从而将驱动电机20和HSG 30的整体能量收集率调整为所需干预的量的最大值，并且同时驱动电机20和HSG 30的干预扭矩的和值满足所需干预的量(S300)。
具体地，控制器150可以配置成，当在HEV驱动模式期间需要对升挡进行干预时，确定发动机10是否对应于最佳工作点。该干预是当需要换挡时对动力源的扭矩进行调整，从而更容易地使变速器40的输入轴的转速和动力轴的转速同步(由目标挡位的同步啮合而形成)。
本文中，动力源指的是提供用于驱动车辆的驱动扭矩的所有装置，而如图2所示，根据本发明，发动机10和驱动电机20是动力源。另外，动力轴指的是将动力提供至变速器40的动力源的旋转轴。上述的发动机10、驱动电机20和变速器40的组合结构可以以各种形式存在，而作为本发明的示例性实施方案，发动机10和驱动电机20形成如图2中所示的单一动力传送系统，而更为示例性地，设置如下结构：驱动扭矩可以从发动机10传递至驱动电机20，然后驱动扭矩可以从驱动电机20传递至变速器40。
同时，当在车辆行驶期间进行升挡时，动力轴的转速可能会基于传动比的改变而降低，并且由于在动力源的动力轴中形成的驱动扭矩将会增大而使得动力轴的转速降低可能会延迟，因此，会需要干预以减小驱动扭矩，此时，用于动力轴中减小的扭矩量可以是所需干预的量，并且在每个动力源或HSG 30中吸收或减小的扭矩量均可以是干预扭矩。
对于电动车辆(EV)模式(其中通过利用电能(比如，来自驱动电机20的驱动扭矩)来驱动车辆)，可以通过与驱动电机20或发动机10连接的HSG 30来满足所需干预的量。对于HEV模式(其中通过驱动发动机10和驱动电机20来驱动车辆)，可以通过发动机10、驱动电机20和HSG 30各自的干预扭矩来满足所需干预的量。特别地，驱动电机20或HSG 30的干预扭矩可以用作再生扭矩，其中再生扭矩收集为电能从而提高能量效率。
此外，在本领域的普通技术中，当执行HEV模式时，驱动电机20形成干预扭矩，而当干预扭矩等于或大于驱动电机20可以工作的最大值时，干预扭矩可以形成在驱动电机20以及HSG 30中。另外，当所需干预的量等于或大于驱动电机20和HSG 30的干预扭矩的最大值时，可以在发动机10中执行扭矩减小，从而满足所需干预的量。然而，由于即使在发动机10不对应于最佳工作点(发动机扭矩和当前车辆速度之间的关系)时，上述普通干预类型也在保持发动机扭矩的情况下通过驱动电机20或HSG 30来满足所需干预的量，所以发动机效率并不是最优的。
相应地，在本发明中，控制器150可以配置成确定发动机10是否由最佳发动机扭矩驱动，以考虑当前车辆速度中的燃料消耗效率(S100)。控制器150可以进一步地配置成，当发动机10对应于最佳工作点时，确定所需干预的量是否等于或小于驱动电机20和HSG 30的最大干预扭矩的和值(S200)。
如上所述，当发动机10已经在最佳工作点受到驱动时，因为保持发动机10的当前驱动条件并且通过利用驱动电机20和HSG 30来满足所需干预的量对整体效率是有利的，因此，控制器150可以配置成确定所需干预的量是否能够通过可以分别在驱动电机20和HSG30中实现的干预扭矩来满足。在第一干预过程S300中，当所需干预的量等于或小于最大干预扭矩的和值时(在第一需要量确定过程S200)，控制器150可以配置成确定驱动电机20和HSG 30各自的干预扭矩，从而将驱动电机20和HSG 30的整体能量收集率调整为所需干预的量的最大值，并且同时，驱动电机20和HSG 30的干预扭矩的和值满足所需干预的量。
在本领域的普通技术中，当利用驱动电机20或HSG 30来满足所需干预的量时，驱动电机20形成干预扭矩，然而，由于在相同条件下当驱动电机20和HSG 30同时形成干预扭矩时可以实现更高的能量收集率，所以相关技术的方法可能是不高效的。因此，在本发明中，当通过驱动电机20和HSG 30的干预扭矩来满足当前的所需干预的量时，不形成驱动电机20的干预扭矩，而是可以通过分别确定驱动电机20和HSG 30的干预扭矩来执行干预，并因此可以将驱动电机20和HSG 30的整体能量收集率调整为关于当前的所需干预的量的最大值。
如上所述，在本领域的普通技术(比如，相关技术)中，即使在通过驱动电机20满足了所需干预的量时，HSG 30也会形成干预扭矩，并且HSG 30的干预扭矩可能形成为大于驱动电机20的干预扭矩。由此，在本发明中，当在HEV驱动模式期间在需要升挡的情况下需要进行干预时，响应于确定发动机10是否对应于最佳工作点来进行干预同时确保能量效率与相关技术中不同而使能量效率在整个动力系中能够得到最大化，其中，预先确定用于形成干预扭矩的动力源的顺序来执行干预，并且当通过利用驱动电机20和HSG 30来执行干预时，驱动电机20和HSG 30的干预扭矩被确定为使得整体能量收集率调整为最大值。
同时，在根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法中，可以通过驱动电机20和HSG 30各自的能量收集率以及驱动电机20和HSG 30的干预扭矩的比例来确定整体能量收集率，其中可以通过驱动电机20和HSG 30各自的RPM以及干预扭矩来确定各自的能量收集率。如上所述，驱动电机20和HSG 30中形成的干预扭矩可以用作产生电能的再生扭矩。驱动电机20和HSG 30的能量收集率会基于各自的RPM和干预扭矩量而变化。
而且，由于可以基于分别在驱动电机20或HSG 30中形成的干预扭矩与整体干预扭矩的比例来表示各个能量收集率对整体能量收集率的贡献的程度，因此，为了确定整体能量收集率，可以考虑整体干预扭矩中通过驱动电机20或HSG 30形成的干预扭矩的比例。换言之，控制器150可以配置成，在驱动电机20和HSG 30各自的干预扭矩的和值满足所需干预的量的情况下，操作驱动电机20和HSG 30，并且可以将干预扭矩确定为使得通过上述方式确定的整体能量收集率调整到最大值。
同时，在根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法中，控制器150可以配置成，通过考虑从HSG 30传递至发动机10的扭矩的比例来确定HSG 30的干预扭矩。换言之，HSG 30对动力系的动力传送的贡献的程度可以对应于通过与发动机10连接而传递的扭矩的比例。当HSG 30使用自由(free)干预扭矩时，该自由干预扭矩可以对应于施加至发动机10的扭矩的值，并且经由例如滑轮的构件而直接传递到HSG 30的旋转轴的扭矩的量可以根据滑轮的比而变化。
因此，在本发明的示例性实施方案中，可以通过考虑在HSG 30和发动机10之间形成的扭矩传递比例来计算HSG 30的干预扭矩，从而确定HSG 30的干预扭矩，并且然后可以通过HSG 30的干预扭矩来执行控制以更准确地识别和提高动力系的能量效率，比如整体能量收集率等。
同时，如图1至图2中所示，根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法可以进一步地包括：当所需干预的量大于最大干预扭矩的和值时，通过控制器150使驱动电机20和HSG 30操作为分别实现最大干预扭矩，并且使发动机10操作为将干预扭矩调整为对应于所需干预的量与最大干预扭矩的和值之间的差值(S320)。即使在发动机扭矩对应于发动机10的最佳工作点的情况下，当所需干预的量大于驱动电机20和HSG 30各自的最大干预扭矩的和值时，可以在发动机10中形成干预扭矩以满足所需干预的量。
发动机10中实现的干预扭矩不能用作用于收集能量的扭矩，而与驱动电机20和HSG 30不同，因而，尽可能地将发动机10的干预扭矩调整为最小是有利的。因此，驱动电机20和HSG 30可以实现最大干预扭矩，而可以使发动机10操作为将干预扭矩调整为对应于通过驱动电机20和HSG 30实现的干预扭矩的和值与所需干预的量之间的差值。
同时，如图1至图2所示，根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法可以进一步地包括：响应于确定发动机10不对应于最佳工作点，通过控制器150确定用于实现干预条件下的发动机10的最佳工作点的校正的所需干预的量(S150)。换言之，在请求干预之前，当发动机10不能实现对于当前车辆速度的最佳发动机扭矩时，有利的是，提高动力系的整体效率，使得同时以最佳值实现干预和发动机扭矩。
因此，当发动机10不对应于最佳工作点时，控制器150可以配置成，同时操作干预和发动机扭矩以对所需干预的量进行校正或调整，从而以最佳工作点来驱动发动机10。可以通过考虑发动机扭矩、当前车辆速度和驱动电机20和HSG 30的最大干预扭矩来可变地确定校正的所需干预的量。
此外，在根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法中，控制器150可以配置成，通过将以最佳工作点来驱动发动机10的最佳发动机扭矩与当前发动机扭矩之间的偏差值加到所需干预的量来计算校正的所需干预的量。特别地，当发动机10的驱动条件如上所述对应于最佳工作点时，发动机扭矩可以是以当前发动机RPM的最佳发动机扭矩。
因此，在本发明的示例性实施方案中，可以执行干预，并且同时，由于通过考虑当前发动机扭矩与最佳发动机扭矩之间的偏差值而确定校正的所需干预的量，所以可以以最佳工作点来驱动发动机10。换言之，因为即使在执行干预时将发动机扭矩改变到最佳发动机扭矩也可以满足所需干预的量，所以当通过将当前发动机扭矩与最佳发动机扭矩之间的偏差值加到所需干预的量而确定校正的所需干预的量时，对于提高发动机10的效率是有利地。
同时，如图1至图2中所示，根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法可以进一步地包括：通过控制器150确定校正的所需干预的量是否等于或小于驱动电机20和HSG 30的最大干预扭矩的和值(S250)；以及当校正的所需干预的量等于或小于最大干预扭矩的和值时，通过控制器150调整发动机扭矩，以使发动机10在最佳工作点工作，并且确定驱动电机20和HSG 30各自的干预扭矩，以将驱动电机20和HSG 30的整体能量收集率调整到校正的所需干预的量的最大值，并且同时，最大干预扭矩的和值满足校正的所需干预的量(S340)。
响应于确定校正的所需干预的量小于驱动电机20和HSG 30各自的最大干预扭矩的和值，控制器150可以配置成将发动机扭矩调整到最佳发动机扭矩。换言之，由于发动机扭矩调整为使得发动机10对应于最佳工作点，并且发动机扭矩产生的改变量可以通过驱动电机20和HSG 30(关于所需干预的量)而得到补偿，最终使得可以持续地保持传递到变速器40的驱动扭矩。因为驱动电机20和HSG 30承担干预扭矩(比如，所需干预的量)和发动机扭矩的改变量，所以，即使在发动机10操作为对应于最佳工作点的情况下，传递到变速器40的驱动扭矩在质量方面也能满足变速器40需要的所需干预的量。
此时，如上所述，控制器150可以配置成，确定干预扭矩，使得干预扭矩的和值满足校正的所需干预的量，并且使得驱动电机20和HSG 30的整体能量收集率为最大值以操作发动机10、驱动电机20和HSG 30。具体地，当需要干预时，可以利用已经存储在控制器的存储器中的数据映射或者通过实时计算而确定干预扭矩。
同时，如图1至图2中所示，根据本发明的示例性实施方案的用于混合动力车辆的动力系的控制方法可以进一步地包括：当校正的所需干预的量大于最大干预扭矩的和值时，通过控制器150操作驱动电机20和HSG 30以分别实现最大干预扭矩，并且操作发动机10以将干预扭矩调整为对应于校正的所需干预的量与最大干预扭矩的和值之间的差值(S360)。尽管将校正的所需干预的量确定为用于使发动机10对应于最佳工作点而工作，但是当校正的所需干预的量等于或大于驱动电机20和HSG 30的最大干预扭矩的和值时，结果，差值将为应该由发动机10承担的干预扭矩。
因此，可以使驱动电机20和HSG 30操作为实现最大干预扭矩，并且可以使发动机10操作为使得干预扭矩实现为最大干预扭矩的和值与校正的所需干预的量之间的差值。具体地，由于与不对所需干预的量进行校正而执行的干预所得到的发动机扭矩相比，发动机10承担干预扭矩所得到的发动机扭矩具有与最佳发动机扭矩接近的值，因此，在对所需干预的量进行校正时可以提高发动机效率。
同时，如图2中所示，根据本发明的用于混合动力车辆的动力系的控制系统可以包括：发动机10，其配置成提供车辆的驱动扭矩；驱动电机20，其配置成提供车辆的驱动扭矩；HSG 30，其与发动机10连接；以及控制器150，其配置成：当在HEV驱动模式期间需要对升挡进行干预时，确定发动机10是否对应于最佳工作点；当发动机10对应于最佳工作点时，确定所需干预的量是否等于或小于驱动电机20和HSG 30的最大干预扭矩的和值；以及当所需干预的量等于或小于最大干预扭矩的和值时，确定驱动电机20和HSG 30各自的干预扭矩，以将驱动电机20和HSG 30的整体能量收集率调整到所需干预的量的最大值，并且同时，驱动电机20和HSG30的干预扭矩的和值满足所需干预的量。
具体地，发动机10和驱动电机20可以配置成供应车辆的驱动扭矩。在本发明中，发动机10和驱动电机20可以设置为这样的结构：如图2所示，该结构形成传递到变速器40的单一驱动扭矩。在图2中示出了如下结构：驱动电机20可以与发动机10的旋转轴连接，变速器40的输入轴可以与驱动电机20的旋转轴连接，以将发动机10和驱动电机20的驱动扭矩经由变速器40传递。同时，HSG 30可以与发动机10连接以执行发动机10的起动(cranking)。在发动机10起动之后，HSG 30可以作为发电机工作，该发电机配置成根据需要而利用发动机10的旋转轴中形成的扭矩的一部分来产生电能。
同时，控制器150可以配置成：当在HEV驱动模式期间需要对升挡进行干预时，确定发动机10是否对应于最佳工作点；当发动机10对应于最佳工作点时，确定所需干预的量是否等于或小于驱动电机20和HSG 30的最大干预扭矩的和值；以及当所需干预的量等于或小于最大干预扭矩的和值时，确定驱动电机20和HSG 30各自的干预扭矩，以将驱动电机20和HSG 30的整体能量收集率调整到所需干预的量的最大值，并且同时，驱动电机20和HSG 30的干预扭矩的和值满足所需干预的量。控制器150可以配置成：当从变速器控制器接收时，操作发动机10和驱动电机20以执行本发明中的干预过程。
尽管出于说明的目的已公开了本发明的示例性实施方案，但是本领域一般技术人员应当理解，各种修改、增加和删减是可能的，并不脱离所附权利要求中所公开的本发明的范围和精神。

Claims (9)

1.一种用于混合动力车辆的动力系的控制方法，包括：
当在混合动力电动车辆驱动模式期间需要对升挡进行干预时，通过控制器确定发动机是否对应于最佳工作点；
当发动机对应于最佳工作点时，通过控制器确定所需干预的量是否等于或小于驱动电机和混合动力起动器发电机的最大干预扭矩的和值；
当所需干预的量等于或小于所述最大干预扭矩的和值时，通过控制器确定驱动电机和混合动力起动器发电机各自的干预扭矩，以将驱动电机和混合动力起动器发电机的整体能量收集率调整到所需干预的相关的量的最大值，并且同时，驱动电机和混合动力起动器发电机的干预扭矩的和值满足所需干预的量；
其中，通过驱动电机和混合动力起动器发电机的各自的能量收集率以及驱动电机和混合动力起动器发电机之间的干预扭矩比例来确定整体能量收集率。
2.根据权利要求1所述的用于混合动力车辆的动力系的控制方法，其中，通过驱动电机和混合动力起动器发电机的各自的每分钟转数和干预扭矩来确定各自的能量收集率。
3.根据权利要求1所述的用于混合动力车辆的动力系的控制方法，其中，控制器配置成通过考虑从混合动力起动器发电机传递到发动机的扭矩的比例来确定混合动力起动器发电机的干预扭矩。
4.根据权利要求1所述的用于混合动力车辆的动力系的控制方法，进一步包括：
当所需干预的量大于所述最大干预扭矩的和值时，通过控制器使驱动电机和混合动力起动器发电机操作为各自实现最大干预扭矩，并且使发动机操作为将干预扭矩调整为对应于所需干预的量与所述最大干预扭矩的和值之间的差值。
5.根据权利要求1所述的用于混合动力车辆的动力系的控制方法，进一步包括：
如果确定为发动机不对应于最佳工作点，通过控制器确定校正的所需干预的量，所述校正的所需干预的量用于实现在干预条件下的发动机的最佳工作点。
6.根据权利要求5所述的用于混合动力车辆的动力系的控制方法，其中，控制器配置成，通过将用于实现发动机的最佳工作点的最佳发动机扭矩与当前发动机扭矩之间的偏差值加到所需干预的量来确定校正的所需干预的量。
7.根据权利要求5所述的用于混合动力车辆的动力系的控制方法，进一步包括：
通过控制器确定校正的所需干预的量是否等于或小于驱动电机和混合动力起动器发电机的最大干预扭矩的和值；
当校正的所需干预的量等于或小于所述最大干预扭矩的和值时，通过控制器将发动机的发动机扭矩调整到最佳工作点，并且确定驱动电机和混合动力起动器发电机各自的干预扭矩，以将驱动电机和混合动力起动器发电机的整体能量收集率调整到校正的所需干预的量的最大值，并且同时，所述最大干预扭矩的和值满足校正的所需干预的量。
8.根据权利要求7所述的用于混合动力车辆的动力系的控制方法，进一步包括：
当校正的所需干预的量大于所述最大干预扭矩的和值时，通过控制器使驱动电机和混合动力起动器发电机操作为各自实现最大干预扭矩，并且使发动机操作为将干预扭矩调整为对应于校正的所需干预的量与所述最大干预扭矩的和值之间的差值。
9.一种用于混合动力车辆的动力系的控制系统，包括：
发动机，其配置成提供车辆的驱动扭矩；
驱动电机，其配置成提供车辆的驱动扭矩；
混合动力起动器发电机，其与发动机连接；
控制器，其配置成：
当在混合动力电动车辆驱动模式期间需要对升挡进行干预时，确定发动机是否对应于最佳工作点；
当发动机对应于最佳工作点时，确定所需干预的量是否等于或小于驱动电机和混合动力起动器发电机的最大干预扭矩的和值；
当所需干预的量等于或小于所述最大干预扭矩的和值时，确定驱动电机和混合动力起动器发电机各自的干预扭矩，以将驱动电机和混合动力起动器发电机的整体能量收集率调整到所需干预的相关的量的最大值，并且同时，驱动电机和混合动力起动器发电机的干预扭矩的和值满足所需干预的量；
其中，通过驱动电机和混合动力起动器发电机的各自的能量收集率以及驱动电机和混合动力起动器发电机之间的干预扭矩比例来确定整体能量收集率。
CN201610867754.6A 2016-04-15 2016-09-29 用于混合动力车辆的动力系的控制方法及控制系统 Active CN107303902B (zh)

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