CN101500873B - 用于车辆的混合驱动组件的运行模式的控制方法和利用所述方法的混合驱动组件 - Google Patents
用于车辆的混合驱动组件的运行模式的控制方法和利用所述方法的混合驱动组件 Download PDFInfo
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- 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
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Abstract
用于车辆的、尤其是小型摩托车的混合驱动组件的运行模式的管理方法,所述混合驱动组件包括至少一个内燃机(3)和电机(32)。所述方法包括当需求转矩是负的时,操作内燃机以便使其不提供转矩并操作电机以便使其作为用于对蓄电池(36)充电的发电机运行的步骤。当需求转矩是正的并且比内燃机能提供的最大转矩低时,操作内燃机和/或电机以满足需求转矩和/或使蓄电池到达预先设定的充电水平和/或在最高效率区域状态下运行内燃机;以及当需求转矩是正的并且比内燃机能提供的最大转矩高时,操作内燃机和/或电机提供推进转矩以满足需求转矩。此外,根据蓄电池(36)的充电水平并且当驾驶员要求时,控制方法关闭内燃机并仅驱动电机以提供需求转矩。
Description
技术领域
本发明涉及一种混合驱动组件的运行模式的控制方法和使用所述方法的混合驱动组件,所述混合驱动组件用于尤其是小型摩托车的车辆。
背景技术
如所知道的,已经有使用混合驱动组件的道路车辆,尤其是机动车,即在其中内燃机和电动马达彼此组合地被使用的车辆。
已知的混合解决方案允许替代地或组合地使用两个推进系统:根据第一已知组合结构,称为“串联混合”,内燃机具有驱动电流发生器的单一功能,所述电流发生器对电池再充电,所述电池对电动马达充电;因此该驱动完全地由电动马达影响。
当内燃机仅需要提供平均功率并且能因此在固定的和最优化的状态下运行时,该方案提供了基本上降低消耗的优点。
在第二结构中,已知为“并联混合”结构,内燃机和电动引擎都通过特定的传递运动机械结构在驱动轮处连接。
已知的混合驱动组件具有结构复杂的缺点,成本高并需要高投入(encumbrance),导致这种类型的混合系统在诸如小型摩托车的具有减小的尺寸的机动车辆上只有少量的应用。
尤其地,意大利专利申请TO2002A001088描述了用于小型摩托车的混合驱动组件,所述混合驱动组件使用了与传动单元的离心式离合器同轴的电机,所述传动单元在内燃机的驱动轴和传动轴之间插入。在这种情况下,电机的转子与离合器杯(clutch bell)为整体。
用于小型摩托车的已知混合驱动组件根据包括下列操作模式的方法操作:
-“热动”,其中推进力完全由内燃机提供;
-“电动”,其中推进力完全由电机提供;
-“并联混合”,其中内燃机和电动马达对提供驱动能量做出贡献;以及
-“串联混合”,其中内燃机被唯一地用于带动用于对电池再充电的发电机,然而至驱动车轮的推进力矩由电机单独提供。
用于引导用于小型摩托车的混合驱动组件的现在已知的组合操作模式不能使车辆的能量消耗最优和保证电池的充电水平在预先设定的值处。实际上它们仅正视将两个引擎的转矩都提供至驱动车轮或通过内燃机对电池充电而电动马达提供需要的转矩这种可能。
在该后一种情况中,使用特定的电流发生器也是必要的,因为电机被用于作为电动机并且因此不可能利用其可逆特性。
发明内容
本发明提出要承担的是去除上面报告的在用于管理混合驱动组件的运行模式的已知类型的方法中的缺点,通过构想出一种能保证在能量控制的最优化方面有高运行性能的方法。
在该承诺中,本发明的一个目的是提供混合驱动组件的运行模式的管理方法,在运行在组合模式中时所述管理方法能控制电池的充电水平以将其保持在预先确定的水平上。
本发明的另一个目的是构想出使用操作模式的这种管理方法的混合驱动组件。
通过根据权利要求1的混合驱动组件的运行模式的管理方法实现了该承诺和其它目的,所述混合驱动组件的运行模式的管理方法用于车辆,尤其是小型摩托车。
附图说明
本发明的其它特征和优点将从根据本发明的混合驱动组件的运行模式的管理方法的优选的但非限制性的实施例中变得较明显,在附图中指示性地和非限制性地简要地说明,其中:
-图1是利用了根据本发明的方法的用于小型摩托车的混合驱动组件的第一实施例的示意图;
-图2是在蓄电池系统和电机之间交换的取决于选择的操作模式的动力流的图解;
-图3是利用了根据本发明的方法的用于小型摩托车的混合驱动组件的第二实施例的示意图;
-图4是驱动组件的最优能量管理的控制系统的图解;
-图5a是根据本发明的混合驱动组件的控制模块和管理模块之间的第一通信结构的示意图;
-图5b是根据本发明的混合驱动组件的控制模块和管理模块之间的第二通信结构的示意图;
-图5c是根据本发明的混合驱动组件的控制模块和管理模块之间的第三通信结构的示意图;
-图5d是根据本发明的混合驱动组件的控制模块和管理模块之间的第四通信结构的示意图;
-图6是能量管理装置的处理输入命令的图解表示。
具体实施方式
参考上面的图,用于小型摩托车的、利用了根据本发明的方法的混合驱动组件1包括内燃机3,所述内燃机3配备有借助于传动单元被连接至运动传递轴6的驱动轴4,所述运动传递轴6借助于减速装置28又与驱动轮2联接。
传动单元5包括驱动滑轮10、从动滑轮11和缠绕滑轮10、11的带12。借助于离心离合器8被动滑轮11可选择性地可连接至传动轴6。在传动轴6上,混合驱动组件1也包括与离合器8同轴但位于不同轴向位置的电机32。
尤其地,电机32具有与传动轴6同轴地安装在固定外壳上34的定子33和直接固定到传动轴6上的转子35。
电机32的这种创新的布置保证了与已知类型的电机相比在径向方向上阻力的减小并减小了电机32的转子部分的惯量。
此外,在描述的布置中,电机32的转子35不经受由热引起的压力,所述热由离心离合器8产生。
用在描述的示例实施例中的电机32由定子33和转子35组成,所述定子33具有三相类型的绕组,所述转子35在其内部定位有永磁体。布置有磁体是以便于在磁性转子回路中产生不对称。
为了其运行,电机32对于出现在转子上的磁体和磁性转子回路的各向异性的贡献都能利用。因此电机32在两个方向上都能转动并吸收或提供转矩。从而电机32被用于通过从蓄电池系统36取得能量对小型摩托车提供推进力矩或通过在蓄电池系统36中补偿能量获取制动力矩。
为了这个目的,电机32的电子控制装置50由第一电子装置51和第二电子装置52组成,所述第一电子装置51(逆变器)用于馈送电机的相位,所述第二电子装置52(升压器)具有高频变压器以提升输入电压。
通过输入电感的使用该第二装置52能调节输出电压而与由于电池系统36引起的输入电压的变化无关。
如图2所示,装置51和52都允许在两个方向上的动力传递:从蓄电池系统36至电机32和反之。
蓄电池系统36正视使用各种类型的电池,例如举例来说,铅、铅酸、镍氢、锂离子电池等等,具有或没有超级电容以及合适的管理和电子控制装置(未示出)。
如通常地发生的,能量蓄电池系统可以借助于外部电池充电器被充电。上面的电子控制装置50的另一个特征是允许能量系统通过电机32被直接地充电,避免外部电池充电器的使用。
在图3示出的第二实施例中,设想了使用替代离心质量离合器8的从动离合器21。该方案允许内燃机3仅当系统需要时永久性地与驱动轮2和与驱动轮2为一个整体的电机32联接和脱开。通过从动离合器21的使用,有能通过电机32执行“怠速停止”策略使内燃机3起动的优点,所述“怠速停止”策略为:当车辆处于停止时,内燃机3被关闭,并且在单独利用电动推进重新起动后,内燃机3能利用用于推进的电机32被重点火,借助于从动离合器所述电机32与内燃机3的轴4为一个整体。
该第二实施例也允许驱动组件被配置为“串联混合”,具有提供推进力的电机和当运行时总是运行在效率最优点并通过装配在内燃机输出轴上的发电机对电池充电的内燃机。
由内燃机3、蓄电池系统36和电机32组成的系统包括相关的电子控制装置50,操纵所述电子控制装置50以保证高操作性能。
在车辆上的蓄电池系统36实际上被用于提供能量或通过电机32的相同的电子控制装置50以依赖于选择的能量管理策略的最优的方式被充电。
为了这个目的,借助于特定的控制装置39和50,在接收的一系列输入参数和/或命令的基础上,有能适当地操作电机32和内燃机3的能量管理单元38。能量管理单元38实际上能用运行模式和推进力矩诠释驾驶员的需求,从而以最优的方法管理内燃机3和电机32以及蓄电池系统36的组合运行。
设想了用于电子控制装置38、50、39、36的物理实施例的各种方案。
定义为“紧凑式”的方案包括将上述各种电子控制装置38、50、39、36容纳在同一电子装置上。另一方面,在定义为“分布式”的方案中各种电子控制装置38、50、39、36被容纳在在车辆上放置在不同点处的不同装置中。
也提供了折中方案,在所述折中方案中两个或更多个装置出现在车辆上,在所述两个或更多个装置中实现了一个或多个电子控制装置。
对于设想了在车辆上分布了两个或更多个装置的方案,对于系统的正确运行有各种电子控制装置之间的信息交流的问题。为了这个目的,设想了利用CAN(Control Area Network,控制局域网)协议的通信线75的使用。
图5a示出了具有相关节点的、用在配备有利用了根据本发明的方法的混合驱动组件的车辆的优选实施例中的CAN通信网络75。
每一个CAN节点都与电子装置相组合,具有如下功能:
-“电机控制”节点:这与电机32的电子控制装置50相对应。该装置将涉及电动起动的信息送到CAN线75上并从相同的线上接收各种激活命令信号;
-“内燃机控制”节点:这与内燃机的运行的电子控制装置39相对应。该装置将涉及内燃机的信息送到CAN线75上并从相同的线上接收各种激活命令信号;
-“数字式仪表板”节点,这与给予驾驶员车辆的运行状态信息的可视化装置74相对应。该装置接收将被可视化的输入信号并能选择性地传送可获得的各种信号的信息,例如加速手柄44的位置和在下文中详细定义的其它信号。(图4)
-“蓄电池系统控制”节点:这与出现在车辆上的蓄电池系统36相对应,所述“蓄电池系统控制”节点将涉及其充电水平的信息发送到CAN线上并接收各种命令和控制输入信号。
-“能量管理系统”节点:这与能量管理单元38相对应。该装置从CAN线75上接收从其它装置50、39、74、36发送的信号并将各种命令和控制信号发送至各个装置。
可视化装置74能由具有相似的指示器的相当的仪表板代替,从而去除在CAN线75上的“数字式仪表板”节点。在图5b中描绘了这个方案的例子。
如果使用了具有铅电池的方案,则举例来说,为了获得蓄电池系统36,“蓄电池系统控制”节点可能不出现在线75上。在这种情况下,在车辆上将出现其它装置中的一个,所述其它装置中的一个获取蓄电池系统36的特性值并可能地经由CAN75传递数据。在图5c中提供了该方案的例子。
如果能量管理单元38被实施在出现在车辆上的控制装置50、39中的一个的同一硬件支撑上,则“能量管理系统”节点能被去除。在这种情况下,控制装置50、39中实施了能量管理单元38的功能的控制装置将执行相关的管理操作。在图5d中示出了该方案的例子。
将在下文中描述由能量管理单元38实施的用于管理混合驱动组件的运行模式的方法。
概括地说,为了选择混合驱动组件1的最优运行模式,能量管理单元38执行如下步骤:
a)能量管理单元38接收一系列输入参数和/或命令,在所述一系列输入参数和/或命令中通过加速手柄44的转动、制动手柄45的状态、电机32的转子35的转速、蝶阀40的角位置、由内燃机3提供的转矩、内燃机3的转速和蓄电池系统36的充电状态以及选择器A、B、C、D由驾驶员建立管理策略;
b)在接收的输入参数和/或命令的基础上,能量管理单元38确定车辆的状态和驾驶员需求的转矩;
c)在在步骤b)下确定的值的基础上,内燃机3和电机32都被操作以便使由两个机动化提供的转矩等于驾驶员需求的转矩。
根据本发明的混合驱动组件的运行模式的管理方法设想了驾驶员能从下面的管理策略中选择:
-纯电动,其中电机单独被用于推进;
-标准混合,其中电机和内燃机都被用于推进并且能量管理单元38将电池的充电状态保持在预先设定的水平;
-高充电混合,其中能量管理单元38管理两个机器以满足驾驶员需求的转矩并试图尽可能多地对蓄电池系统充电;
-低充电混合,其中能量管理单元38管理两个机器以满足驾驶员需求的转矩并利用在蓄电池系统中包含的能量使燃料消耗最小。
在纯电动策略中,离合器8以永久性地方式将内燃机3从电机32机械地解联接,并且从而也从与电机32为一体的车辆的驱动轮2解联接。在这种模式中,当需求的转矩是正时,转矩由电机32单独提供,然而如果转矩是负,则对于电机32需求制动转矩。
尤其地参考蓄电池和/或驱动系统的组合管理策略,能量管理单元38能根据由驾驶员选择的管理策略在如下运行模式中运行:
I)利用由内燃机提供的功率的一部分通过电机对电池充电,所述电机作为发电机工作;
II)利用电机替代由内燃机提供的用于推进需要的功率的一部分,利用存储在蓄电池系统中的能量;
III)同时地利用,在由内燃机能提供的功率和由电机能提供的功率的最大值处;
IV)管理两个机器以在蓄电池系统中维持某一充电水平。
参考图6,提供了能量管理装置38根据选择的组合管理策略如何决定内燃机3和电机必须运行在哪一个运行模式中的例证性的说明。
图6,参考标号61指示了内燃机能提供的最大转矩和电机能提供的最大转矩的和产生的最大可用转矩;涉及内燃机单独的最大可用转矩的曲线利用参考标号62指示;标号63是指在减速中由电机吸收的转矩;在制动中由电机吸收的制动转矩利用标号64识别;标号65指示当电机用作发电机时其能吸收的最大转矩;最后标号66是指加速器的总百分比行程。
在车辆的运行中,加速器行程的垂直段66仍在最大推进转矩61和在减速中由电机吸收的制动转矩63之间,但是它根据驱动滑轮11的转速移动。
对于时间t的每一时刻,能量管理单元38根据驱动滑轮11的转动次数的值定位垂直段66并在所述段上百分比地指示加速手柄44的当前位置。
如此固定的点在纵坐标上对应于转矩值,该值被解释为驾驶员需求的转矩。
在组合标准混合管理策略情况下,根据转矩需求落在的区域不同地实现转矩需求,所述区域在下列三个区域中:
-在确定在减速中由电机吸收的制动转矩的线63和水平线之间。在这种情况下,需求的转矩是负的:能量管理单元38控制蝶阀40的关闭并通过控制装置39随意地关闭燃料供给并且在某一速度以上时发送参考负转矩至电机32,这被称为用作发电机,在电池中恢复能量;
-在水平线和确定内燃机单独的最大可用推进转矩的线62之间。在这种情况下需求的转矩是正的并且比内燃机最大可提供的转矩低;能量管理单元38通过控制装置39控制蝶阀40打开以调节在燃烧室中的空气-汽油混合物的供给并且发送参考值至电机32(正的或负的)以满足需求转矩,控制充电状态和使内燃机3的运行最优;
-在线62和涉及最大可用推进转矩的线61之间。在这种情况下,需求转矩比内燃机3的最大可提供转矩高:能量管理单元38通过控制装置40控制蝶阀40的打开以便使内燃机3提供最大转矩并发送正转矩参考值至电机32以满足驾驶员需求的更高的转矩。
最终,如果驾驶员激活制动杆45,能量管理单元38将等于在曲线64上在从动滑轮11给定转速处对应的转矩值的负转矩参考值发送至电机32。
组合高充电混合管理策略具有允许尽可能快地对蓄电池系统36充电的目的,从而将充电状态维持在到达的最大值处。
加速时,当需求转矩在确定内燃机3单独的最大可用转矩的线62和涉及最大可用转矩的线61之间时,关于转动次数的最大转矩值被确定以不显著地损害车辆的性能。这样,由电机提供的推进转矩被限制并且从而能量被从电池总取走。
另一方面,当需求转矩在水平线和线62之间时,内燃机将提供全部的用于推进必要的转矩。此外,如果内燃机运行在最高效率区域中,则关于需求转矩系统将过量地利用其转矩以对蓄电池系统充电,将电机用作发电机。
在减速和制动状态中,系统以与标准混合模式相同的方式运行,将电机用作发电机,对蓄电池系统充电。
在低充电混合模式中,目的是使出现在电机32中的能量的利用优先而不是来自于燃料的能量,以减小燃料消耗。
当驾驶员需求的转矩落在水平线和线62之间的区域中时,能发现在标准混合模式中利用的控制的重要差别:电机32提供需求转矩的一部分,而剩余的部分由内燃机3提供。在任意情况下电机32需求的转矩是使得内燃机3的运行维持在最高效率区域。
如果内燃机3不是化油器发动机而是喷射式发动机,则为了控制转矩供给,设有能调节在发动机中的空气供给并能自动地管理喷射式发动机的参数特征的电子装置39。
实际上已经证实根据如此描述的本发明的方法保证了混合驱动组件的运行模式的从能量管理的最优化方面来讲如此以达到高运行性能的管理。
实际上已经确定,取决于能量消耗最优化的需求电机被操作为马达或电流发生器。特别的、发明性的管理允许电机将充电状态维持在预先设定的值处,这与充电最大值或另一个预先设定的值相对应或对提供推进力矩做贡献以允许内燃机以最优的方式操作。
也已经证实用于描述的小型摩托车的混合驱动组件能实施根据本发明的运行模式的管理方法。
如此构思的本发明能经历众多的修改、添加或变型,全部都被包括在本发明性的概念的范围中。
因此由权利要求限定的保护范围不应被认为为由在描述和附图中以示例的形式示出的优选实施例限制,而应包括所有的是在本发明中固有的可取得专利的创新特征,包括本领域的技术人员认为是等价的特征。
Claims (26)
1.车辆的混合驱动组件的运行模式的管理方法,所述混合驱动组件包括至少一个内燃机(3)和至少一个电机(32),所述方法包括以下步骤:
a)基于接收的一系列输入参数和/或命令确定需求转矩和车辆状态;
b)当所述需求转矩是负的时,操作所述内燃机(3)以便使所述内燃机(3)不提供转矩,并操作所述电机(32)以便使所述电机(32)作为用于对蓄电池系统(36)充电的发电机运行;
c)当所述需求转矩是正的并且比由所述内燃机(3)所能提供的最大转矩低时,操作所述内燃机(3)和/或所述电机(32)以
-满足所述需求转矩;和/或
-使所述蓄电池系统(36)到达预先设定的充电水平和/或在最高效率区域的情况下操作所述内燃机(3);
d)当所述需求转矩是正的并且比由所述内燃机(3)所能提供的最大转矩高时,操作所述内燃机(3)和所述电机(32)提供推进转矩以满足所述需求转矩,
其中用于确定所述需求转矩和所述车辆状态的所述一系列输入参数和/或命令从由以下各项组成的组中选择:
-所述车辆的管理策略;
-所述车辆的加速手柄(44)的转动;
-所述车辆的至少一个制动器(45)的状态;
-所述电机(32)的转子(35)的转速;
-由所述内燃机(3)提供的转矩;
-所述内燃机(3)的转速;
-所述内燃机(3)的蝶阀(40)的角位置;
-在所述内燃机(3)中的空气流量;
-所述蓄电池系统(36)的充电状态以及上述这些的组合。
2.根据权利要求1所述的混合驱动组件的运行模式的管理方法,其中涉及所述车辆的管理策略的所述命令能从由以下各项组成的组中选择:
-纯电动操作模式,其中所述电机(32)单独用于推进;
-标准混合操作模式,其中所述电机(32)和所述内燃机(3)都被用于推进,并且所述蓄电池系统(36)的充电状态被保持在预先设定的水平;
-高充电混合操作模式,其中所述电机(32)和所述内燃机(3)都操作以满足所述需求转矩并对所述蓄电池系统(36)尽可能多地充电;
-低充电混合操作模式,其中所述电机(32)和所述内燃机(3)都操作以在使燃料消耗最小化的同时满足所述需求转矩。
3.根据权利要求2所述的混合驱动组件的运行模式的管理方法,其中当所述管理策略是所述标准混合操作模式时:
-在所述步骤c)中,所述内燃机(3)被驱动以提供全部的需求转矩,如果所述蓄电池系统(36)具有比所述预先设定的水平低的充电水平,则也利用过量转矩将所述蓄电池系统(36)充电至预先设定的充电水平;并且
-在所述步骤d)中,所述内燃机(3)被驱动以提供最大可提供转矩并且所述电机(32)被驱动以满足更高的转矩需求。
4.根据权利要求2所述的混合驱动组件的运行模式的管理方法,其中当所述管理策略是所述标准混合操作模式时:
-在所述步骤c)中,所述内燃机(3)被驱动以操作在最高效率区域状态下,其中所述蓄电池系统(36)基本上处在预先设定的充电水平,并且所述电机(32)被驱动以满足更高的转矩需求;并且
-在所述步骤d)中,所述内燃机(3)被驱动以提供最大可提供转矩并且所述电机(32)被驱动以满足更高的转矩需求。
5.根据权利要求2所述的混合驱动组件的运行模式的管理方法, 其中当所述管理策略是所述高充电混合操作模式时:
-在所述步骤c)中,所述内燃机(3)被驱动以提供全部需求的转矩,如果所述内燃机(3)操作在最高效率区域状态下,则利用过量转矩对所述蓄电池系统(36)再充电;并且
-在所述步骤d)中,所述电机(32)被驱动以提供有限的推进转矩并且所述内燃机(3)被驱动以提供最大可提供转矩。
6.根据权利要求2所述的混合驱动组件的运行模式的管理方法,其中当所述管理策略是所述低充电混合操作模式时:
-在所述步骤c)中,所述内燃机(3)被驱动以操作在最高效率区域状态下,并且所述电机(32)被驱动以满足更高的转矩需求;并且
-在所述步骤d)中,所述内燃机(3)被驱动以提供最大可提供转矩,并且所述电机(32)被驱动以满足更高的转矩需求。
7.根据上述权利要求中的任意一项所述的混合驱动组件的运行模式的管理方法,还包括在激活至少一个制动器(45)的情况下将负转矩参考值发送至所述电机(32)的步骤。
8.根据权利要求2所述的混合驱动组件的运行模式的管理方法,其中当所述管理策略是所述纯电动操作模式时:
-在所述步骤b)中,所述电机(32)提供制动转矩;
-在所述步骤c)和d)中,所述电机(32)单独被驱动以提供推进转矩。
9.用于车辆的混合驱动组件,所述混合驱动组件包括至少一个内燃机(3)和至少一个电机(32),所述电机(32)能与所述内燃机(3)替代地或组合地起动,其特征在于,所述混合驱动组件包括能量管理单元(38),所述能量管理单元(38)用于根据在权利要求1中限定的方法响应一系列输入信号而操纵所述至少一个内燃机(3)和所述至少一个电机(32)。
10.根据权利要求9所述的混合驱动组件,其特征在于,所述电机(32)是可逆型的。
11.根据权利要求9所述的混合驱动组件,其特征在于所述电机(32)包括具有三相类型绕组的定子(33)和转子(35)。
12.根据权利要求11所述的混合驱动组件,其特征在于所述转子(35)具有永久性磁体,所述磁体定位在所述转子(35)中以在所述转子的磁性回路中产生不对称性。
13.根据权利要求11所述的混合驱动组件,其特征在于所述定子(33)被与所述车辆的传动轴(6)同轴地装配在固定外壳(34)上,并且所述转子(35)被直接装配到所述传动轴(6)上。
14.根据权利要求9所述的混合驱动组件,其特征在于所述电机(32)具有电子控制装置(50),所述电子控制装置(50)包括第一电子装置(51)和/或第二电子装置(52),所述第一电子装置(51)用于馈送所述电机(32)的相位,所述第二电子装置(52)用于提升输入电压。
15.根据权利要求14所述的混合驱动组件,其特征在于所述第二电子装置(52)设有高频变压器。
16.根据权利要求14所述的混合驱动组件,其特征在于所述第一电子装置(51)是逆变器并且所述第二电子装置(52)是升压器。
17.根据权利要求14所述的混合驱动组件,其特征在于所述内燃机(3)由控制装置(39)驱动以提供转矩。
18.根据权利要求17所述的混合驱动组件,其特征在于所述能量管理单元(38)被实施在从所述电机(32)的所述电子控制装置(50)和所述内燃机(3)的所述控制装置(39)中选择的至少一个上。
19.根据权利要求17所述的混合驱动组件,其特征在于所述能量管理单元(38)将控制信号发送至从以下各项中选择的至少一个:
-所述电机(32)的所述电子控制装置(50);
-所述内燃机(3)的所述控制装置(39);
-所述蓄电池系统(36);
-数字式仪表板(74)。
20.根据权利要求19所述的混合驱动组件,其特征在于所述能量 管理单元(38)通过通信线(75)与所述电子控制装置(50)、所述控制装置(39)、所述蓄电池系统(36)及所述数字式仪表板(74)通信。
21.根据权利要求20所述的混合驱动组件,其特征在于所述通信线(75)利用了控制局域网通信协议。
22.根据权利要求9所述的混合驱动组件,其特征在于所述内燃机(3)与离心质量离合器(8)联接。
23.根据权利要求9所述的混合驱动组件,其特征在于所述内燃机(3)与从动离合器(21)联接。
24.根据权利要求23所述的混合驱动组件,其特征在于通过执行“怠速停止”策略,所述电机(32)被用于起动所述内燃机(3),所述“怠速停止”策略为:当车辆处于停止时,内燃机(3)被关闭,并且在单独利用电动推进重新起动后,内燃机(3)能利用用于推进的电机(32)被重点火,借助于从动离合器(21)所述电机(32)与内燃机(3)的轴(4)为一个整体。
25.根据权利要求23所述的混合驱动组件,其特征在于所述电机(32)被驱动以提供需求的推进力,并且所述内燃机(3)被驱动以操作在最高效率点,通过安装在所述内燃机(3)的输出轴上的发电机对所述蓄电池系统(36)再充电。
26.根据权利要求14所述的混合驱动组件,其特征在于所述电子控制装置(50)用于对所述蓄电池系统(36)再充电。
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- 2007-06-12 AU AU2007258867A patent/AU2007258867B2/en active Active
- 2007-06-12 ES ES07734921.5T patent/ES2601353T3/es active Active
- 2007-06-14 TW TW096121515A patent/TWI422512B/zh active
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2009
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EP1340645A2 (en) * | 1996-03-26 | 2003-09-03 | Toyota Jidosha Kabushiki Kaisha | Power output apparatus to drive a shaft and method of controlling the same |
CN2605185Y (zh) * | 2003-02-26 | 2004-03-03 | 天津内燃机研究所 | 混合动力摩托车 |
EP1518737A1 (en) * | 2003-09-29 | 2005-03-30 | HONDA MOTOR CO., Ltd. | Power unit structure for hybrid vehicle |
EP1574379A2 (en) * | 2004-03-08 | 2005-09-14 | Yamaha Hatsudoki Kabushiki Kaisha | Straddle-type vehicle |
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WO2007144765A2 (en) | 2007-12-21 |
CN101500873A (zh) | 2009-08-05 |
EP2027002B1 (en) | 2016-08-03 |
KR20090018660A (ko) | 2009-02-20 |
AU2007258867A1 (en) | 2007-12-21 |
AU2007258867B2 (en) | 2012-04-05 |
JP2009539697A (ja) | 2009-11-19 |
US20100170733A1 (en) | 2010-07-08 |
RU2008152237A (ru) | 2010-07-20 |
CA2655119C (en) | 2014-09-23 |
WO2007144765A3 (en) | 2008-07-24 |
US8499867B2 (en) | 2013-08-06 |
CA2655119A1 (en) | 2007-12-21 |
TWI422512B (zh) | 2014-01-11 |
EP2027002A2 (en) | 2009-02-25 |
BRPI0713729A2 (pt) | 2012-10-30 |
KR101383463B1 (ko) | 2014-04-17 |
ES2601353T3 (es) | 2017-02-14 |
TW200808612A (en) | 2008-02-16 |
BRPI0713729B1 (pt) | 2018-08-14 |
WO2007144765A8 (en) | 2008-12-04 |
HK1125899A1 (zh) | 2009-08-21 |
RU2430844C2 (ru) | 2011-10-10 |
ITMI20061157A1 (it) | 2007-12-16 |
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