CN101189153B - 车辆传动系及用于控制传动系的方法 - Google Patents

车辆传动系及用于控制传动系的方法 Download PDF

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CN101189153B
CN101189153B CN2006800198444A CN200680019844A CN101189153B CN 101189153 B CN101189153 B CN 101189153B CN 2006800198444 A CN2006800198444 A CN 2006800198444A CN 200680019844 A CN200680019844 A CN 200680019844A CN 101189153 B CN101189153 B CN 101189153B
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motor
combustion engine
moment
gear
gear shift
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CN101189153A (zh
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N·埃布纳
P·许斯勒
A·林克
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Mercedes Benz Group AG
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DaimlerChrysler AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

本发明涉及一种车辆传动系，该传动系具有一内燃机(VM)、至少一个至少可作为发电机工作的电机(P1，P2)、一有级自动变速器(G)和至少一个用于控制内燃机(VM)、所述至少一个电机(P1，P2)以及有级自动变速器(G)的控制装置(St)，还涉及一种用于所述传动系的方法。为了能够在不降低舒适性的情况下使车辆中的再生能量最大化并提高车辆安全性，在向具有较大的传动比i档位换档前、换档期间和换档后，使至少一个驱动轮(R)上的制动力矩保持接近恒定。

Description

车辆传动系及用于控制传动系的方法
技术领域
本发明涉及一种车辆传动系，该传动系包括一内燃机、至少一个至少可作为发电机工作的电机、一个有级自动变速器和至少一个用于控制所述内燃机、所述至少一个电机与所述有级自动变速器的控制装置，本发明还涉及一种用于所述车辆传动系的方法。
背景技术
在具有内燃机和电机作为驱动装置的车辆中，电机也有利地作为发电机工作以回收(再生)制动能量。
由DE 195 28 628已知一种具有一内燃机和一电机作为驱动装置的用于机动车辆的混合动力装置，其中电机可作为驱动电机、发电机或变速器的同步器工作。这样控制电机的发电机功率，使得在所有变速器档位下都可实现几乎相同的车辆减速度。如果要开始换档，那么，首先通过离合器将内燃机与变速器的驱动轴分离，并且同时作为同步器起动电机。在换档期间操作电机的目的不再是(能量)再生，而是将驱动轴加速或减速至将换至的档位所要求的转速。在向低档位换档(降档)时，其中必须为低档位升高内燃机转速，电机使驱动轴加速。因此在向低档换档期间不能再生/回收制动能量。
已知在具有传统内燃机驱动装置和有级自动变速器的车辆中，在车辆滑行时为提高舒适性，在向低档位换档时，换档时间从大约0.5秒延长至1秒。这种情况已知为滑行换档。
在向低档换档或内燃机因此必需的加速时，可以例如这样来避免可以感觉到的冲击，即，使用无级变速器——例如CVT变速器——来代替有级变速器。
由US 2003/0168266已知一种制动系统用控制设备，该制动系统包括一可作为发动机工作的电机、一CVT变速器和一控制装置。电机的再生力矩通过变速器传递至驱动轮。为了避免在驱动轮上的制动力矩过大，根据传动比i来限定电机的再生力矩。因此，如果传动比i增加，则最大可能的再生力矩变小。
发明内容
本发明的目的在于，在不降低舒适性的情况下使车辆中的再生能量最大化，并且提高车辆安全性。
根据本发明，此目的这样实现，即设置为，在向具有更大传动比i的档位换档前、换档期间和换档后，借助于至少一个电机使在至少一个驱动轮上的制动力矩保持接近恒定。
通过根据本发明的措施，在向具有较大传动比i的档位换档时，可有利地防止由车轮上的制动力矩的变化引起的冲击。由此不再需要复杂而昂贵的无级变速器来避免这种问题。由于不可察觉的换档过程提高了行驶舒适性，并且能够放弃滑行换档，由此又能够再生更多的制动能量，并且由于缩短的换档过程车辆可更自发(spontan)地对改变了的驾驶员意图做出反应。车轮上接近恒定的制动力矩有利于行驶动力性并且确保可靠的行驶运行。
同样地，根据本发明的车辆传动系可有利地用于，通过所述至少一个电机的相应的力矩变化来减小或防止由向具有较小传动比i的档位的换档(升档)过程所引起的冲击。与已知的借助于内燃机的补偿相比，借助于至少一个电机的补偿的特征在于改进的使用性。
附图说明
本发明的其它优点参见说明书及附图。本发明的具体实施例在附图中简化示出并且在下文的说明中详细说明。附图示出：
图1为在降档时的变速器输入端上的转速和力矩以及驱动轮上的角加速度的曲线图；
图2为一具有一内燃机和一设置在发动机轴上的电机的车辆的结构示意图；
图3为一具有一内燃机和一设置在变速器输入轴上的电机的车辆的结构示意图；和
图4为一具有一内燃机和两个电机的车辆的结构示意图；
具体实施方式
图1所示的曲线图表示一具有一内燃机VM、至少一个电机P1、P2和一带有一液力变矩器和一行星齿轮变速器的有级全自动变速器G的车辆的变速器输入端E的转速nE及力矩ME和一驱动轮R上的角加速度αFzg(约去车辆质量的加速度)的曲线。车辆加速度由一驱动轮R上的角加速度αFzg与车轮的动力学滚动半径的乘积得出。由于要进行定性的考察，忽略了主减速器的传动比。对于本发明，将车辆加速度或一驱动轮R上的角加速度αFzg与在一驱动轮R上的力矩视为等同的。
变速器输入力矩ME由内燃机VM和所述至少一个电机P1、P2的力矩得出。
根据本发明的方法或根据本发明的传动系也可包括其它的有级自动变速器，例如常用的带有离合器的常用的中间轴变速器或复式离合器变速器，而不是带有液力变矩器和行星齿轮变速器的有级全自动变速器G。
同样地，根据本发明的方法或根据本发明的传动系也可包括多个电机，而不是仅包括一个电机。下文中所述的电机的力矩可以看作是各电机的总力矩/合力矩。
在所示曲线图中的时刻1之前，由于恒定的负的角加速度αFzg和线性减小的变速器输入转速nE可以看出，车辆处于恒定地减速的状态。在再生运行模式期间，此时处于发电机运行模式的电机P1、P2回收制动能量。
如果车辆减速例如是由路段轮廓中的坡度引起的，也可以不再生制动能量。根据本发明的方法或根据本发明的传动系仍然可以应用。
在时刻1，开始向低档位的换档过程。在时刻2，开始变速器G相应的离合器的分离或接合。
分离的离合器的打开在时刻3终止。
从时刻3至时刻6，接合的离合器滑动地工作，这使得变速器输入转速nE升高。
从时刻2起，这样控制电机P1、P2的力矩，使得该力矩补偿内燃机VM加速所需要的力矩。即，电机P1、P2的补偿力矩与内燃机VM用于加速驱动轮R所需要的力矩值相对应。由此，驱动轮R上的制动力矩或角加速度αFzg保持接近恒定。除电机P1、P2的再生力矩或驱动力矩外，电机P1、P2还提供电机P1、P2的补偿力矩。直至时刻4，都需要较大的电机P1、P2的补偿力矩来补偿内燃机VM的惯性矩/转动惯量，该补偿力矩从时刻4至时刻5重新减小为零。对电机P1、P2的补偿力矩的准确控制根据各内燃机VM的动力性而定。
所述控制有利地是一种预调，该预调可避免调节偏差以及由此出现可感觉到的冲击。必要时还可能需要对不能感觉为冲击的微小调节偏差进行再调节。
在时刻6换档过程结束。角加速度αFzg恒定地保持在在时刻1换档过程开始前的值。
如由角加速度αFzg可见的那样，根据本发明，驱动轮R上的力矩在换档前、换档期间和换档后都保持接近恒定。当车辆加速度的变化至少低到不能作为冲击被驾驶员感觉到的程度时，则角加速度αFzg可以视作是接近恒定的。由等式
Figure GSB00000220571100041
(车轮角加速度x车轮动力学滚动半径)
来计算的车辆冲击jFzg优选，如在时刻1之后，小于
Figure GSB00000220571100042
图2示出一具有一内燃机VM和一设置在发动机曲轴M上的电机P1的车辆的结构示意图，该电机P1由电池B供给电能或在发电机模式时向该电池B放电。
电机P1具有一与壳体固定的定子，该定子与转子相互作用以产生驱动力矩和/或在相互作用中再生电能。该转子与发动机曲轴M驱动固定地(antriebfest)连接，从而除了内燃机VM以外还能够借助于电机P1将力矩输入传动系中，或者也可将在传动系中存在的力矩(至少是部分地)用于再生电能。
因此，根据本发明，可以通过电机P1来补偿内燃机VM加速所需要的力矩，并且由此使得至少一个车轮R上的制动力矩保持接近恒定。
如果根据本发明的换档过程在再生力矩大于或等于内燃机VM加速所需要的力矩的再生运行模式期间进行，则电机P1的再生力矩可以减小，减小量为内燃机VM加速所需要的量。即，在内燃机VM加速期间可继续再生制动能量。
如果根据本发明的换档过程在再生力矩小于内燃机VM加速所需要的力矩的再生运行模式期间进行，或者换档过程在由于如上坡行驶的外界因素引起的且没有制动能量被再生时的车辆减速期间进行，则电机P1可供给补偿内燃机VM的制动作用的驱动力矩。因此，电机P1的驱动力矩必须对应于内燃机VM加速所需要的力矩与初始的再生力矩之差的值。
按照对图1的说明进行对电机P1的补偿力矩的控制。
发动机轴M可通过离合器KM直接与有级自动变速器G的输入轴E连接。
离合器KM可以是具有部分或全部起动功能的干式离合器或湿式离合器。
变速器G的输出端与驱动轮R连接。也可以仅有一个轴上的车轮是被驱动的。
电机P1、内燃机VM和有级自动变速器G的加载与工作状态是通过至少一个根据本发明的控制装置St来实现的。同样也可以与其它控制装置的相互作用。
图3和4示出了除图2以外另外的布置。相同的元件原则上具有相同的附图标记。此外，对各个保持相同的特征与功能可参考对图2中的实施例的说明。下面的说明基本上限于与图2中的实施例的不同之处。
除电机P2的布置外，图3中示出的车辆基本上对应于图2中的车辆。代替在图2的实施例中布置在发动机曲轴M上的电机P1，在图3中电机P2布置在变速器输入轴E上。
电机P2具有一与壳体固定的定子，该定子与转子相互作用以产生驱动力矩和/或在相互作用中再生电能。该转子与变速器输入轴E驱动固定地连接，从而除了内燃机VM以外还能够借助于电机P2将力矩输入传动系中，或者也可将在传动系中存在的力矩(至少是部分地)用于再生电能。
因此，根据本发明，可以通过电机P2来补偿内燃机VM加速所需要的力矩，并且由此使得至少一个车轮R上的制动力矩保持接近恒定。
电机P2由电池B供电。在发电机运行模式时，电机P2向电池B释放能量。
电机P2、内燃机VM和有级自动变速器G的加载与工作状态是通过至少一个根据本发明的控制装置St来实现的。同样也可以与其它控制装置相互作用。
如果例如为换档过程而使离合器KM分离，则在内燃机VM与变速器输入G之间的作用连接中断。这里将这称为牵引力中断。根据本发明，在牵引力中断期间变速器输入G上短缺/缺失的内燃机VM的力矩由电机P2来补偿。因此，内燃机VM与变速器输入G之间的作用连接的中断并不影响变速器输出端的力矩以及由此传递到驱动轮R上的力矩。
除了内燃机VM外，根据图4的实施例具有两个电机，即发动机曲轴M上的电机P1和变速器输入轴E上的电机P2。
对两个电机P1、P2以及内燃机VM和有级自动变速器G的控制是通过至少一个根据本发明的控制装置St来实现的。
与图2和图3中的实施例的构型相对应，可以考虑将电机P1、P2的力矩的和用于补偿内燃机VM的力矩。因此，可这样来控制两个电机P1、P2，即例如实现最优的总效率。
例如也可以通过电机P1、P2中的一个来提供用于内燃机VM加速的补偿力矩，而另一个电机提供再生力矩或驱动力矩。
有利地，在按照图2或4的根据本发明的传动系中，电机P1可设计为直接连接的或由皮带驱动的起动器-发电机。
电机P1、P2同样也可设计成仅作为发电机工作的发电机或设计成牵引电机。

Claims (9)

1.用于控制车辆传动系的方法，该传动系包括一内燃机(VM)、至少一个至少可作为发电机工作的电机(P1，P2)、一有级自动变速器(G)和至少一个用于控制所述内燃机(VM)、所述至少一个电机(P1，P2)以及所述有级自动变速器(G)的控制装置(St)，其中，在向具有较大的传动比i的档位换档前、换档期间和换档后，借助于所述至少一个电机(P1，P2)使在至少一个驱动轮(R)上的制动力矩保持接近恒定，
其特征在于，这样来改变所述至少一个电机(P1，P2)的力矩，即，当内燃机(VM)与变速器输入(E)之间存在作用连接时，所述电机的力矩补偿在向具有较大的传动比的档位换档后内燃机(VM)加速所需要的力矩。
2.根据权利要求1所述的方法，其特征在于，在再生运行模式期间进行换档过程。
3.根据权利要求2所述的方法，其特征在于，当再生力矩大于或等于内燃机(VM)加速所需要的力矩时，使再生力矩减小一内燃机(VM)加速所需要的量，并且当再生力矩小于内燃机(VM)加速所需要的力矩时，所述至少一个电机(P1，P2)供给驱动力矩，该驱动力矩的量对应于所述两个力矩之差。
4.根据权利要求1所述的方法，其特征在于，在一在换档期间内燃机(VM)与变速器输入(E)之间的作用连接中断的传动系中，短缺的内燃机(VM)的力矩由所述至少一个电机(P1，P2)提供。
5.车辆传动系，该传动系包括一内燃机(VM)、至少一个至少可作为发电机工作的电机(P1，P2)、一有级自动变速器(G)和至少一个用于控制所述内燃机(VM)、所述至少一个电机(P1，P2)以及所述有级自动变速器(G)的控制装置(St)，其中，所述控制装置(St)是一种用于在向具有较大的传动比i的档位换档前、换档期间和换档后借助于所述至少一个电机(P1，P2)将在至少一个驱动轮(R)上的制动力矩控制在一接近恒定的值的装置，其特征在于，所述控制装置(St)这样来改变所述至少一个电机(P1，P2)的力矩，即，当内燃机(VM)与变速器输入(E)之间存在作用连接时，所述电机的力矩补偿在向具有较大的传动比的档位换档后内燃机(VM)加速所需要的力矩。
6.根据权利要求5所述的车辆传动系，其特征在于，所述至少一个电机(P1，P2)是牵引电机。
7.根据权利要求5所述的车辆传动系，其特征在于，所述至少一个电机(P1，P2)是起动器-发电机。
8.根据权利要求5所述的车辆传动系，其特征在于，所述至少一个电机(P1，P2)是不能作为电动机工作的发电机。
9.根据权利要求5所述的车辆传动系，其特征在于，所述控制装置(St)是一种在换档期间内燃机(VM)与变速器输入(E)之间的作用连接中断时用于由所述至少一个电机(P1，P2)补偿短缺的内燃机(VM)力矩的装置。
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