CN106043276A - 用于在混合动力电动车辆中增加电运转的方法 - Google Patents
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Abstract
本发明提供一种用于在混合动力电动车辆中增加电运转的方法。混合动力电动车辆包括内燃发动机和控制器,所述内燃发动机被配置为向牵引车轮提供动力。所述控制器被配置为:当车速低于预定值时,响应于发动机关闭和功率请求超过发动机起动阈值,延迟发动机起动。延迟发动机起动可包括提供发动机起动阈值偏移。所述偏移随着车速的增加而减小。当功率请求超过发动机起动阈值与发动机起动阈值偏移的总和时,发动机被起动。
Description
技术领域
本公开涉及用于控制内燃机车辆中发动机的运转的系统和方法。
背景技术
混合动力电动车辆(HEV)通常包括发动机和至少一个牵引马达两者。提高HEV的燃料经济性的一种方法是在发动机低效率运转或者在其它不需要推进车辆的时间期间关闭发动机。在这些情况下,在纯电动驱动模式中使用牵引马达以提供推进车辆所需的全部动力。
发明内容
根据本公开的一种混合动力电动车辆,包括内燃发动机和控制器,所述内燃发动机被配置为向牵引车轮提供动力。所述控制器被配置为:当车速低于预定值时,响应于发动机关闭和功率请求超过发动机起动阈值,延迟发动机起动。延迟发动机起动可包括提供发动机起动阈值偏移。所述偏移随着车速的增加而减小。在这样的实施例中,当功率请求超过发动机起动阈值与发动机起动阈值偏移的总和时,发动机被起动。
在一个实施例中,发动机起动阈值偏移具有基于牵引电池放电极限的最大值。发动机起动阈值偏移可以是基于车速和发动机起动阈值的,并且可被存储在查找表中并且可从查找表中获得。
在一些实施例中,控制器被配置为:响应于发动机关闭、功率请求超过发动机起动阈值以及电池荷电状态(SOC)超过SOC阈值,延迟发动机起动。在这样的实施例中,当电池SOC低于SOC阈值时,在功率请求超过发动机起动阈值时,发动机被起动。
根据本公开的一种控制混合动力电动车辆的方法,其中,所述车辆具有内燃发动机,所述方法包括:响应于发动机关闭、第一驾驶员功率请求超过发动机起动阈值以及当前车速大于预定值,起动发动机。所述方法还包括:响应于发动机关闭、第二驾驶员功率请求超过发动机起动阈值以及当前车速小于预定值,延迟发动机起动事件。
根据本公开的一个实施例,延迟发动机起动事件包括:提供发动机起动阈值偏移,所述偏移随着车速的增加而减小,并且当功率请求超过发动机起动阈值与发动机起动阈值偏移的总和时,起动发动机。
根据本公开的一个实施例,所述发动机起动阈值偏移具有基于电池放电极限的最大值。
根据本公开的一个实施例,所述发动机起动阈值偏移是基于当前车速和发动机起动阈值的。
根据本公开的一个实施例,所述发动机起动阈值偏移是从查找表获得的。
根据本公开的一个实施例,所述方法还包括:响应于发动机关闭、第二驾驶员功率请求超过发动机起动阈值、当前车速小于预定值以及电池荷电状态低于可校准的阈值,起动发动机。
根据本公开的一种混合动力电动车辆,包括:牵引车轮;电机,被配置为向牵引车轮提供动力;内燃发动机,被配置为向牵引车轮提供动力;以及控制器。所述控制器被配置为协调电机和内燃发动机,以满足驾驶员功率请求,其中,当发动机关闭并且车速小于预定值时,响应于驾驶员功率请求超过发动机起动阈值,控制器延迟发动机起动事件。
根据本公开的一个实施例,延迟发动机起动事件包括:提供发动机起动阈值偏移,所述偏移随着车速的增加而减小,并且当功率请求超过发动机起动阈值与发动机起动阈值偏移的总和时,起动发动机。
根据本公开的一个实施例,发动机起动阈值偏移具有基于电池放电极限的最大值。
根据本公开的一个实施例,发动机起动阈值偏移是基于车速和发动机起动阈值的。
根据本公开的实施例提供多个优点。例如,根据本公开的系统和方法可避免起步事件期间不必要的发动机起动,由此提高总燃料经济性的客户感受。另外,根据本公开的系统和方法可避免在驾驶员功率请求的临时短暂增加(“踏板噪音”(“pedal noise”))期间的发动机重新起动。
通过下面结合附图对优选实施例进行的详细描述,本公开的上述和其它优点以及特点将变得显而易见。
附图说明
图1根据本公开的混合动力电动车辆的示意图;
图2示出了发动机起动阈值和多个发动机起动阈值偏移;
图3以流程图的形式示出了控制混合动力电动车辆的方法。
具体实施方式
在此描述本公开的实施例。然而,应理解的是,公开的实施例仅为示例并且其它实施例可以采用各种和替代的形式。附图不一定按比例绘制;可夸大或最小化一些特征以显示特定组件的细节。因此,在此所公开的具体结构和功能细节不应被解释为限制,而仅作为用于教导本领域技术人员以各种形式使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在一个或更多个其它附图中示出的特征相组合,以产生未明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。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应用或实施方式。
参照图1,示出了根据本公开的实施例的混合动力电动车辆(HEV)10的示意图。图1示出了组件之间的代表性关系。组件在车辆中的物理布局和方位可改变。HEV 10包括动力传动系统12。动力传动系统12包括驱动传动装置16的发动机14,所述传动装置16可被称为模块化混合动力传动装置(MHT)。如下文将要进一步详细描述的,传动装置16包括诸如电动马达/发电机(M/G)18的电机、关联的牵引电池20、变矩器22以及多阶梯传动比自动变速器或齿轮箱24。
发动机14和M/G 18均是HEV 10的驱动源。发动机14通常代表可以包括内燃发动机(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产生发动机功率以及当发动机14和M/G 18之间的分离离合器26至少部分地接合时供应给M/G 18的对应的发动机扭矩。M/G 18可以由多种类型的电机中的任意一种实现。例如,M/G 18可以是永磁同步马达。如下文将要描述的,电力电子器件56将由电池20提供的直流(DC)电力调节至符合M/G 18的要求。例如,电力电子器件可以向M/G 18提供三相交流电(AC)。
当分离离合器26至少部分地接合时,动力可以从发动机14流到M/G 18或者从M/G 18流到发动机14。例如,分离离合器26可被接合,并且M/G 18可运转为发电机以将由曲轴28和M/G轴30提供的旋转能转换成电能储存在电池20中。分离离合器26也可被分离,以将发动机14与动力传动系统12的剩余部分隔离,使得M/G 18能够作为HEV 10的唯一驱动源。轴30延伸通过M/G 18。M/G 18持续地可驱动地连接到轴30,而发动机14只有当分离离合器26至少部分地接合时才可驱动地连接到轴30。
M/G 18经由轴30连接到变矩器22。因此,当分离离合器26至少部分地接合时,变矩器22连接到发动机14。变矩器22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。由此,变矩器22在轴30和变速器输入轴32之间提供液力耦合。当泵轮旋转得比涡轮快时,变矩器22将动力从泵轮传递到涡轮。涡轮扭矩和泵轮扭矩的大小通常取决于相对转速。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。还可设置变矩器旁通离合器34,变矩器旁通离合器34在接合时摩擦地或机械地结合变矩器22的泵轮和涡轮,允许更高效的动力传递。变矩器旁通离合器34可被运转为起步离合器以提供平稳的车辆起步。可替代地或组合地,对于不包括变矩器22或变矩器旁通离合器34的应用,可以在M/G 18和齿轮箱24之间提供类似于分离离合器26的起步离合器。在一些应用中,分离离合器26通常称为上游离合器而起步离合器34(可以是变矩器旁通离合器)通常称为下游离合器。
齿轮箱24可以包括通过摩擦元件(诸如,离合器和制动器(未示出))的选择性接合而选择性地置于不同齿轮比以建立期望的多个离散或阶梯传动比的齿轮组(未示出)。可以通过连接和分离齿轮组的特定元件以控制变速器输出轴36和变速器输入轴32之间的传动比的换挡计划来控制摩擦元件。齿轮箱24基于各种车辆和环境工况通过关联的控制器(诸如,动力传动系统控制单元(PCU)50)从一个传动比自动换到另一个传动比。齿轮箱24随后将动力传动系统输出扭矩提供至输出轴36。
应理解的是,与变矩器22一起使用的液压控制的齿轮箱24仅是齿轮箱或变速器布置的一个示例;用于本公开的实施例的从发动机和/或马达接受输入扭矩并随后以不同的传动比将扭矩提供至输出轴的任何多传动比齿轮箱是可以接受的。例如,齿轮箱24可以通过包括沿换挡拨叉轴平移/旋转换挡拨叉以选择期望的齿轮比的一个或更多个伺服马达的自动机械式(或手动)变速器(AMT)进行实施。如本领域普通技术人员通常理解的,例如在具有较高扭矩需求的应用中可以使用AMT。
如图1中的代表性实施例所示,输出轴36连接至差速器40。差速器40经由连接至差速器40的相应的车桥44驱动一对车轮42。差速器向每个车轮42传输大约相等的扭矩,同时允许轻微的转速差异(诸如,当车辆转弯时)。可以使用不同类型的差速器或类似的装置将扭矩从动力传动系统分配至一个或更多个车轮。在一些应用中,例如取决于特定的运转模式或状况,扭矩分配可以变化。
动力传动系统12进一步包括关联的动力传动系统控制单元(PCU)50。虽然被示出为一个控制器,但PCU 50可以是更大的控制系统的一部分并且可以通过整个车辆10中的各种其它控制器(诸如,车辆系统控制器(VSC))控制。所以,应理解,动力传动系统控制单元50和一个或更多个其它控制器可以统称为“控制器”,所述“控制器”响应于来自各种传感器的信号而控制各种致动器以控制多种功能,诸如起动/停止发动机14、运转M/G 18以提供车轮扭矩或给电池20充电、选择或计划变速器换挡等。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通信的微处理器或中央处理器(CPU)。例如,计算机可读存储装置或介质可包括只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储器。KAM是可以用于在CPU掉电时存储各种操作变量的持久或非易失性存储器。计算机可读存储装置或介质可以使用任意数量的已知存储装置实施,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)、闪存或能存储数据的任何其它电、磁性、光学或组合的存储装置,这些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。
控制器经由输入/输出(I/O)接口与各种发动机/车辆传感器和致动器通信,所述输入/输出(I/O)接口可以实施为提供各种原始数据或信号调节、处理和/或转换、短路保护等的单个集成接口。可替代地,在将特定的信号提供至CPU之前,一个或更多个专用硬件或固件芯片可以用于调节和处理该特定的信号。如图1中的代表性实施例总体上示出的,PCU 50可以将信号发送至发动机14、分离离合器26、M/G 18、起步离合器34、传动装置齿轮箱24和电力电子器件56和/或发送来自发动机14、分离离合器26、M/G 18、起步离合器34、传动装置齿轮箱24和电力电子器件56的信号。尽管未明确示出,但是本领域的普通技术人员将认识可以通过PCU 50控制的在上文指出的每个子系统内的各种功能或组件。可使用通过控制器执行的控制逻辑直接或间接致动的参数、系统和/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、(用于火花点火式发动机的)火花塞点火正时、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)、空调压缩器、电池充电、再生制动、M/G运转、用于分离离合器26和起步离合器34以及传动装置齿轮箱24的离合器压力等。例如,通过I/O接口传输输入的传感器可以用于指示涡轮增压器增压压力、曲轴位置(PIP)、发动机转速(RPM)、车轮转速(WS1、WS2)、车速(VSS)、冷却液温度(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)或其它排气成分浓度或存在、进气流量(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状态(TCC)、减速或换挡模式(MDE)。
可以通过一个或更多个附图中的流程图或类似图表来表示通过PCU 50执行的控制逻辑或功能。这些附图提供可以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)执行的代表性控制策略和/或逻辑。这样,示出的各个步骤或功能可以以示出的序列执行、并行执行或在某些情况下省略。尽管没有总是明确地示出,但是本领域内的普通技术人员将认识到,根据使用的特定处理策略,可以反复执行一个或更多个示出的步骤或功能。类似地,处理顺序对于实现在此描述的特征和优点并非必需的,而是为了便于示出和描述才提供的。可以主要在通过基于微处理器的车辆、发动机和/或动力传动系统控制器(诸如,PCU 50)执行的软件中执行控制逻辑。当然,根据特定应用,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结合来执行控制逻辑。当在软件中执行时,可以在存储有代表通过计算机执行以控制车辆或其子系统的代码或指令的数据的一个或更多个计算机可读存储装置或介质中提供控制逻辑。计算机可读存储装置或介质可以包括利用电、磁和/或光学存储器以保持可执行指令和关联的校准信息、操作变量等的许多已知物理装置中的一个或更多个。
车辆的驾驶员使用加速踏板52提供需求的扭矩指令、功率指令或驱动指令以推进车辆。通常,踩下和释放踏板52产生加速踏板位置信号,所述加速踏板位置信号可以分别被控制器50解读为增加功率或减小功率的需求。至少基于来自踏板的输入,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内的换挡的正时以及分离离合器26和变矩器旁通离合器34的接合或分离。与分离离合器26类似,可在接合位置和分离位置之间的范围内调节变矩器旁通离合器34。除泵轮和涡轮之间的液力耦合产生的可变打滑之外,这也在变矩器22中产生可变打滑。可替代地,根据特定应用,变矩器旁通离合器34可以运转为锁止或打开而不使用调节的运转模式。
为了利用发动机14驱动车辆,分离离合器26至少部分地接合以将至少一部分发动机扭矩通过分离离合器26传输至M/G 18,并且再从M/G 18传输通过变矩器22和齿轮箱24。M/G 18可以通过提供使轴30转动的额外动力而辅助发动机14。该运转模式可称为“混合动力模式”或“电动辅助模式”。
为了利用M/G 18作为唯一动力源驱动车辆,除了分离离合器26将发动机14与动力传动系统12的剩余部分隔离开之外,动力流动保持相同。这段时间期间可以停用或者关闭发动机14中的燃烧以节省燃料。例如,牵引电池20通过线路54将存储的电能传输至可以包括逆变器的电力电子器件56。电力电子器件56将来自电池20的DC电压转换成AC电压以供M/G 18使用。PCU 50命令电力电子器件56将来自电池20的电压转换成提供至M/G 18的AC电压,以将正的或负的扭矩提供至轴30。该运转模式可称为“纯电动”运转模式。
在任何运转模式中,M/G 18可以作为马达运转并且为动力传动系统12提供驱动力。或者,M/G 18可以作为发电机运转,并且将来自动力传动系统12的动能转换成电能存储在电池20中。例如,在发动机14为车辆10提供推进动力的同时,M/G 18可作为发电机。此外,在来自旋转的车轮42的旋转能回传通过齿轮箱24并转换成电能存储在电池20中的再生制动的时间期间,M/G 18还可作为发电机。
应理解图1中示出的示意图仅仅是示例并且不意味着限制。可以设想利用发动机和马达两者的选择性接合以通过传动装置进行传输的其它配置。例如,M/G 18可以相对曲轴28偏置、可以提供额外的马达来起动发动机14和/或可以在变矩器22和齿轮箱24之间设置M/G 18。在不脱离本公开的范围的情况下,可以设想其它配置。
相对于传统的发动机提供动力的车辆,混合动力电动车辆由于减少了发动机的使用而可以提供显著的燃料经济性优势。混合动力电动车辆通常被配置为以多个模式运转,包括发动机开启的运转模式和纯电动模式(即,发动机关闭)的至少一个。混合动力电动车辆通常被配置为根据针对最大燃料效率的校准的算法,以多个运转模式运转。
然而,一些客户会认为纯电动模式必然是更高效的。由此,通常可通过纯电动模式的长时间运转来提高客户满意度。因此,相对于默认(例如,对于燃料效率是最优的)算法,提高纯电动运转模式的间隔的持续时间和数量会是期望的。
当减速到完全停止时,已知的混合动力控制逻辑会经常导致发动机被停机。随后,当从完全停止加速时,已知的混合动力控制逻辑会在驾驶员功率需求超过发动机起动阈值时起动发动机。一般来说,发动机起动阈值是基于当前的电池荷电状态(SOC)和充电/放电极限的。类似地,当以纯电动模式的速度行驶时,当驾驶员功率需求超过发动机起动阈值,发动机将会被起动。
在根据本发明的实施例中,提供缓冲或缓冲区以当驾驶员功率请求超过阈值时能够实现持续的纯电动运转。在优选的实施例中,缓冲区采用增加到发动机起动阈值的偏移的形式。
图2示出了根据本发明的一个实施例的发动机起动阈值偏移。驾驶员功率请求60随着时间变化(例如,随着驾驶员调节加速踏板位置)。在时间t1,驾驶员功率请求60超过基础发动机起动阈值62。基础发动机起动阈值可以是基于电池荷电状态、放电极限和/或其它因素。因此,根据基础混合动力逻辑,发动机通常会在时间t1被起动。
提供发动机起动阈值偏移64,并且将发动机起动阈值偏移64加到基础发动机起动阈值62,以产生修正的发动机起动阈值66。发动机起动阈值偏移64可以是车速的函数。在优选的实施例中,发动机起动阈值偏移64在车辆停止时具有最大值,并且发动机起动阈值偏移64随着车速的增加而减小。在进一步的优选实施例中,发动机起动阈值偏移被配置为:在驾驶员功率请求60超过基础发动机起动阈值62之后的预定时间间隔中衰减到零,如下文中进一步详细讨论的。
由于驾驶员功率请求60未超过修正的发动机起动阈值66,因此发动机不会被起动。由此,满足功率请求60同时保持车辆以纯电动模式运转,从而增强高效运转的感受。
在优选的实施例中,发动机起动阈值偏移64的最大值基于电池放电极限68而被限制。电池放电极限68对应于在当前运转状况下可由高电压电池输送的最大功率。当前的运转状况可包括当前的电池荷电状态、配件功耗和系统固有的放电极限。
在进一步的优选实施例中,基于放电极限缓冲区72,发动机起动阈值偏移进一步受限于调整后的放电极限70。虽然可以仅在放电极限68上限制所述偏移,但根据需求,可期望提供缓冲区72以确保保留足够的电池放电容量以起动发动机。因此,缓冲区72的大小优选地基于起动发动机所需要的功率量。
现参照图3,以流程图的形式示出了根据本公开的控制车辆的方法。所述方法在框80处开始。如在框82处所示,混合动力车辆以纯电动模式(即,发动机关闭)行驶。如在框84处所示,确定并存储发动机起动阈值PSTART。例如,发动机起动阈值PSTART是基于电池荷电状态、放电极限和/或其它因素来确定的。
接着,如在框86处所示,确定并存储发动机起动阈值偏移POFFSET。如在框88处所示,发动机起动阈值偏移POFFSET可以是基于包括电池放电极限、确保用于起动发动机的功率的缓冲区、当前车速和/或衰减比例因子的因素的。在下文中将关于框100更详细地讨论所述衰减比例因子。
如在框90中所示,接收并监测驾驶员功率请求PREQUEST。例如,可通过驾驶员致动加速踏板的方式来接收驾驶员功率请求PREQUEST。还可基于来自巡航控制算法、自动驾驶(self-driving)车辆算法或其它半自动或全自动驱动系统的输出来接收功率请求PREQUEST。
接着,如在操作92处所示,确定驾驶员功率请求PREQUEST是否超过发动机起动阈值PSTART。如果否,则接着如在框94处所示,控制车辆处于发动机关闭的纯电动模式。接着,控制返回到框84。因此,当驾驶员功率请求保持低于发动机起动阈值时,车辆继续处于发动机关闭的纯电动模式。在每次循环中由于当前的运转状况的变化会引起各个偏移中的至少一个的变化,因此发动机起动阈值PSTART与发动机起动阈值偏移POFFSET在每次循环中被重新计算。
如果是,则接着如在操作96处所示,确定驾驶员功率请求PREQUEST是否超过发动机起动阈值PSTART与发动机起动阈值偏移POFFSET的总和。如果否,则如在框98处所示,延迟发动机起动。如在框100处所示,确定偏移衰减比例因子。提供偏移衰减比例因子以在驾驶员功率请求PREQUEST超过发动机起动阈值PSTART之后的预定的时间间隔内使POFFSET衰减至零。衰减比例因子可以是在驾驶员功率请求PREQUEST超过发动机起动阈值PSTART之后经历的时间、当前车速、电池荷电状态和/或其它适当的变量的函数。接着,操作继续到框94。
如果是,则接着如在框102处所示,发动机被起动。然后,可利用来自内燃发动机的功率来至少部分地满足驾驶员功率请求。
当然,上述的变型是可行的。举个例子,在一些实施例中,混合动力车辆设置有“ECO”按钮。各种车辆系统被配置为响应于ECO按钮未被激活而以第一模式运转,响应于ECO按钮被激活而以第二模式运转。在一些这样的实施例中,仅当ECO按钮激活时才提供发动机起动阈值偏移。在其它的这样的实施例中,仅当ECO按钮未激活时才提供发动机起动阈值偏移。
从上述描述可以看出,本发明提供了控制混合动力车辆的方法,所述方法在允许时延迟发动机起动,由此避免在车辆从完全停车起步时或在驾驶员功率请求的临时短暂增加期间的发动机重新起动。
虽然上面描述了示例性实施例,但是并不意味着这些实施例描述了本发明的所有可能的形式。更确切地讲,说明书中使用的词语为描述性词语而非限制,并且应理解的是,在不脱离本发明的精神和范围的情况下,可作出各种改变。此外,可组合各个实施的实施例的特征以形成本发明的进一步的实施例。
Claims (6)
1.一种混合动力电动车辆,包括:
内燃发动机,被配置为向牵引车轮提供动力;
控制器,被配置为:当车速低于预定值时,响应于发动机关闭和功率请求超过发动机起动阈值,延迟发动机起动。
2.根据权利要求1所述的车辆,其中,延迟发动机起动包括:提供发动机起动阈值偏移,所述偏移随着车速的增加而减小,并且当所述功率请求超过发动机起动阈值与所述发动机起动阈值偏移的总和时,起动发动机。
3.根据权利要求2所述的车辆,其中,所述发动机起动阈值偏移具有基于电池放电极限的最大值。
4.根据权利要求2所述的车辆,其中,所述发动机起动阈值偏移是基于车速和发动机起动阈值的。
5.根据权利要求4所述的车辆,其中,所述发动机起动阈值偏移是从查找表获得的。
6.根据权利要求1所述的车辆,其中,所述控制器被配置为:响应于发动机关闭、功率请求超过发动机起动阈值以及电池荷电状态超过荷电状态阈值,延迟发动机起动。
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