CN101428554B - 灵活燃料可变增压混合动力系 - Google Patents

灵活燃料可变增压混合动力系 Download PDF

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Publication number
CN101428554B
CN101428554B CN2008101456834A CN200810145683A CN101428554B CN 101428554 B CN101428554 B CN 101428554B CN 2008101456834 A CN2008101456834 A CN 2008101456834A CN 200810145683 A CN200810145683 A CN 200810145683A CN 101428554 B CN101428554 B CN 101428554B
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power system
sustainer
controller
hybrid power
main engine
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CN101428554A (zh
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K·-J·吴
J·C·埃姆斯利
J·J·张
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
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    • B60K6/48—Parallel type
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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Abstract

本发明涉及灵活燃料可变增压混合动力系，具体而言本发明提供具有增压器或涡轮增压器的灵活燃料火花点火式可变增压混合动力系。在第一实施例中，火花点火式内燃机包括增压器，所述增压器通过可变速度驱动件由发动机输出驱动。具有内置电动机/发电机的混合动力变速器提供补充动力。包括燃料传感器的多个传感器提供数据给主发动机控制器，所述主发动机控制器控制变速器控制器、可变速度增压器、燃料供应和点火系统的操作。在第二实施例中，电动机/发电机与增压器相关联，且通过可变速度驱动件与增压器连接并也连接到发动机输出。在第三实施例中，增压器用涡轮增压器替代。

Description

灵活燃料可变增压混合动力系
本申请要求于2007年8月17日提交的美国临时申请No.60/956,537的优先权。上述申请的内容通过参考并入本文。
技术领域
本发明涉及灵活燃料可变增压混合动力系，且更具体地涉及具有包括增压器或涡轮增压器的内燃机的灵活燃料可变增压混合动力系。
背景技术
本部分的陈述仅提供与本公开有关的背景信息，且可能构成或不构成现有技术。
火花点火式内燃机，尤其是用于载客车和轻型载货汽车中的那些结构，已经成为广泛的研发努力的主题。多个近来的这种努力的结果之一包括混合动力系，所述混合动力系可以广泛地定义为采用内燃机和电动机/发电机、蓄电池和控制器的动力系，所述控制器用于控制动力源并将其输出与自动变速器的操作结合。
另一相对较近的发展为灵活燃料火花点火式内燃机。这样的发动机基于常规汽油和汽油-乙醇(酒精)混合物(实践中包含多达85％的乙醇，通常称为E85)操作。除了基于乙醇的燃料的较低成本和外国石油依靠性的更大问题之外，当在全开节气门或全载荷条件下时，基于E85和其它混合物操作的发动机比基于汽油操作的相同发动机具有更好的耐爆震性。然而，由于要求发动机能够操作在多种燃料和燃料混合物上，这样改进的操作通常被折衷。
由于火花点火式内燃机的发展历史，显然改进将继续且本发明涉及这样的改进。
发明内容
本发明提供具有增压器或涡轮增压器的灵活燃料火花点火式可变增压混合动力系。在第一实施例中，火花点火式内燃机包括增压器，所述增压器通过可变速度驱动件由发动机输出驱动。具有内置电动机/发电机的混合动力变速器提供补充动力。包括燃料传感器的多个传感器提供数据给主发动机控制器，所述主发动机控制器控制变速器控制器、可变速度增压器、燃料供应和点火系统的操作。
在大多数方面类似于第一实施例的第二实施例中，电动机/发电机与增压器相关联，且通过可变速度驱动件与增压器连接并也连接到发动机输出。在第三实施例中，增压器用涡轮增压器替代。
进一步的目的、优势和应用范围从在此提供的说明显而易见。应当理解，说明和具体示例仅为举例说明的目的，且不限定本公开的范围。
附图说明
本文所述的附图仅仅是举例说明的目的，而不是以任何方式限制本公开的范围。
图1是根据本发明的灵活燃料、可变增压(boost)、带增压器的混合动力系的第一实施例的示意图；
图2是根据本发明的灵活燃料、可变增压、带增压器的混合动力系的第二实施例的示意图；
图3是根据本发明的灵活燃料、可变增压、带涡轮增压器的混合动力系的第三实施例的示意图；和
图4是将涡轮增压、火花点火式内燃机与结合有电动机/发电机设备的涡轮增压、火花点火式内燃机的典型燃料消耗相比较的图表。
具体实施方式
下面的描述实质上仅仅是示意性的，而不是限制本公开、应用或使用。
参见图1，示出了根据本发明的灵活燃料、火花点火式、可变增压、带增压器的混合动力系的第一实施例且总体上以附图标记10表示。灵活燃料混合动力系10包括内燃机12，内燃机12通常具有4、6或8个活塞和汽缸。活塞连接到曲轴或输出轴14，曲轴或输出轴14直接驱动多速混合动力变速器16(通常为自动式)。混合动力变速器16包括例如多个行星齿轮组、离合器和制动器，行星齿轮组、离合器和制动器提供多个连续传动比或速度比输出给传动轴18和最终传动装置22，最终传动装置22包括至少一个差动轴和轮胎以及车轮组件(均未示出)。混合动力变速器16也包括电动机/发电机24，电动机/发电机24通过混合动力变速器16连接到动力流动路径，且用作电动机以供应额外的能量给动力系10，或在车辆减速期间用作发电机以回收能量。混合动力变速器16和电动机/发电机24通过变速器控制器26控制且提供反馈信号给变速器控制器26，变速器控制器26控制混合动力变速器16的操作，在需要额外的动力时从高容量电池28供应电能给电动机/发电机24；并在例如车辆减速期间可得到电能时，从电动机/发电机24将这样的能量引导给电池28。
继而，变速器控制器26在主发动机控制器30的控制之下。主发动机控制器30从各个传感器和控制器(包括处理器、存储器、查询表和软件)接收多个信号或数据，且提供多个信号和数据给各个操作器和控制器，从而控制发动机12的总体操作。凸轮轴角度传感器32提供关于凸轮轴的旋转(角度)位置的信号或数据给发动机控制器30。曲轴角度传感器34提供关于曲轴14的旋转(角度)位置的信号或数据给发动机控制器30。燃料传感器36提供关于当前在燃料管线38中供应给内燃机12的燃料类型(即，汽油、E85或汽油和乙醇的其它混合物)的信号或数据给发动机控制器30。可替换地，主发动机控制器30可以包括基于所感测的发动机和操作条件确定燃料类型或燃料混合物的算法。
位于进气导管44中的空气质量流量传感器(MAF)42提供关于当前供应给发动机12的空气质量流量的信号或数据给发动机控制器30。歧管空气压力(MAP)传感器46布置在进气歧管48中，且提供关于进气歧管48中的当前空气压力的信号或数据给发动机控制器30。紧固到发动机12的排气歧管52包括排气(氧气)传感器54，排气传感器54提供关于发动机12的排气中的氧气数量的信号或数据给发动机控制器30。排气歧管52引导排气到排气系统(未示出)。
主发动机控制器30提供信号给火花点火系统56和燃料喷射系统58并控制火花点火系统56和燃料喷射系统58，燃料喷射系统58布置在进气歧管48和内燃机12之间。燃料喷射系统58可以为进气口喷射型或直喷(缸内)型。
增压器60提供处于或高于大气压力的空气给进气歧管48，并由带64通过可变速度驱动组件62(或其它动力传递组件)驱动，带64围绕可变速度驱动组件62和内燃机12的曲轴14上的带轮66布置。可变速度驱动组件62可以是连续可变类型或有级式或提供直接驱动和固定速度增大的双速配置。因而，可变速度驱动组件62可以包括电动或液压控制的CVT或行星齿轮类型驱动组件。在任一情况下，典型的最大速度比增大将处于1到2.5至1到4的量级，但是较低的最小(速度增大)比和/或较高的最大(速度增大)比可能是合适的或某些应用规定的。增压器60的进口(吸入)侧连接到节气门组件68下游的进气导管44，增压器60的出口(压力)侧连接到进气歧管48，歧管空气压力传感器46位于进气歧管48中。
增压器60和更具体地可变速度驱动组件62通过增压器驱动控制器72控制，增压器驱动控制器72继而通过来自主发动机控制器30的信号或数据控制。节气门组件68通过电子节气门控制组件74控制，电子节气门控制组件74也通过来自主发动机控制器30的信号或数据控制。
操作中，灵活燃料混合动力系10的转矩管理需要内燃机12和电动机/发电机24基于所采用的燃料、发动机12的状态、变速器16的状态、电池28中存储的电能的状态和驾驶员的转矩需求而协调。
当使用乙醇时，借助于由可变增压增压器60提供的可变增压灵活性，转矩需求将主要由内燃机12单独满足。因此，混合动力变速器16将主要用于允许启动和停止，且实现减速燃料切断和制动再生，仅在差的发动机效率条件下有偶然的转矩辅助，即电动机/发电机24的起用。
当内燃机12的转矩输出足够高时，增压器60的速度由燃料类型确定，且通过调节可变速度驱动组件62控制：对乙醇和乙醇混合物较高，对汽油较低。也调节燃料喷射系统58的燃料喷射脉冲持续时间和点火系统56的点火正时，以补偿额外的空气流量和具体燃料类型。
如果由内燃机12单独就可以提供希望的转矩，混合动力变速器16中的电动机/发电机24可以保持停用。否则，变速器控制器26和在某些应用中主发动机控制器30可以编程为起用电动机/发电机24，以补充内燃机12，从而满足希望的性能和驾驶性目标同时最大化燃料经济性。
最终，主发动机控制器30将通常产生信号或指令给变速器控制器26，以调节混合动力变速器16的换档点排定表和变矩器(未示出)的锁定排定表，从而优化动力系和车辆性能、驾驶性和燃料经济性。
现在参见图2，示出了根据本发明的灵活燃料、可变增压、带增压器的混合动力系的第二实施例且总体上以附图标记100表示。除了电动机/发电机24的位置从混合动力变速器16移开且与增压器60及其可变速度驱动组件62相关联之外，第二实施例的混合动力系100与第一实施例的混合动力系10基本相同。
因而，第二实施例的混合动力系100包括内燃机12，内燃机12具有曲轴14，曲轴14驱动自动多速变速器16’，根据常规实践，自动多速变速器16’通常包括多个行星齿轮组、离合器和制动器以及输出轴18，输出轴18驱动最终驱动装置22(均在图1中示出)。
第二实施例的混合动力系100也包括变速器控制器26’、主发动机控制器30、凸轮轴角度传感器32、曲轴角度传感器34、布置在燃料管线38中的燃料传感器36、布置在进气导管44中的空气质量流量(MAF)传感器42和布置在进气歧管48中的歧管空气压力(MAP)传感器46。
排气歧管52包括排气(氧气)传感器54。火花点火系统56和燃料喷射系统58均从主发动机控制器30接收数据或信号并由主发动机控制器30控制，燃料喷射系统58可以为进气口喷射型或直喷型。
增压器60在其进口(吸入)侧上连接到节气门组件68下游的进口空气导管44，且在其出口(压力)侧上连接到进气歧管48，增压器60包括可变速度驱动组件62，可变速度驱动组件62通过带64和一对带轮66或其它动力传递组件从内燃机12的曲轴14与电动机/发电机24’串连地被驱动。如上所述，可变速度驱动组件62是连续可变类型或有级式、或取决于应用提供直接驱动以及高达大约2.5到4.0比1的速度增大的双速设备。可变速度驱动组件62的传动比的选择和控制通过增压器驱动控制器72实现，增压器驱动控制器72继而处于主发动机控制器30的控制之下。
当需要额外的转矩时，电动机/发电机控制器76从高容量电池28’供应电能给电动机/发电机24’，并且当在例如车辆减速期间可得到电能时，电动机/发电机控制器76将这样的能量从电动机/发电机24’引导给电池28’。
应当理解，灵活燃料、可变增压、带增压器的混合动力系100的第二实施例的操作与混合动力系10的第一实施例的操作基本相同。这两个实施例之间的显著区别不是操作上的而是结构上的，结构上的区别在于：在第二实施例100中，电动机/发电机24’与增压器60的可变速度驱动组件62相关联，且通过带64从内燃机12的曲轴14上的带轮66驱动；而在第一实施例的动力系10中，电动机/发电机24是自动变速器16的组成部件。
现在参见图3，示出了根据本发明的灵活燃料、可变增压、带涡轮增压器的混合动力系的第三实施例且总体上以附图标记200表示。在第三实施例的混合动力系200中，电动机/发电机24’被驱动，且通过带64驱动内燃机12的曲轴14，与第二实施例的混合动力系100中构造相同，而不是在第一实施例的动力系10中作为自动变速器16的部件。此外，用于第一和第二实施例的混合动力系10和100中的增压器60由第二实施例的混合动力系200中的涡轮增压器替代。
因而，第三实施例的混合动力系200包括内燃机12，内燃机12具有曲轴14，曲轴14驱动自动多速变速器16’，根据常规实践，自动多速变速器16’通常包括多个行星齿轮组、离合器和制动器以及输出轴18，输出轴18驱动最终驱动装置22(均在图1中示出)。
第三实施例的混合动力系200也包括变速器控制器26’、主发动机控制器30、凸轮轴角度传感器32、曲轴角度传感器34、布置在燃料管线38中的燃料传感器36、布置在进气导管44’口部附近的空气质量流量(MAF)传感器42和布置在进气歧管48中的歧管空气压力(MAP)传感器46。
排气歧管52包括排气(氧气)传感器54。火花点火系统56和燃料喷射系统58均从主发动机控制器30接收数据或信号并由主发动机控制器30控制，燃料喷射系统58可以为进气口喷射型或直喷型。节气门组件68位于进气导管44’的端部和进气歧管48之间，节气门组件68通过电子节气门控制件74控制，电子节气门控制件74继而由主发动机控制器30控制。
涡轮增压器80的驱动或排气涡轮78位于排气歧管52中的排气气流中。驱动涡轮78吸收排气的动能的一部分且旋转轴82，轴82连接到位于进口空气导管44’中的从动或进口空气压缩机84。涡轮增压器80的操作，即它是起用还是不起用、和由内燃机12的排气旋转的程度，可以由常规的废气旁通阀86或通过调节可变几何形状或流量设备而控制，废气旁通阀(废气门)86或可变几何形状或流量设备均通过主发动机控制器30控制。
电动机/发电机24’通过带64和一对带轮66或类似动力传递组件被内燃机12的曲轴14驱动并驱动内燃机12的曲轴14。电动机/发电机24’通过电动机/发电机控制器76控制，当需要额外的转矩时，电动机/发电机控制器76从高容量电池28’供应电能给电动机/发电机24’，并且当在例如车辆减速期间可得到电能时，电动机/发电机控制器76将这样的能量从电动机/发电机24’引导给电池28’。
第三实施例的混合动力系200的操作与第二实施例的混合动力系100的操作基本相同，尤其是关于电动机/发电机24’、电动机/发电机控制器76和电池28’。由于增压程度可通过废气旁通阀86或其它增压调节机构的操作由发动机控制器30控制，涡轮增压器80提供可变增压，因而所述可变增压可匹配或调节至燃料和操作条件，从而根据上文关于第一实施例的混合动力系10所述的操作参数优化性能和燃料经济性。
现在参见图4，图表示出了对两种火花点火式涡轮增压内燃机的汽油燃料的预测燃料经济性。Y轴以百分比表示未调节的燃料经济性改进，其中基准线是自然吸气发动机。左边的柱90表示涡轮增压发动机的燃料经济性。右边的柱92表示与电动机/发电机单元结合操作的涡轮增压发动机。应当理解，增加电动机/发电机单元将改进燃料经济性大约15％。
本发明的前述描述实质上仅仅是示意性的，不脱离本发明的要点的变型也在本发明的范围内。这种变型并不认为是偏离了本发明的精神和范围。

Claims (17)

1.一种灵活燃料混合动力系，结合地包括：
内燃机，所述内燃机具有进气歧管和第一输出，
所述进气歧管中的空气压力增大机构，
可调节速度驱动组件，所述可调节速度驱动组件用于驱动所述空气压力增大机构，
多个传感器，所述多个传感器至少包括燃料传感器、空气质量流量传感器和进气歧管压力传感器，
电动机/发电机，所述电动机/发电机具有第二输出和控制器，
变速器，所述变速器由所述第一和第二输出及变速器控制器驱动，
主发动机控制器，所述主发动机控制器具有用于从所述多个传感器接收数据的多个输入、用于控制所述可调节速度驱动组件的输出、和到所述控制器和所述变速器控制器的通信链路。
2.根据权利要求1所述的灵活燃料混合动力系，其特征在于，所述可调节速度驱动组件包括速度增大部分和控制部分，所述控制部分用于从所述主发动机控制器接收所述用于控制所述可调节速度驱动组件的输出。
3.根据权利要求1所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的电子节气门控制件。
4.根据权利要求1所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的废气旁通阀控制器。
5.根据权利要求1所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的燃料喷射系统和火花点火系统。
6.一种灵活燃料混合动力系，结合地包括：
内燃机，所述内燃机具有进气歧管和第一输出，
增压器，所述增压器具有与所述进气歧管流体连通的输出，
可调节速度驱动组件，所述可调节速度驱动组件用于驱动所述增压器，
多个传感器，所述多个传感器至少包括燃料传感器、空气质量流量传感器和进气歧管压力传感器，
电动机/发电机，所述电动机/发电机具有第二输出和控制器，
变速器，所述变速器由所述第一和第二输出及变速器控制器驱动，
主发动机控制器，所述主发动机控制器具有用于从所述多个传感器接收数据的多个输入、用于控制所述可调节速度驱动组件的输出、和到所述控制器和所述变速器控制器的通信链路。
7.根据权利要求6所述的灵活燃料混合动力系，其特征在于，还包括曲轴角度传感器和氧气传感器。
8.根据权利要求6所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的燃料喷射系统和火花点火系统。
9.根据权利要求6所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的电子节气门控制件。
10.根据权利要求6所述的灵活燃料混合动力系，其特征在于，所述可调节速度驱动组件包括速度增大部分和控制部分，所述控制部分用于从所述主发动机控制器接收所述用于控制所述可调节速度驱动组件的输出。
11.根据权利要求6所述的灵活燃料混合动力系，其特征在于，所述可调节速度驱动组件包括双速和连续可变类型中的至少一种。
12.根据权利要求6所述的灵活燃料混合动力系，其特征在于，所述可调节速度驱动组件以1/2.5至1/4.0之间的比率增大速度。
13.一种灵活燃料混合动力系，结合地包括：
内燃机，所述内燃机具有进气歧管和第一输出，
涡轮增压器，所述涡轮增压器具有与所述进气歧管流体连通的输出，
可调节速度驱动组件，所述可调节速度驱动组件用于驱动所述涡轮增压器，
多个传感器，所述多个传感器至少包括燃料传感器、空气质量流量传感器和进气歧管压力传感器，
电动机/发电机，所述电动机/发电机具有第二输出和控制器，
变速器，所述变速器由所述第一和第二输出及变速器控制器驱动，
主发动机控制器，所述主发动机控制器具有用于从所述多个传感器接收数据的多个输入、用于控制所述可调节速度驱动组件的输出、和到所述控制器和所述变速器控制器的通信链路。
14.根据权利要求13所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的废气旁通阀控制器。
15.根据权利要求13所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的电子节气门控制件。
16.根据权利要求13所述的灵活燃料混合动力系，其特征在于，还包括由所述主发动机控制器控制的燃料喷射系统和火花点火系统。
17.根据权利要求13所述的灵活燃料混合动力系，其特征在于，所述可调节速度驱动组件包括速度增大部分和控制部分，所述控制部分用于从所述主发动机控制器接收所述用于控制所述可调节速度驱动组件的输出。
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