CN101128352B - 互补式再生扭矩系统及其控制方法 - Google Patents

互补式再生扭矩系统及其控制方法 Download PDF

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CN101128352B
CN101128352B CN2005800475349A CN200580047534A CN101128352B CN 101128352 B CN101128352 B CN 101128352B CN 2005800475349 A CN2005800475349 A CN 2005800475349A CN 200580047534 A CN200580047534 A CN 200580047534A CN 101128352 B CN101128352 B CN 101128352B
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control module
vehicle
regenerative torque
torque
engine
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CN101128352A (zh
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托马斯·帕特里克·维尔格维尔
马丁·J.·杜伯伊斯
马修·F.·约翰斯通
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Abstract

本发明涉及一种用于包括具有油门踏板位置传感器的发动机的车辆的互补式再生扭矩系统。该再生扭矩系统选择性地存储并提供能量给车辆的驱动链，以便按需地提供互补式扭矩。该再生扭矩系统在本质上可以是液压的或电子的，并且相对于发动机可以设置在变速箱的上游或下游。再生扭矩控制模块被设置在油门踏板位置传感器和发动机控制模块之间，截获油门踏板位置信号，响应于再生扭矩系统的操作模式对其进行修改，并将所述修改过的节流阀信号转递到发动机控制模块。同样地，该再生扭矩控制模块先截获并修改来自发动机控制模块的信号，然后将它们广播给其余的车辆控制模块。

Description

互补式再生扭矩系统及其控制方法
技术领域
本发明涉及用于车辆的互补式再生扭矩系统(RTS，RegenerativeTorque System)的控制器、现有车辆部件的接口及其相关的控制。
背景技术
常规的车辆具有作为单个扭矩源的内燃机。图1示出了常规的四轮驱动车辆的信号和扭矩流以及相关控制的流程图。经常采用油门踏板位置(APP)传感器来指示所需的发动机扭矩，同时发动机控制模块(ECM)响应于APP和其它感测的条件而控制发动机。ECM与变速箱控制模块(TCM)通信，该变速箱控制模块根据其它条件中的APP、发动机输出扭矩、发动机速度和车辆速度控制变速箱。这种组件在本领域中是熟知的。这些现有技术系统没有提供互补式或补充式扭矩的能力、或者存储或使用在车辆减速时所浪费的大量的能量的能力。
现有技术提出了广泛的车辆系统种类，被设计用来捕获和存储在使车辆减速时刹车发热所丢失的动能的一部分、以及使用所存储的能量来重新加速车辆。这种系统经常切换位于变速箱和车辆驱动轮的轴之间某处的传动轴的扭矩。某些系统采用由电动发电机、电池和电容器构成的电气混合元件，以将刹车时的动能切换为电势能，以用于在需要扭矩时驱动电动机。其它系统采用由泵、电动机和蓄电池构成的液压混合元件，以将刹车时的动能切换为液压电势能，以用于在需要扭矩时驱动电动机。
液压RTS的一个例子采用由车辆驱动链所驱动的集成泵式电动机(P/M)。P/M在给液压蓄电池充电的发电泵模式和供应扭矩给驱动链的电动机模式之间切换。这种泵式电动机对本领域的普通技术人员来说是熟知的。许多这样的设计包括具有防波板的变排量P/M。当防波板处于零度角时，P/M的活塞没有随着气缸柱而往复运动，而P/M既没有泵抽(pumping)也没有机动(motoring)。响应于RTS的操作模式，控制防波板的位置。当刹车时，P/M成为充电压力蓄电池的泵。在加速时，该压力蓄电池供电给P/M，然后，该P/M充当供应扭矩给驱动链的电动机。
所有这种现有设备和系统都价格昂贵，很难与现有车辆的控制系统一同安装，特别不适合与现有控制系统的简单集成，从而不能提供与本发明的组件相关联的优点。
发明内容
本发明涉及一种用于车辆用的互补式RTS的控制器，所述控制器包括：具有关联控制器的发动机；APP传感器；具有关联控制器的传动单元；用于驱动一对轮子以便驱使所述车辆的传动轴；以及再生扭矩单元。该再生扭矩单元选择性地存储和供应能量给驱动链，以给该驱动链提供所需的互补式扭矩。该再生扭矩单元可以相对于所述发动机设置在所述传动方向的上游或者下游。再生扭矩控制模块(RTCM)设置在现有车辆线束与ECM或其它所需的控制模块之间，并截获加入和离开控制模块的相应的信号，并响应于RTS的操作模式修改同一信号。本发明允许在不修改现有的发动机控制器、变速器控制器或其它系统控制器的情况下将RTS增加到车辆。本发明还提供操作失败安全模式，其中在RTS失败的情况下，控制信号恢复到它们的原始值。
附图说明
图1是在常规的四轮驱动车辆中的信号和扭矩流及其相关控制的示意性流程图。
图2是描述根据本发明的信号和扭矩流以及在常规的四轮驱动车辆中的相关控制的流程图。
图3a是根据本发明的在两轮驱动车辆中的RTS的示意性视图，其中，RTS位于发动机和变速箱之间。
图3b是根据本发明的在两轮驱动车辆中的RTS的示意性视图，其中，RTS位于变速箱和传动轴之间。
图4是具有连接发动机ECM上的线束的常规的内燃机。
图5是图4中的内燃机的线束示意图。
图6是用单独模块接口实施的本发明的线束示意图。
图7是用多个模块接口实施的本发明的线束示意图。
图8是示出根据本发明的典型的传递故障保护线路布置的示意图。
具体实施方式
图2-3示出根据本发明的优选实施例的组件。内燃机1充当主要扭矩源用于驱动驱动链，所述驱动链包括变速箱3、关联传动轴、驱动轮间的分速器、以及在四轮驱动车辆的情况下将扭矩在前后轴之间分离提供的分动箱5。使用再生扭矩源(12)，以便给驱动链提供要求的辅助扭矩并在减速/车辆刹车期间存储能量。在一个优选实施例中，扭矩累积设备(例如，集成泵/电动机)(10)设置在发动机和变速箱之间。
本发明尤其适用于将互补式扭矩按需地传送到驱动链。传送到变速箱的扭矩量是由发动机所提供的扭矩和由再生扭矩源所提供的扭矩之和。根据车辆条件(例如，扭矩需求)和从发动机或再生扭矩源10/12可得的扭矩的量，再生扭矩控制模块(20)RTCM用来控制由发动机和再生扭矩源所传送的扭矩。RTCM 20计算如何分离在发动机1和再生扭矩源10/12之间的扭矩传送。由再生扭矩源所提供的扭矩对于发动机扭矩可以是补充的(附加的)或者可以是互补的(替换)。由发动机或者再生扭矩源所提供的扭矩的百分比取决于车辆的工作条件、扭矩需求以及在给定时间可以由任一源提供的可用扭矩。RTCM 20具有必要的算法，以按需地控制再生扭矩源，从而选择性地适当地供应扭矩给驱动链。另一方面，发动机被通常由发动机的制造商所提供的(电子控制模块)ECM 22控制。
现代内燃机非常复杂。响应于一系列所感测的车辆条件来控制发动机。诸如氧气传感器、车速传感器、发动机速度传感器之类的传感器以及许多其它输入装置都被ECM 22用来有效地管理发动机的性能。点火序列、喷油器控制等都是现代工作发动机的动态部分。油门踏板位置传感器24(APP)是所感测的参数之一。感测油门踏板位置，提供了对发动机的扭矩的主要请求。但是，当再生扭矩源对驱动线施加互补式扭矩时，不能精确地控制发动机。这是因为，对于由APP传感器24显示的给定扭矩要求，在不知道所需的扭矩的一部分正由再生扭矩源10/12提供的情况下，发动机1将试图按照APP 24传感器所请求的那样提供扭矩。这可以导致与油门踏板的响应不一致的扭矩。这是不希望的，因为它使驾驶不直观，使司机分心，并在再生扭矩传送期间需要特别的技术来操纵车辆的操作。为了解决这些问题，RTCM截获并修改APP信号。
如前所述，APP通常直接发送给ECM 22。但在本发明的布置中，APP由RTCM 20截获。然后，当通过再生扭矩源10/12提供辅助扭矩时，RTCM适当地修改该信号。例如，当司机踩下油门踏板时，车辆情况可以保证通过再生扭矩源10/12提供大量的扭矩。在这种情况下，几乎不需要来自发动机1的扭矩。如果发动机1接收原始的APP信号24，其将传送出过多的扭矩，而车辆将不会按照司机的期望而操作。为了防止发生这样的情况，RTCM 20修改APP 24信号，从而人工地展示较小的油门踏板踩踏力度。这样就导致了最终依照司机的希望的那样将扭矩传送到变速箱3。由于RTCM 20从再生扭矩源10/12要求更少的扭矩，RTCM 20如ECM 22可知的那样修改APP 24，以使发动机1如所需的那样增加其扭矩的百分比。在不再需要施加辅助扭矩的情况下，实际的APP 24未经修改地发送给ECM 22。
在现代常规的车辆中，ECM 22通过通信总线或其它装置也与其它系统控制模块(尤其是变速箱控制模块TCM 30)通信。TCM 30可以使用APP 24、发动机扭矩信号或由ECM 22产生的其它信号来实现变速策略。当互补式扭矩由再生扭矩源10/12提供时，变速箱3将从ECM 22收到被误导的信号，从而不正确地变速。导致这样的结果是由于TCM 30接收只代表了来自发动机1的扭矩的信号，而实际上则是发动机扭矩和由再生扭矩源10/12所提供的扭矩的总和。为了纠正这一缺点，RTCM 20截获由ECM 22所产生的扭矩信号，并按照由再生扭矩源提供辅助扭矩的情况修改该信号。被修改的扭矩信号由按百分比比例的发动机扭矩和辅助扭矩构成。在这种情况下，连接车辆通信总线的其它控制模块不会觉察到扭矩的分离。对于使用APP24传感器的变速箱，该信号也可以通过RTCM 20修改。
图4示出具有ECM的常规发动机的透视图。图5示出连接ECM的发动机线束，而车辆线束将ECM连接整个车辆的所有的各个系统。由于现代发动机及其相关控制模块的精密复杂，为每一辆包含RTS的车辆替换ECM或者任何其它现有控制模块将是不切实际的。这样会对每一种类型的发动机/变速箱的组合都要求不同的RTCM 20。因此，这就希望保留使用原有的ECM 22，并采用改进的布置，由此RTCM 20采用传递设备以允许实现简单容易的改进连接，而不危及原有ECM 22接收所有各种被感测的情况和信号并继续控制所有不同的系统部件的能力。RTCM 20控制RTS并且只截获和修改会不正确地影响其它控制模块或系统的那些信号。图6示出根据本发明的优选实施例的实施方式。RTCM 20被连接到通常连接ECM 22的车辆线束连接器上。该连接映射ECM 22的连接。对于涉及到不同模块的多个信号的系统(图7)，每个线束都以相似的方式复制。对于跨多个发动机/ECM 22平台上的实施方式，在RTCM 20和线束之间，RTCM20可以采用适配器。RTCM 20截获APP 24和任何其它所需的信号，以便在向其它系统控制器广播之前进行修改。从RTCM 20提供第二线束给ECM 22。对于在线束中载有各种不同信号的线缆，这些线缆只是简单地不加改变地通过RTCM 20，并转递给ECM 22。
ECM 22的输出也通过RTCM 20被导回。大部分ECM 22输出信号只是简单地被直接传到其余的车辆系统/部件上。但是，RTCM 20截获诸如发动机扭矩信号之类的信号。在传送互补式扭矩的过程中，发动机1只提供全部动力传动系统扭矩的一小部分。RTCM 20修改发动机扭矩信号以便反映施加到变速箱3上的全部扭矩。这个信号被发送给TCM 30和车辆中的任何其它模块。
在车辆减速的过程中，RTS充当存储装置。诸如泵式电动机和电动发电机之类的能量转换装置在特定速度下是最有效并因此进行调校，这在本领域中是已知的。由此，在减速的过程，希望努力地控制变速箱3，以便在特定的速度范围内旋转传动轴，从而使能量转换装置的效率最大并增加所存储的能量。RTCM 20对所有的车辆感测参数具有完全访问权。在发送到TCM 30之前，发动机扭矩、APP 24和其它信号可以由RTCM 20修改，这样迫使TCM 30保持有利于能量转换装置操作和能量存储的变速点。对于从发动机1和变速箱3之间提取能量的结构，这样做是有效的。对于从变速箱的下面提取扭矩的RTS，通过保持发动机刹车最小化的情况，相似的修改可以有益于能量恢复。这种操作模式与常规的减速变换有很大不同，常规的减速变换主要地依赖于变速箱的切换以便利用发动机刹车扭矩。混合RTS的环境与常规的驱动链有非常大的不同。本发明允许在减速时改变车辆变速箱3的操作，以便使能量转换装置的速度最优化，而这一点此前在本领域中是没有的。
RTCM 20构造成这样，使得在RTS失灵或不起作用的情况下，被RTCM 20截获的信号被自动切换以便使未经修改的控制信号通过。图8示出用于这种故障保护电路的典型机制。进入和离开RTCM20的每个信号都被继电器或其它切换设备所切换。所述切换缺省为旁路模式。当RTCM 20被加电并在无错情况下操作时，继电器接通，其将控制信号引导通过RTCM 20。这样的布置允许原有的ECM 22、TCM 30或其它控制模块在RTS失效或关闭的情况下正常操作。
例如，在RTS功率损耗的情况下，RTS将不能存储能量，并将失效。在这种情况下，故障保护继电器电路将断电(de-energize)，而发动机、变速箱和其它车辆系统将进行正常操作。响应于其它默认检测操作条件，故障保护继电器电路也可以旁路输入信号。
虽然就优选实施例示出和描述了上述发明，但是，本领域的技术人员应当理解，在不脱离本发明的精神和范围的情况下，可以进行各种改变和修改。

Claims (22)

1.一种具有再生扭矩系统的车辆，包括：
驱动链，该驱动链包括：
具有用于感测油门踏板位置的油门踏板位置传感器的发动机，所述油门踏板位置传感器产生代表所述油门踏板位置的油门踏板位置信号；
由所述发动机驱动的变速箱单元，其用来驱动至少一对车轮以便驱使所述车辆；
再生扭矩单元，用于存储以及提供能量给所述驱动链，以便选择性地按需地向其提供互补式扭矩，所述再生扭矩单元相对于所述发动机设置在传动方向的上游或者下游；
发动机控制模块，用于响应于工作条件控制所述发动机；
再生扭矩控制模块，其设置在所述油门踏板位置传感器和所述发动机控制模块之间，该再生扭矩控制模块截获所述油门踏板位置信号并且响应于所述再生扭矩单元的操作模式来修改所述油门踏板位置信号。
2.根据权利要求1所述的具有再生系统的车辆，还包括置于所述再生控制模块和所述变速箱之间的变速箱控制模块，用于响应于所述工作条件来控制所述变速箱。
3.根据权利要求2所述的具有再生系统的车辆，其中，当所述再生扭矩单元响应于使所述再生扭矩单元的效率最大的标准存储能量时，所述变速箱控制模块在所述车辆的再生模式下选择性地控制所述变速箱。
4.根据权利要求3所述的具有再生系统的车辆，其中，所述再生扭矩单元包括能量转换装置，当所述车辆在所述再生模式下减速时，所述变速箱控制模块发送信号使所述变速箱变速，以便在特定的速度范围内保持所述能量转换装置的驱动速度。
5.根据权利要求2所述的具有再生系统的车辆，其中，所述再生扭矩控制模块从所述发动机控制模块截获扭矩信号并响应于车辆条件选择性地修改所述扭矩信号，并将修改过的扭矩信号发送到所述变速箱控制模块。
6.根据权利要求2所述的具有再生系统的车辆，其中，所述再生扭矩控制模块被设置在所述发动机和所述变速箱控制模块之间，并截获发动机扭矩信号，当所述再生扭矩单元提供互补式扭矩时，所述再生扭矩控制模块选择性地修改所述发动机扭矩信号并将修改过的扭矩信号发送到所述变速箱控制模块。
7.根据权利要求1所述的具有再生系统的车辆，其中，所述再生扭矩控制模块包括传递装置，该传递装置将多个未修改的信号传递给线缆束，从而有助于用具有通常连接到所述发动机控制模块的单个线束连接器的线缆束的改进安装。
8.根据权利要求4所述的具有再生系统的车辆，其中，所述再生扭矩控制模块被置于所述发动机和所述变速箱控制模块之间，并截获发动机扭矩信号，当所述再生扭矩单元提供互补式扭矩时，所述再生扭矩控制模块选择性地修改所述发动机扭矩信号并将修改过的扭矩信号发送到所述变速箱控制模块。
9.根据权利要求8所述的具有再生系统的车辆，其中，所述再生扭矩控制模块从所述发动机控制模块截获扭矩信号并响应于车辆条件选择性地修改所述扭矩信号，并将修改过的扭矩信号发送到所述变速箱控制模块；并且，其中所述再生扭矩控制模块包括传递装置，该传递装置将多个未修改的信号传递到线缆束，从而有助于用具有通常连接到所述发动机控制模块的单个线束连接器的线缆束的改进安装。
10.一种具有再生系统的车辆，包括：
驱动链，所述驱动链包括：
具有用于感测油门踏板位置的油门踏板位置传感器的发动机，所述油门踏板位置传感器产生代表所述油门踏板位置的油门踏板位置信号；
由所述发动机驱动的变速箱单元，其用来驱动至少一对车轮以便驱使所述车辆；
传动轴，其通过所述发动机驱动，以便传输扭矩给一对驱动轮；
发动机控制模块，其响应于车辆工作条件控制所述发动机；
再生扭矩单元，其连接所述传动轴以便选择性地驱动所述传动轴以及被所述传动轴所驱动，当被所述传动轴在再生模式下驱动时所述再生扭矩单元存储能量，以及当在供应扭矩给驱动链的电动机模式下驱动所述传动轴时，选择性地按需地向所述传动轴施加互补式扭矩；
再生扭矩控制模块，其被设置在所述油门踏板位置传感器和所述发动机控制模块之间，所述再生扭矩控制模块截获所述油门踏板位置信号并响应于所述再生扭矩单元的操作模式修改所述油门踏板位置信号，
其中所述再生扭矩控制模块包括传递装置，该传递装置将多个未修改的信号传递到线缆束，从而有助于用具有通常连接到所述发动机控制模块的单个线束连接器的线缆束的改进安装。
11.根据权利要求10所述的车辆，其中，所述传动轴包括置于所述发动机和所述变速箱之间的第一传动轴和置于所述变速箱和所述一对轮子之间的第二传动轴，所述再生扭矩单元被连接到所述第一传动轴。
12.根据权利要求10所述的具有再生系统的车辆，还包括置于所述再生扭矩控制模块和所述变速箱之间的变速箱控制模块，其响应于所述工作条件控制所述变速箱。
13.根据权利要求12所述的具有再生系统的车辆，其中，当所述再生扭矩单元响应于使所述再生扭矩单元的效率最大的标准存储能量时，所述变速箱控制模块在所述车辆的所述再生模式下选择性地控制所述变速箱。
14.根据权利要求13所述的具有再生系统的车辆，其中，所述再生扭矩单元包括集成泵式电动机，当所述车辆在所述再生模式下减速时，所述变速箱控制模块发出变速信号以切换变速箱，以便将所述泵式电动机的驱动速度保持在特定的速度范围内。
15.根据权利要求10所述的具有再生系统的车辆，其中，所述再生扭矩控制模块从所述发动机控制模块截获扭矩信号，并响应于车辆条件选择性地修改所述扭矩信号，并将修改过的扭矩信号发送到所述变速箱控制模块。
16.根据权利要求12所述的具有再生系统的车辆，其中，所述再生扭矩控制模块被设置在所述发动机和所述变速箱控制模块之间，并截获发动机扭矩信号，当所述再生扭矩单元提供互补式扭矩时，所述再生扭矩控制模块选择性地修改所述发动机扭矩信号并将修改过的扭矩信号发送到所述变速箱控制模块。
17.根据权利要求1所述的具有再生系统的车辆，其中，所述再生扭矩控制模块包括传递装置，该传递装置将多个未修改的信号传递到线缆束，从而有助于用具有通常连接到所述发动机控制模块的单个线束连接器的线缆束的改进安装，所述传递装置包括故障保护装置，响应于错误情况，该故障保护装置使所有输入信号不经修改地通过。
18.根据权利要求17所述的具有再生系统的车辆，其中，所述故障保护装置包括继电器电路，以将所述输入信号旁路通过所述再生扭矩控制模块而不经修改。
19.根据权利要求14所述的具有再生系统的车辆，其中，所述再生扭矩控制模块被设置在所述发动机和所述变速箱控制模块之间，并截获发动机扭矩信号，当所述再生扭矩单元提供互补式扭矩时，所述再生扭矩控制模块选择性地修改所述发动机扭矩信号并将修改过的扭矩信号发送到所述变速箱控制模块。
20.根据权利要求19所述的具有再生系统的车辆，其中，所述再生扭矩控制模块从所述发动机控制模块截获扭矩信号并响应于车辆条件选择性地修改所述扭矩信号，并将修改过的扭矩信号发送到所述变速箱控制模块。
21.根据权利要求10所述的具有再生系统的车辆，其中，所述传递装置包括故障保护装置，以响应于错误情况使所有输入信号不经修改地通过。
22.根据权利要求21所述的具有再生系统的车辆，其中，所述故障保护装置包括继电器电路，以将所述输入信号旁路通过所述再生控制单元而不经修改。
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