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CN101513869B - 混合动力电动车辆的怠速控制 - Google Patents

混合动力电动车辆的怠速控制 Download PDF

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Publication number
CN101513869B
CN101513869B CN2008101795142A CN200810179514A CN101513869B CN 101513869 B CN101513869 B CN 101513869B CN 2008101795142 A CN2008101795142 A CN 2008101795142A CN 200810179514 A CN200810179514 A CN 200810179514A CN 101513869 B CN101513869 B CN 101513869B
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China
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torque
motor
amount
charge
moment
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CN101513869A (zh
Inventor
伊哈勃·S·索里曼
安德鲁·J·西尔韦里
迪帕克·阿斯瓦尼
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
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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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

本发明涉及混合动力电动车辆的怠速控制。提供一种用于在车辆缓慢运动状况时控制动力传动系统的系统，包含：用于驱动车辆的车轮；曲轴；可驱动地连接至所述曲轴并可交替运转为电动马达和发电机的电机；变速器，所述变速器包括可驱动地连接至所述曲轴的输入离合器和可驱动地连接至所述车轮的输出；以及控制器，所述控制器配置用于产生所需的输入离合器扭矩能力的量、产生所需的车轮扭矩、使用由所需的曲轴怠速和当前曲轴转速之差所代表的误差以确定所述电机产生的扭矩的所需改变、使用所述输入离合器扭矩能力的量和所述电机产生的扭矩的所需改变以确定所需的电机扭矩的量、以及使用所述电机产生所述所需的电机扭矩的量。

Description

混合动力电动车辆的怠速控制
技术领域
本发明总体上涉及一种混合动力电动车辆(HEV)中用于在车辆缓慢运动状况时控制曲轴怠速的装置和方法。 
背景技术
动力换档变速器是一种使用两个输入离合器用于在前进驱动和后退驱动中产生多个传动比的齿轮机构。其使用同步的离合器-离合器换档连续地传输动力。 
该变速器合并了以双中间轴结构设置在变速器输入和其输出之间的传动装置。一个输入离合器在变速器输入和与偶数号齿轮相关联的第一中间轴之间传输扭矩；另一个输入离合器在变速器输入和与奇数号齿轮相关联的第二中间轴之间传输扭矩。变速器通过交替下列步骤以产生传动比改变：啮合第一输入离合器并在当前传动比下运行、分开第二输入离合器、为在目标传动比下的运转在变速器中准备动力路径、分开第一离合器、啮合第二离合器并为在下一传动比下的运转在变速器中准备另一动力路径。 
在车辆缓慢运动状况时，在具有发动机、动力换档变速器、单推进路径和单动力源的传统车辆中发动机怠速时，当司机释放制动踏板时，滑动变速器输入离合器控制变速器离合器扭矩能力。在动力换档变速器车辆应用中，由于缺少液力变矩器，提供稳定、可接受的车辆缓慢运动性能可能是困难的控制问题。 
随着司机释放制动踏板，离合器扭矩能力的增加对发动机施加负载并干扰发动机怠速的控制。因此，发动机怠速控制必须根据任何离合器扭矩能力的增加而调整。 
不像具有动力换档变速器的传统车辆，在车辆缓慢运动状况时具有动力换档变速器和多个动力源的混合动力电动车辆可被用于在考虑到车辆电池充电需要的同时产生稳健、灵敏的发动机怠速控制。 
需要可以对输入离合器扭矩能力干扰、随着离合器扭矩能力增加而带来的进气歧管填充造成的延迟发动机扭矩响应、和如果在发动机扭矩没有充分增加时提供了过多的离合器扭矩能力则会发生的发动机停转潜在可能性进行修正的灵敏的怠速控制。在车辆缓慢运动状况时，发动机怠速控制必须在变速器离合器扭矩能力控制和曲轴转速控制之间提供良好协作。 
发明内容
在包括用于驱动车辆的车轮、包括曲轴的发动机、可驱动地连接至曲轴并可交替 运转为电动马达和发电机的电机、包括可驱动地连接至曲轴的输入离合器和可驱动地连接至车轮的输出的变速器、和具有可变充电状态并电连接至电机的蓄电池的动力传动系统中，一种在车辆缓慢行驶期间用于控制发动机怠速的方法包括产生所需的输入离合器扭矩能力的量、产生所需的车轮扭矩、确定所需的电池充电扭矩、使用发动机产生所需的电池充电扭矩、使用所需的曲轴怠速和当前曲轴转速之差代表的误差来确定由电机产生的扭矩的所需改变、使用所述输入离合器扭矩能力的量、所需电池充电扭矩的量和电机产生的扭矩的所需改变来确定所需的电机扭矩的量，以及使用电机产生所述所需的电机扭矩的量。 
HEV怠速控制系统在考虑到电池充电需要和变速器离合器扭矩能力驱动的同时提供了灵敏的怠速控制。此外，通过利用集成曲轴的电机控制曲轴怠速，控制系统考虑到发动机歧管充填延时，且车辆缓慢运动状况时由于产生电机扭矩所需的短暂周期变速器输入离合器扭矩能力驱动稳健而灵敏，并可应用于任何包括集成曲轴的电机及不具有液力变矩器和湿式或干式输入离合器的变速器(例如双离合器动力换档、自动变速器或任何免转换自动变速器)的HEV动力传动系统。 
通过下面的具体描述、权利要求和附图，优选实施例应用的范围将变得显而易见。应了解，尽管指示了本发明的优选实施例，描述和具体示例仅作为说明给出。对所述实施例和示例的多种改变与修改对本领域技术人员将变得显而易见。 
结合附图参考下面的描述，本发明将变得更易于理解。 
附图说明
图1为显示了使用动力换档变速器的混合动力电动车辆的机动车辆动力传动系统的示意图。 
图2为显示了图1的车辆动力传动系统的推进和动力流的示意图。 
图3为曲轴怠速控制系统的示意图，示出了当车辆缓慢运动时使用CISG的HEV怠速控制器。 
图4A-4G为车辆缓慢运动时怠速状况前、中、后的多种动力传动系统和车辆参数的图表，其中CISG提供扭矩以控制发动机怠速。具体地，图4A显示了换挡选择器位置、制动踏板位置以及加速踏板位置的图表；图4B显示了所需车轮扭矩、前轴车轮扭矩、后轴车轮扭矩以及道路负载的图表；图4C显示了变速器模式下所需的离合器扭矩能力的图表；图4D显示了车辆速度的图表；图4E显示了实际曲轴转速、离合器输出速度的图表；图4F显示了发动机制动扭矩和CISG扭矩的图表；图4G显示了实际变速器输出和ERAD扭矩的图表。 
图5为显示了动力换档变速器细节的示意图。 
具体实施方式
首先参考图1和2，动力传动系统10配置包括第一动力源，例如内燃发动机12(柴油发动机或汽油发动机)；可驱动用于产生多个前进和倒退传动比的动力变速器14，例如湿式离合器动力换档变速器；可驱动地连接至发动机曲轴和变速器输入18的电机16，例如用于提供起动机/发电机能力的集成曲轴的起动机/发电机(CISG)；以及驱动地连接至后轴22、23的附加电机20，例如电动后轴驱动(ERAD)，用于在电动驱动或混合动力驱动模式中提供附加推进能力。变速器输出24通过主减速器单元和差速机构26连接至前轴28、30，其分别驱动前轮32、33。ERAD 20通过ERAD传动装置48、差速机构36、后轴22、23驱动后轮34、35。 
电子发动机控制模块(ECM)27控制发动机12的运转。电子变速器控制模块(TCM)25控制变速器14和输入离合器38、39的运转。集成起动机控制器(ISC)40控制CISG 16、ERAD 20和用于对蓄电池42充电的系统的运转，该充电系统电连接至电机16、20。 
图2显示了从动力源12、16、20至车轮32-35的负载的动力与能量流动路径。发动机12产生的动力和CISG 16产生的动力在44处结合并传输至变速器输入18。电机16、20产生的电动力可在46处结合用于对电池42充电，或从电池传输至电机。ERAD 20产生的机械动力通过ERAD传动装置48经由后主减速器36传输至后轮34、35处的负载。 
在HEV动力传动系统10中，在车辆缓慢运动状况时，动力可仅由独立于发动机12和变速器14的电机20以电动驱动模式传输至车轮32-35，或者由发动机12、变速器14和电机20、16的组合以并联驱动模式传输。两个推进路径(机械式与电动式)可用于达到给定的推进需求要求。发动机12和CISG 16可通过经由机械式推进路径中的变速器14向前轴28、30传输扭矩以向车轮提供动力，而ERAD马达20可直接在电动推进路径中向后轴22、23提供动力。 
现在参考图3，用于HEV的车辆缓慢运动时的曲轴怠速控制系统包括控制器70，其包括可读取含有存储的函数、变量和控制算法的电子存储器的电子微处理器和多种传感器(例如CISG和ERAD速度和温度传感器、车速传感器、制动压力传感器)产生的代表运转参数和车辆(发动机12，CISG 16，ERAD 20，变速器14，输入离合器38、39，ERAD传动装置48和主减速器26，前差速机构和后差速机构26、36)变量的电子信号。微处理器执行算法并产生控制指令，发动机12、CISG 16和ERAD 20响应该指令产生扭矩，而变速器14相应该指令啮合并分开输入离合器38、39并交替啮合前进档和倒车档。 
在94处，控制器70确定与车辆缓慢运动时变速器14的当前传动比相关联的输入离合器38、39所需的扭矩能力TCL_CAP_CRP。在96处，控制器70向TCM 25发送所需的离合器扭矩能力TCL_CAP_DES指令。响应所需的离合器扭矩指令TCL_CAP_DES产生受影响的离合器扭矩能力，且代表车辆缓慢运动时离合器扭矩能力的信号TCL_CAP_CRP被传输至求和 点98。当控制器70控制车辆缓慢运动时，受影响的输入离合器总是在滑动(slipping)。 
如果电池42的SOC(充电状态)比参考SOC低，控制器70在100处确定所需的电池充电扭矩TQBAT_CHG，并在102处指令ECM 27产生基本上与需要用来对电池42充电的发动机扭矩相等的所需的发动机扭矩TENG_DES。如果SOC高于参考SOC，由于CISG 16将控制怠速，在102处将发动机扭矩控制为零制动扭矩。代表电池充电扭矩TQBAT_CHG的信号为传输至求和点98的第一前馈信号。 
曲轴怠速闭环控制器104用于基于106处确定的所需怠速110和从ECM 27反馈到求和点107的实际曲轴转速112之差所代表的曲轴转速反馈误差108确定CISG扭矩所需的改变ΔTCISG_CL。优选地，PID(比例积分微分)闭环控制器105或比较控制器确定也传输至求和点98的CISG扭矩的所需改变ΔTCISG_CL。 
在求和点98，CISG 16产生的扭矩的所需改变ΔTCISG_CL、指令的或估算的缓慢运动离合器扭矩能力TCL_CAP_CRP、和电池充电扭矩TQBAT_CHG代数相加。扭矩的所需改变ΔTCISG_CL代表需要用以保持怠速控制的闭环CISG扭矩，且电池充电扭矩TQBAT_CHG和缓慢运动离合器扭矩能力TCL_CAP_CRP之和代表用以保持怠速控制的开环前馈CISG扭矩。由于电池充电扭矩的增大会导致怠速增大，电池充电扭矩TQBAT_CHG为负值并减小前馈CISG扭矩。由于离合器扭矩的增大会导致怠速减小，缓慢运动离合器扭矩能力TCL_CAP_CRP为正的前馈CISG扭矩。在114处，控制器70向ISC 40发布指令以根据包括闭环和前馈CISG扭矩指令的求和点98的输出产生总体所需的CISG扭矩TCISG_DES。 
图4A-4G为车辆缓慢运动状况前、中、后的多种动力传动系统和车辆参数的图表，其中未使用扭矩混合。图4A显示齿轮选择器88在时期A可处于N档即空档，随后在车辆缓慢运动控制开始之前，其在时期B开始时移动至D档即驱动档。制动踏板62在时期A和B被踏下，在时期C开始时被释放，并保持释放直至时期D开始，其中在120处车辆缓慢运动控制开始。加速踏板位移121在时期A-D始终为零，并在时期E逐渐踏下，其终止车辆缓慢运动控制。 
在图4B中，随着在时期C时释放制动踏板并在时期D时保持不变直至缓慢运动控制在124处终止，总体所需的车轮扭矩TW_DES123和所需的前轴车轮扭矩TW_FA在120处缓慢运动控制开始时增加。由于ERAD 20没有提供后轴车轮扭矩TW_RA，所需的前轴车轮扭矩TW_FA与总体所需的车轮扭矩TW_DES相等。在时期D的某点，一旦车轮扭矩等于道路负载TROAD，则车辆达到稳态缓慢运动速度。 
在图4C中，输入离合器扭矩能力为零直到其由于所需的前轴车轮扭矩TW_FA增加而在120处缓慢运动控制开始时提升至所需的离合器扭矩能力126。在时期D，由于所需的前轴车轮扭矩TW_FA也为恒量，所需的离合器扭矩能力126保持恒定直至缓慢运动控制在124处终止。 
在图4D中，车辆速度为零直至其随着输入离合器扭矩向车轮传输当前曲轴扭矩 而在120处缓慢运动控制开始时提升。曲轴扭矩包括发动机扭矩或CISG扭矩，或同时包括二者。一旦车轮扭矩等于道路负载TROAD，车辆速度达到控制的稳定车辆缓慢运动速度128，其保持恒定直至缓慢运动控制在124处终止。 
在图4E中，输入离合器38、39侧的齿轮箱(即离合器输出)速度130为零直至其随着输入离合器得到扭矩能力而在120处缓慢运动控制开始时提升。离合器速度130比曲轴怠速低并保持恒定直至缓慢运动控制在124处终止。曲轴18的转速132被控制为恒定的所需的曲轴怠速134直至缓慢运动控制在124处终止。 
在图4F中，当将电池42充电至向CISG 16供应电能所需要的参考SOC时，发动机制动扭矩136为正值并恒定。发动机制动扭矩136随着电池电荷而降低并保持恒定直至缓慢运动控制在124处终止，除非电池SOC下降到低于参考SOC。CISG扭矩138在电池充电时期A和B为负值，当车辆缓慢运动在120处开始时由于离合器扭矩能力的增加CISG扭矩138提升至正扭矩。在时期D时，其保持为恒定并为正值直至缓慢运动控制在124处终止。 
在图4G中，由于仅需要前轴车轮扭矩TW_FA，ERAD 20产生的扭矩140为零。变速器输出扭矩142为零直至在120处缓慢运动控制开始时随着输入离合器38、39得到扭矩能力而提升，并在时期D时保持恒定直至缓慢运动控制在124处终止。 
在车辆缓慢运动状况时，HEV怠速控制系统在考虑到电池充电需要和变速器离合器扭矩能力干扰的同时提供了灵敏的怠速控制。通过利用集成曲轴的电机的响应性以控制曲轴怠速和通过直接考虑车辆缓慢运动时的离合器扭矩负载，避免了发动机歧管充填延时并提供了稳健的怠速控制。 
图5说明了包括第一输入离合器38和第二输入离合器39的动力转换变速器14的细节，第一输入离合器选择性地将变速器的输入18交替连接至与第一中间轴244相关联的偶数号齿轮42，第二输入离合器选择性地将输入18交替连接至与第二中间轴249相关联的奇数号齿轮43。 
中间轴244支撑各自轴颈连接至轴244的小齿轮260、262、264和固定至轴244的连接器266、268。小齿轮260、262、264各自与第二、第四和第六齿轮相关联。连接器266包括套筒270，该套筒可向左移动以啮合小齿轮260并可驱动地将小齿轮260连接至轴244。连接器268包括套筒272，该套筒可向左移动以啮合小齿轮262并可驱动地将小齿轮262连接至轴244，并且可向右移动以啮合小齿轮264并可驱动地将小齿轮264连接至轴244。 
中间轴249支撑各自轴颈连接至轴249的小齿轮274、276、278和固定至轴249的连接器280、282。小齿轮274、276、278各自与第一、第三和第五齿轮相关联。连接器280包括套筒284，该套筒可向左移动以啮合小齿轮274并可驱动地将小齿轮274连接至轴249。连接器282包括套筒286，该套筒可向左移动以啮合小齿轮276并可驱动地将小齿轮276连接至轴249，并且可向右移动以啮合小齿轮278并可驱动地将小齿轮278连接至轴249。 
变速器输出24支撑各自固定至输出轴24的齿轮288、290、292。齿轮288与小齿轮260和274相啮合。齿轮290与小齿轮262和276相啮合。齿轮292与小齿轮264和278相啮合。 
连接器266、268、280和282可为同步装置或齿形离合器或它们的组合。 
依照专利法的规定，已经描述了优选实施例。然而，应注意除明确说明及描述的之外，可作出替代实施例。 

Claims (6)

1.一种用于在车辆缓慢运动状况时控制动力传动系统的控制系统，包含：
用于驱动车辆的车轮；
曲轴；
可驱动地连接至所述曲轴并可交替运转为电动马达和发电机的电机；
变速器，所述变速器包括可驱动地连接至所述曲轴的输入离合器和可驱动地连接至所述车轮的输出；以及
控制器，所述控制器配置用于产生所需的输入离合器扭矩能力的量、产生所需的车轮扭矩、使用由所需的曲轴怠速和当前曲轴转速之差所代表的误差以确定所述电机产生的扭矩的所需改变、使用所述输入离合器扭矩能力的量和所述电机产生的扭矩的所需改变以确定所需的电机扭矩的量、以及使用所述电机产生所述所需的电机扭矩的量。
2.根据权利要求1所述的控制系统，其特征在于，进一步包含：
具有可变充电状态并电连接至所述电机的蓄电池；并且
所述控制器进一步配置用于使用所述蓄电池以向所述电机供应电能。
3.根据权利要求1所述的控制系统，其特征在于，进一步包含：
可驱动地连接至所述曲轴的发动机；并且
所述控制器进一步配置用于控制所述发动机以产生零制动扭矩。
4.根据权利要求1所述的控制系统，其特征在于，所述控制器进一步配置用于确定所需的曲轴怠速、根据当前曲轴怠速和所述所需的曲轴怠速之差确定怠速误差、以及确定所述电机产生的扭矩的所需改变以使所述怠速误差被最小化。
5.根据权利要求1所述的控制系统，其特征在于，进一步包含：
具有可变充电状态并电连接至所述电机的蓄电池；并且
所述控制器进一步配置用于确定所述充电状态是否低于参考充电状态；如果所述充电状态比所述参考充电状态低，则确定对所述蓄电池充电所需的电机扭矩的量；使用所述输入离合器扭矩能力的量、所述电机产生的扭矩的所需改变、和对蓄电池充电所需的电机扭矩的量以便确定所需的电机扭矩的总量；以及使用所述电机以产生所述所需的电机扭矩的总量。
6.根据权利要求1所述的控制系统，其特征在于，进一步包含：
具有可变充电状态并电连接至所述电机的蓄电池；并且
所述控制器进一步配置用于确定所述充电状态是否低于参考充电状态；如果所述充电状态比所述参考充电状态低，则确定对所述蓄电池充电所需的发动机扭矩的量；使用所述输入离合器扭矩能力的量、所述电机产生的扭矩的所需改变、和对蓄电池充电所需的电机扭矩的量以便确定所需的电机扭矩的总量；以及使用所述电机以产生所述所需的电机扭矩的总量。
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