CN101511658B - 用于运行混合驱动的方法 - Google Patents

用于运行混合驱动的方法 Download PDF

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CN101511658B
CN101511658B CN200780032367.XA CN200780032367A CN101511658B CN 101511658 B CN101511658 B CN 101511658B CN 200780032367 A CN200780032367 A CN 200780032367A CN 101511658 B CN101511658 B CN 101511658B
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machine device
drag torque
square
combustion engine
electric machine
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CN101511658A (zh
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M·格洛拉
R·安茨
M·沃纳
O·福茨
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Robert Bosch GmbH
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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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Abstract

本发明涉及一种用于运行构造成并行混合驱动的、具有传动系的混合驱动的方法，所述混合驱动具有至少一个内燃机和至少一个电机器装置或至少一个液压机器装置，其中在内燃机和电机器装置或液压机器装置之间布置有分离离合器，并且沿传动方向看，所述电机器装置或液压机器装置后置于内燃机，其中，如果可预先确定的曳力矩能够被电机器装置或液压机器装置接受，则所述分离离合器在拖曳工作时分离，并且其中根据所述可预先确定的曳力矩给所述电机器装置或液压机器装置预先确定理论矩，其特征在于，首先规定小的减速的额定矩M1，并然后在时间t上连续过渡到所述减速的理论矩的绝对值的最大值M2，其中所述理论矩这样预先确定，使得不超出所述可接受的曳力矩。

Description

用于运行混合驱动的方法
技术领域
本发明涉及一种用于运行构造成并行混合驱动的、具有传动系的、特别用于机动车的混合驱动的方法，其具有至少一个内燃机和至少一个电的或液压的机器装置，其中在内燃机和电的或液压的机器装置之间布置有分离离合器，并且沿传动方向看，电的或液压的机器装置后置于内燃机。
背景技术
如果驾驶员在机动车的速度大于零时不操纵加速踏板，则他通常希望车辆减速，即使他没有操纵制动器。对于其驱动单元只由内燃机组成的传统的车辆，减速通过减速矩确定，该减速矩通过未点火的、但是被拖曳的内燃机产生。这个产生的减速矩此外在这种情况下强烈依赖内燃机的温度。特别是刚刚冷车起动后，该减速矩由于高的摩擦损耗而特别高。减速矩在控制单元中计算，并且作为加速踏板放置点作为用于加速踏板位置的驾驶员期望扭矩的参考点大于零。
对于具有电的或液压的机器装置的混合驱动车辆，该电的或液压的机器装置例如可以用于平衡在减速矩中由温度引起的波动。电机或者是液压机也可以用于回收动能并且充入合适的蓄能器中。
对于在内燃机和电机或液压机之间设有分离离合器的混合驱动车辆，可以将电机或液压机分离，这样内燃机不再对其余的传动系有影响或者是不再与其余的传动系作用连接。
发明内容
本发明提出一种用于运行构造成并行混合驱动的、具有传动系的混合驱动的方法，所述混合驱动具有至少一个内燃机和至少一个电机器装置或至少一个液压机器装置，其中在内燃机和电机器装置或液压机器装置之间布置有分离离合器，并且沿传动方向看，所述电机器装置或液压机器装置后置于内燃机，其中，如果可预先确定的曳力矩能够被电机器装置或液压机器装置接受，则所述分离离合器在拖曳工作时分离，并且其中根据所述可预先确定的曳力矩给所述电机器装置或液压机器装置预先确定理论矩，其特征在于，首先规定小的减速的额定矩M1，并然后在时间t上连续过渡到所述减速的理论矩的绝对值的最大值M2，其中所述理论矩这样预先确定，使得不超出所述可接受的曳力矩。
本发明适用于具有内燃机和至少一个电机的混合驱动车辆。也可以使用液压机代替电机。那么就涉及液压的或者流体静力的混合驱动。然后使用具有一个或多个或少量压缩气泡的压力容器作为蓄能器。根据本发明的方法的说明基本上借助具有电机器装置的实施例来进行，它从意义上讲也适用于液压的或者流体静力的混合驱动。
根据本发明，如果可预先确定的曳力矩可以被电机器装置接受，则分离离合器在拖曳工作时、即当内燃机未点火而被拖曳时分离。那么对于电机器装置可以完全接受或者说产生预先确定的曳力矩，由此通过被拖曳的内燃机的损耗所产生的减速矩不再是必需的这种情况，为实现预先确定的曳力矩，于是分离离合器被分离，这样预先确定的曳力矩只由电机器装置接受。该电机器装置在拖曳工作中适宜地发电机式地工作，由此在分离的分离离合器的情况下达到电机器装置的最大发电功率。
可由电机器装置接受的曳力矩有利地根据电机器装置的工作参数来确定。当然可接受的曳力矩也通过电机器装置的结构和/或尺寸限制，不过整个电机器装置的变化的工作参数需要特别的考虑。那么从一开始就可以避免在电机器装置上的损坏，其中车辆的控制单元分析工作参数并且相应地操纵分离离合器。
适宜地将至少一个属于电机器装置的电蓄能器的状态用作为工作参数。在此优选考虑电蓄能器的温度和充电电压。通过考虑电蓄能器的温度将阻止过热以及由此带来的蓄能器的破坏。通过注意充电电压或者可能的充电电压，将阻止蓄能器由于发电机式的工作进行超过它的充电容量地充电。这对于蓄能器同样有破坏的结果。
有利地考虑将属于电机器装置的电机的工作温度用作为工作参数，这样它不会过热并且由此破坏。此外电机的效率随着升高的温度变差。这同样可以通过根据本发明的方法考虑。也可以考虑内燃机的温度或者在液压混合驱动情况下考虑液压系统的部件的温度。
根据本发明的一种改进方案，给电机器装置或者说电机根据可预先确定的曳力矩来预先确定理论矩，其中该理论矩适宜地在绝对值上不超出可接受的曳力矩。当然该理论矩也可以具有在绝对值上较小的值。对于分离离合器闭合的情况，预先确定的曳力矩被分配到内燃机和电机器装置上，这样该理论矩在这种情况下优选根据通过内燃机产生的减速矩这样预先确定，从而实现可预先确定的曳力矩。
在本发明的一种改进方案中，曳力矩预先确定为可再现的，也就是说与在传动系中的由工作所引起的损耗无关，即例如与内燃机、电机和/或变速器中的损耗矩无关，即驾驶员觉察到车辆的可再现的减速。
曳力矩有利地根据内燃机的转速预先确定。由此可以使曳力矩例如随着升高的转速在绝对值上较小地预先确定。
曳力矩有利地根据行驶速度预先确定。在较高的速度下，驾驶员希望当他的脚从加速踏板上拿起时，比在较低的速度下有更小的减速。由此如果曳力矩随着升高的行驶速度在绝对值上较小地预先确定，则是有利的。
曳力矩适宜地根据混合驱动的变速器的选择的档位预先确定。这具有上面已经所述的优点。当驾驶员在驾驶期间将他的脚从加速踏板上拿起时，在较低的档位时，驾驶员希望大的减速矩，相反在较高的档位时，驾驶员希望宁可小些的减速矩。
曳力矩有利地从特征曲线族和/或特征曲线中获取，其中该特征曲线族和/或特征曲线储存在驱动控制单元的非易失性的存储器中。
根据本发明的一种改进方案，理论矩根据分离离合器的状态预先确定。那么如果分离离合器打开，则理论矩则高些，因为为了达到可预先确定的曳力矩只应用了电机器装置，并且没有内燃机的损耗矩可以使用。如果离合器闭合，则理论矩相应地则低些。由此也可以不依赖离合器的状态实现可预先确定的曳力矩。
理论矩有利地根据传动系的至少一个辅助设备的损耗矩预先确定。如果例如在行驶期间接通了空调装置，则附加的空调压缩机在传动系中产生另一个损耗矩，它作用在曳力矩上。因此如果理论矩这样预先确定，即补偿产生的损耗矩并且提供预先确定的曳力矩，则是有利的。理论矩有利地根据传动系损耗，例如根据在传动系的轴承中的依赖于温度的摩擦损耗来预先确定。电机器装置有利地补偿该传动系损耗，这样例如驾驶员不仅在较长行驶后，而且在冷车起动后都感受到相同的可再现的减速矩。
当分离离合器分离时，内燃机有利地停车，由此混合驱动装置的燃料消耗附加地下降。
电机可以以特别有利的方式用于回收动能，并且不依赖它是否涉及串连的、并联的或者功率分支的系统。这不仅适用于具有电蓄能器的车辆，而且适用于具有液压蓄能器的车辆。对于纯电工作的车辆，一旦驾驶员从油门踏板或者是加速踏板上拿起，就可以进行回收。然后一旦识别到驾驶员愿望就预先确定使车辆减速的理论矩。该减速矩用于充注蓄能器，例如蓄电池、超级电容器或者液压的储压器。如果将值置于高的驾驶舒适性，则驾驶员一旦离开油门，扭矩只柔和地上升。
相反如果允许降低驾驶舒适性或者可回收的动能应该尽可能高，则首先只预先确定小的第一制动矩以避免冲击。电机的这个制动矩然后按照时间曲线提高到最大值或者直到车辆停止。由此获得的附加的回收能量被用于蓄能器的充电。本发明的这种设计方案可以特别有利地使用在具有频繁的起动和制动的驾驶循环中。
如果使用液压机代替电机用于驱动或者形成减速矩或者回收，并且设置有具有一个或多个或少量压缩气泡的压力容器作为蓄能器，可以构成具有特别的优点的液压的或者流体静力的混合驱动。这种液压的或者流体静力的混合驱动在一定的驾驶循环中相对电混合驱动有优点。
附图说明
下面本发明借助附图详细说明。图中示出：
图1示出了根据本发明的方法的示意的实施例，
图2示出了减速矩的可能的曲线。
具体实施方式
图1在方块图中示意示出了用于电混合驱动的根据本发明的方法的实施例。方块图示出了元件1，它例如是混合驱动装置的控制单元2并且借助于至少一个储存的特征曲线族或特征曲线为混合驱动装置计算出一个曳力矩预值。这里考察的混合驱动装置涉及一种具有内燃机和电机器装置的传动系，其中内燃机和电机器装置借助于可分离的分离离合器功能连接。
控制单元通过连线3获得一个描述了车辆速度的信号，并且通过连线4获得一个描述了驱动装置的变速器所处档位的信号。控制单元2由输入的信号3和4以及储存的特征曲线族或者特征曲线计算出曳力矩，该曳力矩通过连线5输出。
代替上述速度和所处档位，备选地也可以通过连线3和4应用传动系的转速，例如内燃机或者电机的转速以及属于传动系的变速器的变速比。通过连线5将由控制单元2确定的曳力矩传输到最大值选择元件7的第一输入端6。
在减法位8上，从内燃机的摩擦矩9中减去至少一个附属于内燃机的辅助设备的辅助设备损耗矩10。由此计算出的减速矩通过连线11传输到节点12。连线13从节点12直接通到乘法位14的输入端。另一个连线15从节点12通到元件16，在该元件中确定从减法位8来的负减速矩的绝对值，并通过连线17传输到除法位18，在那里一个由布置在内燃机和电机之间的分离离合器所传递的扭矩19除以附在分离离合器的发动机侧的侧面上的减速矩。
该结果通过连线20传输到最大值选择器22的第一输入端21。在最大值选择器22的第二输入端23上，最大值选择器22获得比较值24，比较值24在这种情况下等于零。连线26从输出端25通到最小值选择器28的第一输入端27，该最小值选择器在第二输入端29上获得比较值30，比较值30在这种情况下等于一。通过最小值选择器28和最大值选择器22，将从除法位18来的结果限制在从零到一的值域内，并且从最小值选择器28的输出端31通过连线32传输到乘法位14的第二输入端，这样从减法位8计算出的减速矩与上述受限制的值相乘，其中该受限制的值表示减速矩的多少份额通过分离离合器传递到传动系。由分离离合器传递的扭矩19以专业人员已知的方式和方法计算。
从乘法位14计算出的值通过连线33传输到第二减法位34的输入端，在那里从乘法位14来的结果中减去由传动系引起的损耗矩35。其结果通过连线36传输到节点37，其中该结果取决于分离离合器状态的机械的总曳力矩，其中该机械的总曳力矩是小于零的值。第一连线38从节点37通到加法位39的输入端。
电机40的最小可能转矩被输送到加法位39在第二输入端上并与机械的总曳力矩相加。电机40的最小可能转矩在此相当于电机在发电运行中在绝对值上最大的转矩，或者相当于电机器装置可接受的曳力矩。它以专业人员已知的方式确定。在此它以有利的方式根据电机的温度、附属于电机器装置的电存储器的温度和/或电存储器的充电状态来确定。因为它是使车辆减速的扭矩，于是电机的最小可能扭矩小于或等于零。
从加法位39计算出的和通过连线41传输到最大值选择器7的第二输入端42。这将从控制单元2来的曳力矩限制在最小曳力矩上，即最小可能的值。该值通过连线43传输到最小值选择器44，最小值选择器44将最小可能的值与从节点37通过连线45、节点46和连线47被输送到最小值选择器44的机械的总曳力矩比较。通过最小值选择器44得出车辆的实际减速矩并通过连线48传输到从那里可以截取的节点49。各一个连线从节点49和节点46通到减法位50，在那里从实际减速矩减去机械的总曳力矩并且结果通过输出端51输出。
如果实际减速矩等于机械的总曳力矩，则机械的损耗大于受限制的最小曳力矩。在这种情况下，不将实际减速矩还继续从通过控制单元2预先确定的、用于未踩踏的加速踏板或者制动踏板的曳力矩中去掉，就没有可能性给电存储器、例如混合驱动装置的蓄电池充电。如果分离离合器闭合，并且电机的最大的回收扭矩大于或者等于内燃机的通过连线11输出的减速矩，那么从曳力矩的角度看，满足将分离离合器打开的条件，因为预先确定的曳力矩可以只由电机接受。从传动系来的总曳力矩相应地变大，在绝对值上变小，因为内燃机以及附属于它的辅助设备的损耗矩被取消。从由减法位50计算出的差得出了电机必须以其进行工作的理论矩，以实现预先确定的曳力矩。
该方法以有利的方式，如果曳力矩可以只通过电机产生或者接受，则可以根据预先确定的曳力矩和混合驱动装置在拖曳工作中的工作状态打开分离离合器，并且由此可以以有利的方式使用最大的回收扭矩用于电存储器的充电。如果分离离合器分离或者说打开，则以有利的方式使内燃机停机，这样额外节约了燃料。
如果允许降低驾驶舒适性或者可回收的动能应该尽可能高，则在本发明的一种设计方案中，首先只预先确定一个小的第一制动矩M1以避免冲击。电机的这个制动矩然后按照时间曲线从M1提高到最大值M2或者直到车辆停止。图2示例示出了减速矩的绝对值的时间曲线。在此驾驶员在时间点t1从油门离开并且驾驶员在时间点t2通过轻点油门踏板结束减速愿望。
产生的附加的回收能量被用于蓄能器的充电。本发明的这种设计方案可以特别有利地使用在具有频繁的起动和制动的驾驶循环中，例如对于垃圾车、城市公共汽车或者普遍在城市交通中。
减速矩M1如何能根据速度、传动系传动比或者传动系中的离合器的状态来预先确定，在上面已经说明。以相同的方式，可以预先确定理论矩M2，其中通过提供对此必需的参数可以保证，减速矩M2≥M1。减速矩Mv通过在M1和M2之间的插值来计算。例如按照公式：
Mv＝M1+x(t)(M2-M1)+M1
其中t表示时间并且适用：
x(t＝0)＝0，并且对于t无穷，x(t)≤1。
插值系数x除了可以依赖时间也可以依赖其它的物理值，例如速度，传动系传动比等等。
上述说明的用于具有电机和电蓄能器的混合驱动的解决方案或者方法，也可以实现用于具有用于驱动的液压机器和作为蓄能器的压力容器的液压混合驱动。那种具有内燃机、电机和液压机器的组合的混合驱动车辆也是可以考虑的。

Claims (18)

1.用于运行构造成并行混合驱动的、具有传动系的混合驱动的方法，所述混合驱动具有至少一个内燃机和至少一个电机器装置或至少一个液压机器装置，其中在内燃机和电机器装置或液压机器装置之间布置有分离离合器，并且沿传动方向看，所述电机器装置或液压机器装置后置于内燃机，其中，如果可预先确定的曳力矩能够被电机器装置或液压机器装置接受，则所述分离离合器在拖曳工作时分离，并且其中根据所述可预先确定的曳力矩给所述电机器装置或液压机器装置预先确定理论矩，其特征在于，首先规定小的减速的理论矩M1，并然后在时间t上连续过渡到所述减速的理论矩的绝对值的最大值M2，其中所述理论矩这样预先确定，使得不超出所述可接受的曳力矩，其中从M1到M2的过渡在时间t上按照插值公式连续进行，所述插值公式是： 
Mv＝M1+x(t)(M2-M1)+M1 
其中t表示时间并且适用： 
x(t=0)=0，并且对于t无穷，x(t)≤1，其中Mv是减速矩，x(t)是插值系数。 
2.根据权利要求1所述的方法，其特征在于，所述可由电机器装置接受的曳力矩根据电机器装置的工作参数来确定。 
3.根据权利要求1所述的方法，其特征在于，所述可由液压机器装置接受的曳力矩根据液压机器装置的工作参数来确定。 
4.根据权利要求2所述的方法，其特征在于，将至少一个属于所述电机器装置的电存储器的状态用作为工作参数。 
5.根据权利要求3所述的方法，其特征在于，将至少一个属于所述液压机器装置的液压存储器的状态用作为工作参数。 
6.根据权利要求2所述的方法，其特征在于，将属于电机器装置的电机的工作温度和／或内燃机的温度用作为工作参数。 
7.根据权利要求3所述的方法，其特征在于，将属于液压机器装置的液压部件的工作温度和／或内燃机的温度用作为工作参数。 
8.根据权利要求1所述的方法，其特征在于，所述可预先确定的曳力矩可再现地预先确定。 
9.根据权利要求1所述的方法，其特征在于，所述可预先确定的曳力矩根据内燃机的转速预先确定。 
10.根据权利要求1所述的方法，其特征在于，所述可预先确定的曳力矩根据行驶速度预先确定。 
11.根据权利要求1所述的方法，其特征在于，所述可预先确定的曳力矩根据混合驱动的变速器选择的档位预先确定。 
12.根据权利要求1所述的方法，其特征在于，所述可预先确定的曳力矩从特征曲线族和／或特征曲线中获取。 
13.根据权利要求1所述的方法，其特征在于，所述理论矩根据分离离合器的状态预先确定。 
14.根据权利要求1所述的方法，其特征在于，所述理论矩根据至少一个辅助设备损耗矩预先确定。 
15.根据权利要求1所述的方法，其特征在于，当分离离合器分离时，内燃机停机。 
16.根据权利要求1所述的方法，其特征在于，所述减速的理论矩被调整到这样的值，该值在绝对值上大于所述首先规定的小的减速的理论矩M1并且能够随时间变化。 
17.根据权利要求1所述的方法，其特征在于，所述插值系数x(t)依赖于速度或传动系传动比。 
18.根据权利要求1所述的方法，其特征在于，所述方法用于驱动机动车的混合驱动。 
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EP2059430B1 (de) 2017-10-11
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