CN101052541A - 用于控制混合动力汽车惯性行驶的方法以及混合动力汽车 - Google Patents
用于控制混合动力汽车惯性行驶的方法以及混合动力汽车 Download PDFInfo
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Abstract
用于控制一种混合动力汽车惯性行驶的方法,汽车有一个内燃机(12)和附加至少一个电动机(14)以及一个推进切断装置,后者在汽车惯性行驶时中断给内燃机(12)的燃料输入并在达到或低于内燃机(12)的一个重接转速(n_mot,WE)时使燃料重新输入。规定至少内燃机(12)在运行温度时在重接转速(n-mot,WE)即最高为在内燃机(12)的空转转速(n_mot,LL)之上200min-1,尤其是最高100min-1时使燃料重新输入。按照本发明的重接转速(n_mot,WE)优选甚至位于空转转速(n_mot,LL)的范围里或者刚好超过它。按照本发明的重接转速(n_mot,WE)因此相比于通常的重接转速明显地降低并使推进断开阶段延长并因此使燃料消耗降低。
Description
本发明涉及一种用于控制混合汽车惯性行驶的方法,汽车有一个内燃机和附带有至少一个电动机。汽车还有一个推进断开装置,它在汽车惯性行驶时使内燃机的燃料输入中断并在达到或低于内燃机的重接转速时使燃料重新输入。本发明还涉及一种具有一个对应的推进切断控制装置的混合动力汽车。
混合动力汽车的概念是指至少将两种驱动单元相互组合起来的汽车,这些驱动单元利用不同的能源,以提供汽车驱动的动力。通过燃烧汽油或柴油燃料而产生动能的内燃机和将电能转变成动能的电动机的性能相互补充,因此目前的混合动力汽车主要装备一种这样的组合。可以区分为两种不同的混合方案。在所谓串联的或者顺序的混合动力方案中都只是通过电动机实现汽车驱动,而内燃机则通过一个单独的发电机产生电流用于对一个给电动机供电的储能器充电或者说直接给电动机供电。与之相比目前的并联混合方案为优选的,其中汽车可以既通过内燃机也通过电动机来驱动。在这样的并联方案中例如使电动机通常在有较高的汽车负载的运行点上接通支持内燃机。
在混合动力汽车中由于燃料的消耗而可以在汽车的不同运行状态下分别使用在给定的转速-负载-范围里具有较好效率的那种驱动源。与之相应地原则上都尽可能很少或者根本不使内燃机在空转运行下工作,因为空转时内燃机的效率特别低。因此众所周知的是混合动力汽车都设有一个启动-停止自动装置,该装置包括一个断开自动装置,当有停止条件时使内燃机自动断开(或者抑制内燃机的重新启动),还有一个接通自动装置,当存在有启动条件时它就使内燃机自动启动。尤其是使内燃机在停机工况下,也就是说汽车速度为零,通过自动断开装置而停止。启动-停止自动装置利用以下情况:混合动力汽车具有比通过传统的起动器所明显功率更强大的电动起动电机,这尤其在一个自动停止之后在重新启动时可以实现快速的发动机起动加速。
同样也由于耗油的原因在传统的方案及按混合动力方案下的现代的内燃机在零转矩要求时通常用一种推进断开装置工作,零转矩要求就是一种惯性行驶状况,此时所要求的转矩(司机希望转矩)小于一个当前存在的汽车牵引。在推进断开时在重接转速之上使燃料中断输入至内燃机里。通过这种措施可以在减速阶段,此时司机使加速踏板卸载和/或操纵止动踏板,使燃料消耗降低。若在继续运行时,例如在减速阶段中在一个脱开过程之后,发动机转速低于这重接转速,那么使燃料输入又重新激活,使发动机“截住(abgefangen)”并接着可以用其空转转速继续运行。在空转转速和重接转速之间的转速储备是必需的,因为内燃机在转速降低时在一定条件下需要有一定的时间来打开节流阀并用于建立起转矩储备,以便建立起足够大的转矩并在到达空转转速之前截住转速降低。由于上面所述的原因重接转速不可能被任意地降低。它通常在空转转速之上至少300至400min-1。同样如空转转速那样重接转速也取决于发动机温度来设定。例如一个工作温度的4缸汽油机(冷却剂温度大约85至90℃)的重接转速在大约1100min-1,而当发动机温度为20℃时则为1300min-1。在发动机温度低时提高重接转速的原因一方面在于由于要克服的内燃机的牵引转矩而使摩擦损失较大,而另一方面在于更加不利的燃烧室边界条件,这种条件由于较高的热损失和较差的混合物生成品质而不利于发动机转动力矩的建立。
本发明的任务是相对于已知的方案就减小燃料消耗而言使混合动力汽车的惯性行驶最佳化。
此任务通过具有独立权利要求所述特征的一种方法和混合动力汽车来解决。按照本发明的方法规定了:当汽车在一种惯性行驶时推进断开装置使内燃机的燃料输入(也可选择点火)中断并在达到或低于一个重接转速时,使燃料重新输入,重接转速至少在工作温度的内燃机时最高为在内燃机的空转转速之上200min-1。
因此按照本发明使重接转速相比于传统的实施形式降低至少100min-1,尤其是甚至至少150min-1而且优选地甚至降低大于200min-1。结果是使得用中断燃料输入而运行的减速阶段加长,这就节省了燃料。本发明利用了以下情况:(如果这应该是必需的话)可能需要使电动机的转矩起作用,以支持内燃机转矩的建立并使内燃机设定至其空转转速。为此电动机的能力尤其有利的是,可以在最短时间内提供相对大的转矩。例如可以在从50至100ms之内建立起一个100Nm的转矩。
优选使重接转速还进一步降低,那么可以特别有利地规定只有当重接转速在空转转速之上最高150min-1尤其是最高100min-1并特别优选为最高50min-1时才又使燃料输入激活。取决于内燃机的结构型式(缸数、压缩情况等)以及电机的功率,可以使重接转速甚至降低到在空转转速之上最高20min-1或者甚至一直降至空转转速。
虽然在按照本发明的方案的范围里相应于已知的策略,尤其是以等距的方式,根据内燃机的温度(或者其冷却剂温度)规定空转转速和/或重接转速,从而用较低的发动机温度来规定较高的空转转速和/或重接转速。与之相比然后本发明的一个优选设计方案规定:与内燃机的温度无关地来规定空转转速和/或重接转速,这样就可以实现燃料消耗的进一步降低。这种实施形式尤其是在特别高能的电动机时被实现。当然也可以考虑:虽然与温度有关地来设定转速阈值,但这里比在通常的方案中规定了较小的取决于温度的移动。
如上所指出的那样,可以有利地利用电动机的转矩,以便减慢内燃机的转速降低和/或接着将内燃机设定于其空转转速上。为此使电动机在燃料输入重新接入之前、伴随其或者在这之后激活并使电动机转矩加于内燃机,尤其是其曲轴上。按照本发明的另一种实施形式还可以利用电动机的转矩,以便在空转时支持内燃机建立所谓转矩储备。转矩储备通过提高内燃机的气缸充气情况来建立并通过一种降低效率的措施,尤其是通过点火角的迟后调节来补偿。一种这样的转矩储备对于一种快速的正的转矩要求的情况来说,例如对于汽车加速来说被受到指责并可以在需要的情况下通过一种可以快速可实现的点火角预调整来释放。按照本发明的一种备选的还要更强烈地优选的实施形式在燃料输入重接之后在惯性行驶时进行内燃机的空转运行,但并不建立转矩储备。这意味着:内燃机的气缸充气情况效率优化地被准确地调整到用于设定空转转速所必需的转矩。如果是通过司机的一种突然的转矩要求那么转矩通过电动机至少部分地被提供使用。由于在减速阶段的空转运行时取消了转矩储备,因此可以进一步降低燃料消耗。
按照方法的另一种有利的设计方案,只有当内燃机的转速低于在重接转速之下的一个许可的下转速阈值时,尤其在空转转速之下,才使电动机的支持的转矩激活。也可以备选地使内燃机的转速变化,尤其是跟踪于转速降低的陡度并与名义转速变化曲线比较,并且当实际的和名义的转速变化曲线之间的差超过了一个预定的差值阈值时,就使电动机的转矩激活。按此方式在许多情况下可以完全取消电动机用于截止住内燃机的激活。这种方法的优点是:将这由一个用于电动机的电能存储器里取出的能量限制于最小值。这种方法因此特别用于相对较小容量的储能器或者用在储能器的当前充电程度较低时。
按照本发明的另一种有利设计方案为了使内燃机制动和/或为了将其设定于空转转速可变换地(alternierend)使电动机的正的和负的转矩加于内燃机或者其曲轴上。电动机的这种变换运行优先就紧接在内燃机重接输入燃料之前被激活。按此方式通过用正的和负的转矩的变换的电动机加载使内燃机的转矩建立受阻(dampfen)。结果是一种很“软”的和舒适最优化的重接,它实际上不被司机察觉地进行。这种方法尤其是在手动挡或自动挡变速器置入挡位的情况下(和离合器关闭)进行重接时才实现,因为因此可以使不受欢迎的加速或者说汽车减速的减小通过内燃机的转矩建立而受到抑制。
发明还涉及一种具有内燃机和附加至少电动机的混合动力汽车。汽车具有一种推进断开控制装置,它用于实施前面所述的方法,尤其是至少在内燃机在工作温度时当重接转速为最高在内燃机的空转转速之上200min-1时使燃料输入重接。
按照本发明的推进断开控制装置包括有用于控制必要的方法步骤的程序算法,其中程序算法可以是存入在一个共同的发动机控制装置里或者一个分开的控制单元里。
本发明的其它优选的设计方案可见其余的,在从属权利要求中所述的特征。
以下在按照附图的实施例中对发明加以说明。附图所示为:
图1:按照本发明的混合动力驱动单元的构造示意图;
图2:按照现有技术和按照本发明在一个混合动力汽车推进断开时的各种特性参数随时间的变化曲线;
图3:实施按照本发明的推进断开的流程图。
图1中用10总体表示了一个没有详细示出的混合动力汽车的一个并联混合驱动单元。汽车的驱动有选择地或者同时地通过一种通常的内燃机12(汽油机或柴油发动机)以及一个电动机14来实现,这两种发动机作用于相同的轴上,尤其作用于内燃机12的曲轴上。电动机14与发动机曲轴的连接可以按不同的方式实现。那么电动机14可以直接地或者通过离合器与曲轴连接起来或者通过皮带传动装置、齿形皮带、变速器或者另外一种传力连接和/或形状配合连接。内燃机12和电动机14通过一个变速器16,尤其是一个手动操纵的手动变速器,与一个示出的传动系18连接。内燃机12或者电动机14的驱动轴与变速器16的脱开通过一个离合器20来实现,离合器可以通过司机操纵一个未示出的离合器踏板来打开并在不操纵时闭合。
电动机14,例如一种交流(Drehstrom)异步电机或同步电机,可以有选择地以马达运行或发电运行工作。在马达式运行时电动机14消耗电能(电流)地驱动传动系18。电动机14由一个储能器22取得电能,储能器例如可以是一个蓄电池和/或电容存储器。电动机14的马达运行可以附带地支持接通的内燃机12。相反在发电运行时电动机14通过内燃机12或者说汽车的推进来驱动并将动能转变成电能用于对储能器22充电。电动机14在马达运行和发电运行之间的转换通过一个功率电子装置24来进行,这个装置同时进行正常必要的在直流和交流之间的变换。
按照所示的方案汽车主要通过内燃机12驱动,内燃机通过设计成启动发电机(Startergenerator)的电动机14来启动。电动机14还起到助力器功能,其方法是使它在大载荷情况下,尤其是在汽车加速时支持于汽车驱动而接通(马达式运行)。另一方面电动机14在汽车有多余的动能的行驶状况下,具有一种所谓回收功能,其方法是电动机在发电运行时将运动的能量转变成动能用于对储能器22充电并因此同时提供一种制动力矩。以这种关系特别适合的电动机14具有功率最大为40KW,尤其是最大为20KW,优选为8至15KW,特殊的为大约13KW。
图1还表示了一种选择的附加的离合器26,它可以布置在内燃机12和电动机14之间。一个这样的附加的离合器26就可以使内燃机12与传动系18或者与电动机14单独分离开,因此原则上得出以下优点:当内燃机12脱开时其机械的摩擦阻力就不必伴随了。附加的离合器26因而虽然引起了燃料的一种附带的节省趋势,但随之成本、结构设计和结构空间方面的费用都大大增加。在本发明范围里由于此原因虽然原则可以考虑在内燃机12和电动机14之间有附加的离合器26,但并不优选设置。
对内燃机12的运行以及功率电子装置24通过一个发动机控制仪28来控制,在控制仪里集成有一个程序算法形式的一种推进断开控制装置(用30表示)。推进断开控制装置30也可以备选地设在一个分开的控制单元里。
图2表示了在推进断开时内燃机12的转速(曲线300,302和304)、离合器20的状态(曲线306)以及汽车速度(曲线308)随时间的变化曲线。曲线300表示按照本发明的方法的转速变化曲线,曲线302表示按照现有技术在按规定进行时的转速变化曲线,曲线304表示在太晚进行燃料输入的重接时。
在离合器20关闭时(离合器=0)汽车首先处于一种减速阶段,此时司机松开加速踏板(“切断汽油”),以便使汽车逐渐地减速。在这种情况下发动机制动生效,其中汽车速度VFzg降低,而发动机转速n对应于传动系的传动比降低。有一种惯性行驶(滑动运行),此时既按照传统的方法(曲线302)又按照本发明(曲线300)进行内燃机12的推进断开,这就是说中断燃料输入,以节省燃料。附带地也可以中断点火。在时刻t0司机通过踏下离合器踏板使离合器20开启。因此使内燃机12与传动系18分开并因此使发动机制动器松开,因此使汽车减速变慢,但发动机转速n很快降低。
按照通常的方法,在时刻t1,也就是当发动机转速n达到一个通常的重接转速n_mot,WE1时,重新使燃料喷入,以便使发动机12在空转运行时调整在空转转速n_mot,LL。重接转速n_mot,WE1通常为在空转转速n_mot,LL之上至少300至400min-1。空转运行可以使汽车在由司机进行接合过程和转速的同步之后重新加速。除此之外在通常的方案中在空转运行时建立起一个转矩储备,其方法是使内燃机12的气缸充气程度(这就是说输送给内燃机12的空气量和相应地燃料量)增加并因此使可能产生的附带转矩通过点火时刻的滞后推移来补偿。此处设定的气缸充气因此超过了对于只是空转运行所必需的充气。若是突然要求的高转矩那就使转矩储备动员起来,这方法是使点火角又向前移动到一个效率优化的点火角上。
按照现有技术必须使内燃机12在重接转速n_mot,WE1时提前截住,以便使内燃机有足够的时间来建立转矩和必要时建立储备转矩并阻止其“熄火”。转速储备对于开启节流阀或调整必要的气缸充气来说是必需要。若燃料输入的重接进行得太晚了,那么发动机转速n就降到零而且发动机就熄火(曲线304)。
相比于传统的方法来说按照本发明使重接转速明显降低,优先降至一个值,它最高在空转转速n_mot,LL之上100min-1。用按照本发明降低的重接转速n_mot,WE使重接时刻明显地向后推迟,从而按照图2在时刻t2时才进行重接(曲线300)。为了减缓内燃机12的转速降低并使其设定到空转转速n_mot,LL可以给发动机曲轴加上电动机14的转矩。因为电动机尤在低转速范围里可以提供高转矩(正的和负的)而且电动机转矩可以很快地(几十个ms)上升和降低,因此按混合动力方案就可以支持内燃机12的重接运行。如果用于空转运行的转矩增加终止了,那么可以使电动机4的转矩又降到零。因此使内燃机12尽可能晚地重接并转入其空转转速。用按照本发明的方法通过较高可能的调整转矩也可以达到微小的转速分谐波并同时更快地实现名义空转转速的调整。在理想情况下在这个运行阶段使转速下降完全地避免。
由图3可见按照本发明的方法的详细情况。此方法以步骤S1开始,询问推进断开的激活情况。若这个问题的回答是肯定的,这就是说汽车在有惯性行驶并且内燃机12的燃料输入中断了,那么方法就转至步骤S2,在那里检查,看内燃机12的转速n是否达到或者低于重接转速n_mot,WE。若这个询问回答也是肯定的话,那就存在有内燃机12重接的条件。
但在燃料重新被引入之前,在S3步骤中进行校验,看在离合器20闭合时变速器16是否没接入或者存在一个低置挡,例如第一,第二挡或者后退挡。若询问在步骤S3中回答是否定的,这就是说在离合器20闭合时接入一个相对高的挡(例如第三挡或更高),那就直接在步骤S4里进行内燃机12的燃料喷入的重接并与此联系进行空转调整。因为按照所示的实施例按照可能性应该放弃电动机12的激活,因此方法转至步骤S5,此处要检查,是否必要提供一个电动机的转矩用于“截住”内燃机12的转速下降。检查例如可能在于:要检查发动机转速n是否降低到一个规定的下转速阈值之下,该阈值例如刚好在空转转速n_mot,LL之下。在步骤S5里可以备选或附带地对转速下降的变化进行校验。如果例如转速下降的陡度高于相应的名义值,这就可能意味着:内燃机12的熄火只能通过电动机14的电动机支持来阻止。在这种情况下方法转至步骤S6,此处使电动机激活并给内燃机12加上一个正的电动机转矩。
另一方面若步骤S3里的询问回答为肯定的,那就是说没有接入或只接入一个低挡,那就首先在步骤S7里使电动机14的激活变换地运行,其方式是它可变换地将一个正的或负的转矩加给内燃机12的曲轴。按此方式可以接着抑制在步骤S8里进行的重接,因此实现一种特别舒适优化的软过渡进入内燃机的牵引运行。因此司机尤其是并不由于一个正的转矩突变而在行驶舒适性方面受不利影响,这尤其可以通过相对高的传动系速比来保证。另一方面这里在离合器20打开时通过电机14的平行激活可靠地避免了内燃机12的“熄火”。
附图标记列表
10 混合动力驱动单元
12 内燃机
14 电动机
16 变速器
18 传动系
20 离合器
22 储能器/电池
24 功率电子装置
26 附加的离合器
28 发动机控制仪
30 推进断开控制装置
Claims (12)
1.用于控制混合动力汽车的惯性行驶的方法,汽车具有内燃机(12)和附加的至少一个电动机(14)以及推进断开装置,后者在汽车惯性行驶时使内燃机(12)的燃料输入中断并在达到或低于内燃机(12)的重接转速(n_mot,WE)时使燃料重新输入,其特征在于,至少内燃机(12)在运行温度时在最高为在内燃机(12)的空转转速(n_mot,LL)之上200min-1的重接转速(n_mot,WE)使燃料重新输入。
2.按权利要求1所述的方法,其特征在于,至少对于运行温度时的内燃机(12)来说在在空转转速(n_mot,LL)之上最高150min-1,尤其是最高100min-1,优先最高50min-1的重接转速(n_mot,WE)进行燃料输入的重接。
3.按权利要求1或2所述的方法,其特征在于,至少对于处于运行温度的内燃机(12)来说在在空转转速(n_mot,LL)之上最高20min-1的重接转速(n_mot,WE)时,尤其在达到空转转速(n_mot,LL)时进行燃料输入的重接。
4.按上述权利要求之一所述的方法,其特征在于,空转转速(n_mot,LL)和/或重接转速(n_mot,WE)与内燃机(12)的温度无关地被规定。
5.按上述权利要求之一所述的方法,其特征在于,在内燃机(12)的燃料输入重接之前、之中或之后使电动机(14)的转矩支持地加载内燃机(12)用于使内燃机(12)制动和/或用于调整内燃机(12)至空转转速(n_mot,LL)。
6.按权利要求1至5中之一所述的方法,其特征在于,将电动机(14)的转矩加于内燃机(12)用于在空转运行时建立并不输出给曲轴的内燃机(12)的转矩储备。
7.按权利要求1至5中之一所述的方法,其特征在于,在燃料输入重接之后将内燃机(12)的转矩效率优化地调整至用于调整空转转速(n_mot,LL)所必需的转矩而并不建立转矩储备。
8.按权利要求5至7中之一所述的方法,其特征在于,电动机(14)的支持转矩只是当内燃机(12)的转速(n)低于小于或等于重接转速(n_mot,WE)的许可的下转速阈值时或者当实际转速和名义转速之差超过差阈值时及之后才被激活。
9.按权利要求5至8中之一所述的方法,其特征在于,为使内燃机(12)制动和/或使其调整到空转转速(n_mot,LL)变换地将电动机(14)的正的和负的转矩加给内燃机(12)。
10.按权利要求9所述的方法,其特征在于,在内燃机(12)的燃料输入重接之前就变换地加上电动机(14)的正的和负的转矩。
11.混合动力汽车,具有内燃机(12)和附加至少一个电动机(14)以及推进断开控制装置(30),后者在汽车惯性行驶时就使内燃机(12)的燃料输入中断,并在达到或低于内燃机(12)的重接转速(n_mot,WE)时使燃料重新输入,其特征在于,推进断开控制装置(30)至少对于在运行温度的内燃机(12)在在内燃机(12)的空转转速(n_mot,LL)以上最高200min-1的重接转速(n_mot,WE)重新燃料输入。
12.按权利要求11所述的混合动力汽车,其特征在于,推进断开控制装置(30)包括有程序算法,它尤其存入在发动机控制仪(28)里或者分开的控制单元里。
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DE102004052786A DE102004052786A1 (de) | 2004-10-30 | 2004-10-30 | Verfahren zur Steuerung eines Schubbetriebs eines Hybridfahrzeugs sowie Hybridfahrzeug |
DE102004052786.5 | 2004-10-30 |
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DE102004052786A1 (de) | 2006-05-24 |
DE502005006552D1 (de) | 2009-03-12 |
CN100532172C (zh) | 2009-08-26 |
EP1807278B1 (de) | 2009-01-21 |
WO2006048102A1 (de) | 2006-05-11 |
ATE421441T1 (de) | 2009-02-15 |
WO2006048102A8 (de) | 2007-06-28 |
EP1807278A1 (de) | 2007-07-18 |
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US20080227589A1 (en) | 2008-09-18 |
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