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CN102862566A - 车辆蠕滑的控制 - Google Patents

车辆蠕滑的控制 Download PDF

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CN102862566A
CN102862566A CN2012102324909A CN201210232490A CN102862566A CN 102862566 A CN102862566 A CN 102862566A CN 2012102324909 A CN2012102324909 A CN 2012102324909A CN 201210232490 A CN201210232490 A CN 201210232490A CN 102862566 A CN102862566 A CN 102862566A
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speed
expectation
torque
creep
control
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CN102862566B (zh
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马克·S·山崎
马文·P·卡拉斯卡
丹·科尔文
法扎勒·U·赛义德
布兰顿·R·马斯特逊
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/1077—Change speed gearings fluid pressure, e.g. oil pressure
    • B60W2710/1083—Change speed gearings fluid pressure, e.g. oil pressure pressure of control fluid
    • 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
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    • 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
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

一种用于控制车辆蠕滑的方法，包括：如果期望的蠕滑速度超过车辆速度，则控制电动机速度产生期望的蠕滑速度；如果期望的车轮扭矩超过实际车轮扭矩，则控制电动机扭矩产生期望的车轮扭矩；以及如果车辆速度减小并超过期望的速度，则控制电动机扭矩使车辆减速到蠕滑速度。

Description

车辆蠕滑的控制
技术领域
本发明总体上涉及控制车辆蠕滑的装置，其使用包括电动机和启动离合器的动力系统来响应油门踏板和制动器踏板。
背景技术
在装有内燃发动机和自动变速器的传统车辆中，当变速杆位于前进或倒退驱动的位置上时车辆能够向前或向后蠕滑。当驾驶员的脚离开油门踏板，并且也离开或轻微踩下制动器踏板时，车辆将向前或向后低速蠕滑，如以10kph的速度蠕滑。在传统配置中，发动机轴通常以怠速或更高的速度转动。由发动机轴驱动的变速器泵为变速器提供液压压力。允许扭矩变换器滑动并保持车辆速度匀速。
当发动机不运转时，装有模块化混合动力变速器(MHT)的车辆由于内燃发动机或电动机供给的动力而蠕滑。因为MHT车辆动力系统不包括扭矩变换器，所以车辆蠕滑对车辆控制形成了独特的挑战。当发动机开启时，发动机断开离合器关闭并且发动机轴以怠速或更高的速度转动。因此，变速器输入轴驱动为变速器离合器的运行提供压力的变速器泵。与传统车辆中扭矩变换器的功能类似，允许启动离合器滑动并保持车辆匀速。
但是，当发动机关闭、电动机和泵只用来为变速器提供液压压力时，浪费了电能。辅助泵能够用来保持压力，但这也不必要地使用电能。当输入轴不转动时，为了产生足够的压力，辅助泵必须非常大，因此这会增加车辆的成本。
用电动机来产生车辆蠕滑需要这样一种方法，其确保在需要蠕滑时电动机驱动变速器泵并且为变速器提供液压压力，而且在不需要蠕滑时允许发动机转动减慢并且将能量储存起来。
行业中需要这样一种方法，其控制要么用发动机驱动要么用电动机驱动的车辆蠕滑，并且管控发动机驱动和电动机驱动之间的过渡。
发明内容
一种用于控制车辆蠕滑的方法，包括：如果期望的蠕滑速度超过车辆速度，则控制电动机速度产生期望的蠕滑速度；如果期望的车轮扭矩超过实际车轮扭矩，则控制电动机扭矩产生期望的车轮扭矩；以及如果车辆速度减小并超过期望的速度，则控制电动机扭矩使车辆减速到蠕滑速度。
该算法协调了混合动力车辆中蠕滑过程中的子系统的动作，其包含最大扭矩被控制以保持车辆速度并产生扭转隔离的启动离合器。该算法提供了速度控制中的蠕滑和扭矩控制中的驱动之间的平稳过渡。该算法是稳固的，并且处理了两个脚踏驱动以及在停车场驾驶时遇到的频繁出现制动器和油门动作的善变(change-of-mind)事件。
当需要时液压压力用于驱动变速器控制离合器和制动器以及使用电驱动电机来驱动泵。当不需要时通过中止电动机来储存能量。
优选的实施例的适用范围通过下述具体实施方式、权利要求和附图将变得明显。应当理解，所述实施方式和具体示例尽管表明了本发明的优选的实施例，但其仅仅是通过例证的方式给出的。对所描述的实施例和示例做出各种不同的变化和改进对于本领域技术人员来说将变得明显。
附图说明
参考下面结合附图给出的实施方式将使本发明更容易理解，其中：
图1是用于包括模块化混合动力变速器(MHT)的混合动力车辆(HEV)的动力系统的原理图；
图2是用于控制车辆蠕滑的算法的逻辑流程图；
图3表示当图1所示的发动机产生车辆蠕滑时动力系统参数的变化；以及
图4表示当图2所示的电动机产生车辆蠕滑时动力系统参数的变化。
具体实施方式
图1所示的动力系统10包括：发动机12；电动机14，如起动发电机；变速器油泵；高压电池18；发动机断开离合器20；变速器启动离合器；变速器齿轮箱24；主减速器26；后车轴28、29；后车轮30、31；低压起动机32；低压电池34；与齿轮箱24和主减速器26连接的后传动轴36；以及与动力系统10的其他部件互相连接的驱动轴37-40。当电动机14在发动机起动过程中推进车辆时，低压起动机32克服发动机压缩。因此，在车辆加速过程中无扭矩漏失。
发动机断开离合器20、电动机14、以及变速器启动离合器22的组合代替了动力系统10中扭矩变换器的功能。因为动力系统10中无扭矩变换器，所以任何期望的扭矩变换器功能都必须利用14、20、22这三个部件通过新的或更改的控制算法来完成。
图2所示的软件算法50控制车辆蠕滑。算法50通过控制器42在重复软件循环中连续运行，控制器接收如下输入信号：油门踏板位置43、制动器踏板或车轮制动器压力44、车辆速度45、电动机14的速度46、期望电动机扭矩Tq Desired 47，以及由电动机传送的实际扭矩Tq Actual48。
在算法50的步骤52，执行确定发动机12是否开启的测试。如果测试52的结果为逻辑真，则在步骤54，因发动机12响应来自控制器42的能量或扭矩需求信号而产生的能量使车辆蠕滑。发动机12的机轴以最小速度转动，并且通过控制离合器20和22的最大传送扭矩来保持车辆蠕滑速度。
图3中图形化地显示了在发动机开启状态下和步骤54、56、58的控制下产生车辆蠕滑时的动力系统的操作。从T0到T1时间段，驾驶员的脚踩下制动器44并且车辆静止。发动机12的轴转动，并且启动离合器22不是打开就是滑动。在T1时刻，驾驶员松开制动器踏板44。从T1到T2时间段，控制启动离合器22的最大扭矩来使车辆加速并使车辆保持期望的蠕滑速度。在T2时刻，驾驶员踩下油门踏板43。从T2到T3时间段，车辆加速45。在T3时刻，驾驶员松开油门踏板43，并且车辆开始滑行。在T4时刻，驾驶员踩下制动器踏板44，并且车辆速度45减速。在T5时刻，车辆速度减少到期望的蠕滑速度以下，并且启动离合器22必须滑动以防止发动机停转。在T6时刻，车辆恢复静止，并且启动离合器22将滑动或打开。
如果测试52的结果为假，则表示发动机12关闭，在步骤60执行确定是否踩下了制动器踏板44的测试。如果测试60的结果为假，则表示松开了踏板44，在步骤62执行确定是否应用了油门踏板43的测试。如果测试62的结果为假，则表示松开了踏板43，在步骤64执行确定车辆速度(VS)是否大于参考车辆速度的测试，参考车辆速度最好包含期望的车辆蠕滑速度加上预定的增量速度以应对迟滞。
如果测试64的结果为假，则表示车辆速度低于参考车辆速度，则在步骤66使电动机速度14增加到期望的蠕滑电动机速度14。在步骤68，控制变速器离合器22的最大扭矩来保持期望的车辆蠕滑速度。
图4中图形化地显示了在发动机关闭的情况下产生车辆蠕滑时的动力系统的操作。从T0到T1时间段，驾驶员踩下制动器踏板44，并且车辆静止。电动机14和变速器泵16关闭。在T1时刻，驾驶员松开制动器踏板44。电动机14处于速度控制状态，并且期望的电动机速度大于期望的齿轮箱输入37的速度，以允许产生用于滑动启动离合器22的富余。从T1到T2时间段，变速器泵16的转子开始与电动机14一起转动，并且变速器管线压力增加。控制车辆加速以及启动离合器22的最大扭矩来保持车辆蠕滑速度不变。在T2时刻，驾驶员踩下油门踏板43。当指令的电动机扭矩47超过实际电动机扭矩48时，电动机14从速度控制转变到扭矩控制，并且车辆速度45增加。在T3时刻，驾驶员松开油门踏板43，并且车辆滑行。在T4时刻，驾驶员踩下制动器踏板43，并且车辆速度45减小。在T5时刻，启动离合器22开始滑动以允许输入轴速度37减小到电动机速度14以下。在T6时刻，车辆静止。从T5到T7，尽管车辆速度继续减小，电动机14仍然转动，从而保持变速器泵16转动并保持完全管线压力。
在T5到T7区域中，如果驾驶员将要松开制动器踏板44，则车辆速度14将在觉察不到操作中断的情况下增加到期望的蠕滑速度。在T5到T7区域中，如果驾驶员将要踩下油门踏板43，则由于保持了管线压力，变速器24将能够启动车辆。从T5到T7时间段代表“善变(change of mind)”区域。
如果测试52的结果为假，则表示发动机12关闭，如果测试60的结果为假，则表示松开了踏板44，并且如果测试62的结果为真，则表示踩下了油门踏板43，在步骤70执行确定期望的电动机扭矩47是否等于或者大于实际电动机扭矩48的测试。
如图4中图形化所示，从T2到T3时间段，如果测试70的结果为真，则表示实际电动机扭矩46低于期望的电动机扭矩47，在步骤72，电动机14用于扭矩控制，以便使实际电动机扭矩48增加并保持实质上等于期望的电动机扭矩48。
图2表示当驾驶员既未踩下制动器踏板44也未踩下油门踏板43并且车辆速度45大于期望的车辆蠕滑速度时的算法50的步骤。这些条件出现在驱动车辆后车辆减速时，或者是下坡行驶时车辆速度增加超过车辆蠕滑速度时。
如果测试52的结果为假，则表示发动机12关闭，如果测试60的结果为假，则表示松开了踏板44，如果测试62的结果为假，则表示未踩下油门踏板43，并且如果测试64的结果为真，则表示车辆速度(VS)比参考车辆速度高，在步骤72，车辆减速过程中电动机14用于扭矩控制，以便出现再生制动或者模拟的发动机压缩制动算法使用电动机14使车辆减速。这在图4中图形化地显示为T3到T4时间段。
图2表示使车辆减速时踩下制动器44并且不踩下油门踏板43时的算法50的步骤。如果测试52的结果为假，则表示发动机12关闭，如果测试60的结果为真，则表示踩下了制动器踏板44，如果测试74的结果为假，则表示未踩下油门踏板，并且如果测试76的结果为假，则表示车辆速度大于关闭速度，在步骤78，重置关闭计时器。如果测试80的结果为真，则表示车辆速度大于期望的车辆蠕滑速度，在步骤82，电动机14处于扭矩控制，其中出现再生制动或者模拟的发动机压缩制动算法使用电动机14使车辆减速。这在图4中图形化地显示为T4到T5时间段。
图2表示当踩下制动器踏板44并且车辆速度45减小到某一速度、最好是减小到车辆速度为零时的算法50的步骤。如果测试52的结果为假，则表示发动机12关闭，如果测试60的结果为真，则表示踩下了制动器踏板44，如果测试74的结果为假，则表示松开了油门踏板43，并且如果测试76的结果为真，则表示车辆速度小于关闭速度，在步骤84，起动关闭计时器。
在步骤86，执行确定关闭计时器是否期满的测试。如果关闭时间在图4中T5到T7的“善变”时间区间期满，则在步骤88关闭电动机14。如果计时器未期满，则在步骤90结束算法的执行。
如图4中图形化地显示，电动机14以接近发动机怠速的期望速度转动。如果驾驶员不采取进一步行动，关闭计时器将期满并且电动机速度14减小到零速度来储存能量。由关闭计时器规定的时间区间是从T5到T7时间段的“善变”区间。在该区间中，电动机14仍然转动，并且变速器泵16保持完全管线压力。如果驾驶员在该区间过程中松开制动器踏板44或者踩下油门踏板43，则车辆由于变速器管线压力的损耗能够无中断地以蠕滑速度行进。
图2表示当驾驶员将一只脚置于制动器踏板上并将另一只脚置于油门踏板上时的算法50的步骤。如果测试52的结果为假，则表示发动机12关闭，如果测试60的结果为真，则表示踩下了制动器踏板44，并且如果测试74的结果为真，则表示也踩下了油门踏板43，在步骤70，执行确定期望的电动机扭矩47是否等于或大于实际电动机扭矩48的测试。
如果测试70的结果为真，则表示实际电动机扭矩46低于期望的电动机扭矩47，在步骤72，电动机14用于扭矩控制，以便增加实际电动机扭矩48并保持实质上等于期望的电动机扭矩48，并且在步骤92结束算法50的执行。
如果测试70的结果为假，则表示实际电动机扭矩46高于期望的电动机扭矩47，在步骤94，电动机14用于产生期望的车辆蠕滑速度。在步骤96，控制启动离合器22的最大扭矩来保持期望的车辆蠕滑速度，并且在步骤90结束算法50的执行。
如果驾驶员需要的电动机扭矩47较低，则使电动机14进入速度控制，以期望的蠕滑电动机速度为目标。然后调节启动离合器22来保持车辆速度。当驾驶员需要的电动机扭矩47超过保持车辆蠕滑所需的实际电动机扭矩48时，将电动机14进入扭矩控制，以便驱动车辆。这将使电动机速度保持在泵16需要的最小速度上来保持变速器管线压力。变速器将保持与传统车辆相似的功能性，在传统车辆中驾驶员协调操作制动器和油门。
根据专利法规的规定，本发明描述了优选的实施例。但是，应该注意到，可以实施与特定阐述和描述的实施例不同的可选实施例。

Claims (6)

1.一种用于控制车辆蠕滑的方法，其特征在于，包含：
(a)如果松开油门踏板时期望的蠕滑速度超过车辆速度，则控制电动机速度来产生期望的蠕滑速度；
(b)如果期望的车轮扭矩超过实际车轮扭矩，则控制电动机扭矩来产生期望的车轮扭矩；
(c)如果松开油门踏板时车辆速度减小并超过期望的速度，则控制电动机扭矩使车辆减速到蠕滑速度。
2.根据权利要求1所述的方法，其特征在于，所述步骤(a)还包含：
将电动机扭矩通过离合器、齿轮箱和主减速器传递到车轮；以及
控制离合器的最大扭矩以便产生期望的蠕滑速度。
3.根据权利要求1所述的方法，其特征在于，所述步骤(b)还包含：
利用油门踏板被踩下的程度来确定期望的车轮扭矩；
将电动机扭矩通过离合器、齿轮箱和主减速器传递到车轮；以及
控制离合器的最大扭矩以便产生期望的车轮扭矩。
4.根据权利要求1所述的方法，其特征在于，所述步骤(c)还包含利用再生制动来使车辆减速。
5.根据权利要求1所述的方法，其特征在于，所述步骤(c)还包含利用发动机压缩制动来使车辆减速。
6.根据权利要求1所述的方法，其特征在于，还包含：
将发动机产生的扭矩通过第二离合器传递到液压泵；
将电动机扭矩通过离合器、齿轮箱和主减速器传递到车轮；
控制离合器来产生期望的蠕滑速度。
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CN108437852A (zh) * 2018-05-16 2018-08-24 江铃汽车股份有限公司 电动汽车从小于蠕行速度过渡到蠕行时的扭矩控制方法
CN110254248A (zh) * 2019-06-24 2019-09-20 北京车和家信息技术有限公司 由大于蠕行车速过渡至蠕行车速的扭矩控制方法及装置
CN112706771A (zh) * 2021-01-29 2021-04-27 海马汽车有限公司 一种汽车蠕行控制方法和汽车

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