CN102149558B - 混合驱动系统 - Google Patents
混合驱动系统 Download PDFInfo
- Publication number
- CN102149558B CN102149558B CN200980135258.XA CN200980135258A CN102149558B CN 102149558 B CN102149558 B CN 102149558B CN 200980135258 A CN200980135258 A CN 200980135258A CN 102149558 B CN102149558 B CN 102149558B
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- Prior art keywords
- motor
- combustion engine
- electro
- drive system
- gear box
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Classifications
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Abstract
本发明涉及一种用于机动车(1)的混合驱动系统(2),该混合驱动系统(2)具有内燃机(7)和电动马达(16),所述内燃机(7)和电动马达(16)分别驱动所述机动车(1)的车轮(6)。所述内燃机(7)通过第一多档变速器(14)和与其相对应的车轮(6)相耦合。所述电动马达(16)则通过第二多档变速器(19)和与其相对应的车轮(6)相耦合。
Description
技术领域
本发明涉及一种用于机动车的混合驱动系统,所述混合驱动系统具有至少一台内燃机和至少一台电动马达,所述内燃机和电动马达分别驱动机动车的至少一个车轮。此外,本发明涉及一种具有混合驱动系统的机动车。
背景技术
在原油价格上涨以及出现地球气候变化的背景下,对尽可能消耗少的并且燃料效率高的机动车的需求越来越高。
这方面的一种大有希望的方案在于具有混合驱动系统的机动车的使用。对于混合驱动系统来说,作为常用的内燃机的补充来使用另一台马达,该马达利用不同的能量形式来驱动机动车。在实践中在这方面电动马达已经获得了认可。
通过额外的马达的使用,一方面可以在很大程度上持久地在特别有能效的运行模式中运行内燃机。由内燃机提供的在特定的时刻不用于驱动机动车的驱动能量可以中间储存在蓄能器比如蓄电池中。在后来的时刻可以将如此中间储存的能量用于驱动机动车。内燃机由此可以减轻负荷,或者甚至完全断开。必要时也可以将内燃机的尺寸设计得小一些。除此以外,也可以在机动车减速时将机动车的动能转换为电能并将其中间储存在蓄电池中。制动能量由此没有“丢失”。
由于这些(以及其它)效果,装有混合驱动系统的机动车尤其在机动车在城市交通中运行时特别具有燃料效率。
由于工艺还比较新,还有较多迄今未解决的细节问题,这些细节问题直到现在阻止混合驱动系统的快速推广。
比如对于所谓的轴分裂式混合驱动装置(Axle-Split-Hybrid-Antrieben)(驱动马达作用于不同的驱动轴)来说存在问题。对于这些轴分裂式混合驱动装置来说,机动车的一根轴由常规的内燃机来驱动。相反,混合驱动装置的电动马达则作用于第二轴。对于这样的轴分裂式混合驱动装置来说,电机无法覆盖整个车辆速度范围:一方面电动马达的最大可能的转速向上受到限制,用于避免电动马达的损坏。如果电动马达与此相对低转速运行,那么这就导致电动马达的不利的效率,这一点当然是不希望的。因此,电动马达的工作点的设计是一种折衷方案,该折衷方案在机动车的速度范围的两端引起问题。
为了较少受到电动马达的转速上限的限制,在EP 0 224 144 A1中已经提出,可以通过离合器来松开驱动轴与电动马达之间的机械连接。由此可以提高电动马达在机动车的低速范围内的效率。同时可以在车辆速度较高时通过所述离合器的脱离来避免电动马达的损坏。
但是,迄今已知的混合驱动系统一如既往地具有一些缺点。
发明内容
因此提出,用于机动车的混合驱动系统具有至少一台内燃机和至少一台电动马达,其中所述内燃机和电动马达分别驱动机动车的至少一个车轮,其中所述至少一台内燃机通过第一多档变速器与所述至少一个相对应的车轮相耦合,对于所述混合驱动系统如此进行改进,使得所述至少一台电动马达通过第二多档变速器与所述至少一个相对应的车轮相耦合。通过这样的第二多档变速器,可以使至少一台电动马达在机动车的整个速度范围上基本上总是在有利的工作点中(也就是说在较高的转速时)运行。由此可以使额外的电动马达在机动车的整个速度范围内以特别有效的方式提供较高的额外的驱动功率。另一方面也可以在再生运行中将尽可能多的动能转化为电能并且将其中间储存。所使用的燃料由此可以特别有效地得到利用。此外,也可以的是,由内燃机驱动的轴已经被混合驱动装置(平行混合驱动装置或者功率分支器)所驱动。所述多档变速器可以是任意的变速器,对于这些变速器来说可以改变传动比。尤其可以涉及分级的换档变速器、无级的变速器、自动的变速器、手动的换档变速器和/或带有手动的档位预选功能的自动化的换档变速器。所述多档变速器(第一多档变速器/第二多档变速器等等)当然也可以构造为不同的结构。在此可以朝单个车轮或者不过也可以朝驱动轴进行耦合。此外,也可以比如设置差速器或类似装置。
可以证实特别有效的是,所述至少一台内燃机和所述至少一台电动马达与不同的车轮优选与不同的轴的车轮相耦合。由此可以以特别简单的方式实现一种全轮驱动。除此以外,一种这样的设计方案在不同的马达的触发方面也具有优点。
可能有利的是,所述多档变速器中的至少一个多档变速器构造为多级换档变速器。这样的换档变速器已在数十年里得到了优化并且因此能够毫无问题地以有利的结构形式来获取。在变速器中产生的损失也比较小。多级换档变速器可以以任意的方式是自动变速器、手动的换档变速器或者是具有手动的档位预选功能的自动化的换档变速器。
可以设置一种控制电路,该控制电路影响所述多档变速器中的至少一个多档变速器的换档位置和/或所述至少一台内燃机的触发和/或所述至少一台电动马达的触发。当然完全可以如此进行所述影响,从而基本上完全通过所述控制电路来控制相应的组件。借助于这样的控制电路,可以以特别简单的方式来承担不同的调节任务。因此比如可以使所述混合驱动系统朝特别有效的并且节省能量的行驶、朝尽可能舒适的行驶或者朝“中间位置”得到优化。尤其如果涉及具有手操纵的换档(完全手动的换档变速器和/或具有手动的档位预选功能的自动化的换档变速器)的机动车,那就优选所述控制电路尤其影响或者甚至基本上引起电动马达的触发和/或第二多档变速器(该第二多档变速器与电动马达相对应)的触发。由此对于机动车驾驶员来说,可以获得机动车的在很大程度上真实的行驶特性。
除此以外,可以设置测量传感器,所述测量传感器尤其测量所述多档变速器中的至少一个多档变速器的换档位置和/或所述至少一台内燃机的运行状态和/或所述至少一台电动马达的运行状态和/或机动车的运行状态和/或机动车的操作元件的位置。也就是说,在知道相应的参数的情况下,可以以特别有效的方式来触发其它的组件或者说其它组件的部件。所述多档变速器中的至少一个多档变速器的换档位置尤其是指相应选择的档位和/或“接合”或者说“脱离”位置。对于马达(内燃机/电动马达)的运行状态来说,尤其应该想到相应的马达的功率需求、功率释放、转速和温度。对于机动车的运行状态来说,尤其应该想到机动车速度、方向盘位置、车行道性质、冷却水温度、外部温度以及上坡行驶或者说下坡行驶。对于机动车的操作元件的位置来说,不仅应该想到加速踏板、制动踏板以及离合器踏板的位置。更确切地说,也可以预选手动的档位规定或者说由驾驶员确定的换档策略。比如对于驾驶员来说能够在尽可能运动性的换档策略、尽可能消耗少的换档策略以及尽可能舒适的换档策略之间进行选择。
可以证实有意义的是,在所述控制电路中储存了至少一条特性曲线,优选至少一条具有多条特性曲线的组合特性曲线。借助于特性曲线或者说组合特性曲线,可以定义一些条件,比如对于第二多档变速器(属于电动马达)来说在存在这些条件的情况下应该进行换档过程。比如可以根据车轮转速以及根据电动马达的扭矩(或者也可以根据机动车驾驶员的扭矩愿望)来定义换档条件。在此可以在与用于给多档变速器换低速档的换档条件不同的情况下来选择用于给多档变速器换高速档的换档条件。也可以储存多条组合特性曲线。在这种情况下,每条组合特性曲线代表着一种特定的换档策略。比如第一组合特性曲线可以将燃料消耗降低到最低限度,第二组合特性曲线可以对行驶舒适性进行优化并且第三组合特性曲线可以提供运动性的行驶特性。通过这种方式,可以特别容易地使混合驱动系统与单独的驾驶员愿望相匹配。
可能有利的是,对于混合驱动系统来说,在达到极限负荷条件时进行多档变速器尤其第二多档变速器的换档,用于避免混合驱动系统的部件的过载。因而如果比如达到电动马达的机械的和/或电气的负荷极限,则无论如何要开始换档。在这种情况下,混合驱动系统的运行可靠性优先于行驶舒适性和/或经济性。负荷极限在此不一定是装置的破坏极限,而是也可能是一种极限,对于该极限来说比如磨损剧烈增加。这方面的实例是,如果电动马达的转速接近于临界值,则要促使给第二多档变速器换高速档。
可能证实有意义的是,第二多档变速器(属于电动马达)的换档优选在第一多档变速器(属于内燃机)换档时进行。这种策略会特别有意义,如果所述第一多档变速器是手动操纵的换档变速器。这里电动马达牵引力的牵引力中断在驾驶员本来期待牵引力中断的时刻进行。由此对于机动车驾驶员来说没有出现主观上的舒适性损失。恰恰相反,通过这种方式可以产生真实的驾驶感觉。
也可以的是,在第二多档变速器(属于电动马达)换档时至少部分地优选基本上由至少一台另外的马达尤其至少一台内燃机对牵引力损失进行补偿。这一点比如可以通过以下方式来实现,即控制电路与电动马达的牵引力损失相对应地调高由内燃机所输出的功率。由此可以减小或者说基本上抑制通过所述第二多档变速器的“换档冲击(Schaltruck)”引起的舒适性损失。通过这种方式,所述混合驱动系统可以满足特别高的舒适性要求。尤其可以的是,内燃机在第二多档变速器的换档过程中可以至少部分地对通过电动马达的“取消”引起的牵引力损失进行补偿。但是,即使在这样的“换档冲击”过程中没有(完全)对内燃机进行再调节,那也留下一定的牵引力(也就是可能提高了的内燃机牵引力),从而对车辆乘客来说可以消除(主观上更少)换档冲击。
除此以外,有意义的是,第二多档变速器的换档在电动马达的一种扭矩范围内进行,在该扭矩范围内牵引力损失可以在很大程度上优选基本上完全由至少一台另外的马达尤其由内燃机中的至少一台内燃机来进行补偿。在此,在“很大程度”这个概念下可以设想比如85%、90%、95%、98%、99%或者100%的牵引力补偿。如果“面临”离开这样的扭矩范围这种运行条件,那就比如事先开始所述第二多档变速器的换档过程。由此可以为混合驱动系统的运行状态的大部分实现在尽可能大的程度上的牵引力补偿。
此外可以的是,在至少一台内燃机运转的情况下在电动马达的扭矩尽可能低时进行第二多档变速器的换档,其中优选所述电动马达的效率和/或至少一台电动马达的功率双曲线用作下极限。电动马达的较小的扭矩通常具有这样的优点,即能够感觉到的换档冲击特别小,或者说仅仅必须由内燃机对特别小的牵引力中断进行补偿。用于换高速档过程的下极限有利地通过电动马达的效率曲线来产生。如果电动马达的效率下降,那么自某一点起经济性观点就优先于舒适性观点。另一个下极限可以通过电动马达的功率双曲线来产生。在所述功率双曲线之上,由转速和扭矩形成的乘积是恒定的。相反,在转速较低时,最大的扭矩不依赖于转速并且是恒定的。换档过程在此可以有利地如此进行,从而在换高速档过程之后还可以获得电动马达的最大的扭矩。也可以的是,下极限依赖于其它参数比如电动马达的转速、电动马达的所输出的扭矩以及/或者依赖于是否给内燃机的多档变速器换档。因此,比如在内燃机接合时可以通过效率来定义换档极限,相反在内燃机换档时则通过功率双曲线来定义第二多档变速器的换档过程,这通常在转速和/或扭矩较低时引起换档过程。此外,也可以根据驾驶员愿望来进行加权(或者加权的一部分)。
在此可以获得所述混合驱动系统的另一种优选的设计方案,如果在至少一台内燃机停止的情况下在电动马达的扭矩尽可能低的时候进行第二多档变速器的换档。电动马达的扭矩越小,这里能够感觉到的换档冲击就越小。也可以如此选择所述曲线,从而在扭矩较高时首先根本不进行换档,并且比如首先进行等候,直到起动了至少一台内燃机。但是,这里也比如可以通过电动马达的功率双曲线或者效率曲线来预先设定下极限,其中这里必要时还可以使用校正因数(尤其与在内燃机运转时的换档条件相比)。
此外可以的是,在机动车减速时并且/或者在再生运行时尤其在电动马达的较高的扭矩范围内特别在至少一台内燃机停止时延迟并且/或者避免第二多档变速器(属于电动马达)的换低速档。恰好在内燃机空转运行时或者说在内燃机停止时,很难或者实际上不可能借助于内燃机对由于“换档冲击”引起的电动马达的减速功率的中断进行补偿。如果这里延迟或者说甚至完全避免第二多档变速器的换低速档,那么虽然将较少的制动能量回收为电能,但是可以显著提高行驶舒适性。行驶舒适性的获得可以更好地抵消较少的能量损失的较小的缺点。当然电动马达的扭矩越大,所述第二多档变速器的(未得到平衡的)换档冲击就越大。
对于混合驱动系统来说可以获得另一种优选的实施方式,如果在内燃机停止时在第二多档变速器的换档过程之前起动内燃机并且/或者在内燃机运转时延迟内燃机的断开直到实施第二多档变速器的换档过程。由此可以以特别灵巧的方式减小或者说避免不期望的可能通过所述第二多档变速器的换档引起的换档冲击。
此外提出,给机动车配设具有上面所说明的特性的混合驱动系统。所述机动车而后以类似的方式具有已经说明的特性和优点。
此外,要求保护一种方法,对于该方法来说以上面所说明的方式来给机动车的上面所说明的混合驱动系统换档。
附图说明
下面借助于可能的实施方式并且参照附图对本发明进行详细解释。附图示出:
图1是用于混合驱动系统的一种实施例的示意性的俯视图;
图2是用于组合特性曲线的一种实施例。
具体实施方式
图1示出了具有混合驱动系统2的机动车1的从上面看的示意性的俯视图。出于简明原因,仅仅示意性地示出了机动车1的车身3。所述机动车1的混合驱动系统2拥有两根轴4、5,在所述两根轴4、5上分别安装了车轮6。
所述前轴4由内燃机7来驱动。内燃机7拥有在图1中出于绘图原因仅仅部分地示出的常见的辅助机组。在图1中示出了起动器8和发电机9。起动器8和发电机9比如通过三角皮带11与内燃机7的驱动轴10相连接。在机动车1的由内燃机7产生的功率不需要完全用于驱动机动车1的运行状态中,借助于发电机9来产生电能,所述电能可以中间储存在蓄电池12中。
由内燃机7产生的牵引力通过驱动轴10、离合器13、机械的换档变速器14和差速器15输送给固定在前轴4上的车轮6。离合器13和换档变速器14在此构造为机械的手动操作的组件。
如果内燃机7的转速随着机动车1的速度增加而上升,那么机动车驾驶员就在某个时刻分离离合器13并且将换档变速器14切换到下一个更高的档位中。随后他通过离合器踏板的松开再次使离合器13接合。在机动车1制动时,机动车驾驶员会相应地将所述换档变速器14的档位向下切换。
作为内燃机7的补充,所述机动车1的混合驱动装置2拥有电动马达16。该电动马达16通过驱动轴17、第二离合器18、第二换档变速器19和第二差速器32驱动后轴5的车轮6。所述第二离合器18和第二换档变速器19相应地自动地由电子的控制电路20来操纵。所述电动马达16也由所述电子的控制电路20来触发。该电动马达16在驱动模式中从蓄电池12获取电能。在再生模式中,该电动马达16作为发电机来工作并且将由其产生的电能中间储存在蓄电池12中。此外,也可以的是,所述控制电路20除了电动马达16、第二离合器18和第二换档变速器19之外比如也可以影响内燃机7的驱动功率。
所述电子的控制电路20通过信号线21与多个测量传感器29相连接,所述测量传感器29比如布置在第一换档变速器14、第一离合器13、内燃机7和/或发电机9中。其它的测量传感器29比如也可以设置在电动马达16本身中,在所述电动马达16中所述测量传感器29比如可以测量该电动马达16的转速。除此以外,设置了可以测量车轮6的转速并且可以将测量信号通过控制线21输送给控制电路20的测量传感器29。
由电动马达16释放的驱动能量(或者说在机动车1的再生模式中机械的减速功率)通过第二离合器18和第二换档变速器19输送给固定在后轴5上的车轮6,由此可以根据车轮6的旋转速度并且由此根据车辆速度来调整电动马达16的工作点。在机动车1的速度较低时,所述电子的控制装置20比如为所述第二换档变速器19选择较低的档位。由此所述电动马达16具有提高的转速,这导致电动马达16的较高的效率。相反,在机动车1的速度较高时,所述电子的控制装置20则为所述第二换档变速器19选择较高的档位。由此避免电动马达16的可能给电动马达16造成损坏的超速。
图2示出了适合于在图1中示出的设有混合驱动系统2的机动车1的运行的换档图22。在横坐标23上示出了电动马达16的扭矩。电动马达16的扭矩可以是正的(换档图22的右侧I)。这相应于机动车1的驱动模式,在该驱动模式中电动马达16驱动机动车1。但是,电动马达16也可以以负的扭矩运行(换档图22的左侧II)。这相应于再生运行,在再生运行中机动车1减速。
在换档图22的纵坐标24上示出了车轮6的转速。这在常见的运行条件下与机动车1的速度相对应。
第一换档条件通过最高转速曲线25来获得。如果达到这个转速,则不依赖于其它的运行条件而总是立即触发第二换档变速器19的换高速档。由此防止会出现电动马达16的损坏。在出现最高转速曲线25的情况下,混合驱动装置2的运行可靠性优先于舒适性观点和经济性观点。通常,这条曲线25仅仅设置为安全措施,因为通常已经事先通过另一条换档曲线给第二换档变速器19换高速档了。
第二换档条件以在内燃机起作用时的换高速档曲线26的形式存在。只要内燃机7运转并且电动马达16的工作点处于在内燃机运转时的换高速档曲线26之上,那就将所述第二换档变速器19向上换一个档位。在权衡舒适性的情况下(尽可能低的换档冲击,或者说通过内燃机7进行尽可能小的换档冲击平衡),所述曲线应该在扭矩尽可能低的时候存在。因此,所述在内燃机起作用时的换高速档曲线26在电动马达扭矩低时比在电动马达扭矩高时低。相反,在电动马达扭矩较高时,由于而后必要的较高程度的在电动马达16与内燃机7之间进行的负荷重新分配而延迟实施换高速档,用于“期盼”内燃机换档(参见以下段落)。尽管如此,在该范围内也可以在不引人注意的情况下实施第二换档变速器19的换档。无论如何,与最高转速曲线25间隔开地进行换档。换档条件曲线26当然也考虑到电动马达16在相应的扭矩或者说转速范围内的效率。
另一条曲线以在内燃机运转且内燃机换档时的换高速档曲线27的形式存在。只有在一方面内燃机7在运行中并且另一方面第一离合器13(属于内燃机7)分离时才选择这条曲线27。如果电动马达16的工作点高于所述在内燃机运转且内燃机换档时的换高速档曲线27,那么也给电动马达16的第二换档变速器19换高一个档位。在这里的换档模型22中,所述在内燃机活动且内燃机换档时的换高速档曲线27比在内燃机起作用时(在没有内燃机换档的情况下)的换高速档曲线26低。所述在内燃机起作用时的换高速档曲线26向下基本上通过以下方式受到限制,即通过更高的档位(过度地)限制电动马达16的最大可能的扭矩。这依赖于电动马达16的功率双曲线的位置。在太高的档位中会离开电动马达16的功率双曲线也就是一个特定的区域,在该区域中由转速和扭矩形成的乘积是恒定的。相反,在转速太低时,电动马达16的最大扭矩则不依赖于转速。
所述在内燃机运转且内燃机换档时的换高速档曲线27基本上低于所述在内燃机运转时的换高速档曲线26。由此在第一离合器13分离的情况下,所述第二换档变速器19的换档早于在经济性观点下面强制的换档。但是,这种提早的换档是有意义的,因为机动车驾驶员在第一离合器13分离时本来就期待中断牵引力。这种提早的换高速档由此实现主观上的舒适性好处。
在内燃机7不起作用时,用于断开的内燃机的换高速档曲线28是相关的。如果电动马达16的工作点高于所述在内燃机断开时的换高速档曲线28并且内燃机7断开,那就将所述第二换档变速器19向上换一个档位。由此在电动马达16的扭矩较小时就已经提早换档,但是在扭矩较高时换档就明显更迟。也可以额外地将这种换档条件与一定的时间延迟相组合,用于由此给内燃机7以时间以便其在给第二换档变速器19换档之前首先起动,并且以便所述两条在接通内燃机时的换高速档曲线26、27之一相关地起作用。因为通常只有在电动马达16的扭矩较小的情况下才在内燃机7断开时触发第二换档变速器19的换高速档。在电动马达16的扭矩较大时,更有意义的是,首先将内燃机7转换到起作用的状态中并且而后通过所述在内燃机运转时的换高速档曲线26来触发换档过程。在实践中也可以如此选择所述用于断开的内燃机的换高速档曲线28的形状,从而在较低的扭矩范围中就已经提早换档,但是在扭矩稍许大一些的情况下换档就太迟或者根本不换档(很窄的“V”的形状的曲线)。
在机动车1制动时,原则上也可以以所述第二换档变速器19的较高的档位(比如以第二档)行驶直至机动车1停车。不过,这样混合驱动装置2的效率(以及机动车1的可能必要的重新加速)受到了限制。
出于这个原因,更有意义的是,在机动车1减速时也触发所述第二换档变速器19的换低速档。为提高舒适性好处,在这种情况下可以在内燃机运转时的换低速档曲线31与在内燃机断开时的换低速档曲线30之间进行区分。
在内燃机运转时,如果电动马达16的工作点低于所述在接通内燃机时的换低速档曲线31,则触发所述第二换档变速器19的换低速档。在电动马达16的扭矩为正时,内燃机7可以在第二换档变速器19的换档过程中承担这种扭矩。相反,在电动马达16的扭矩为负(再生运行)时,这种扭矩则无法由内燃机7来补偿,并且因此可以等待换低速档直至速度为0。出于这个原因,所述在接通内燃机时的换低速档曲线31也可以关于纵坐标24不对称。对于所述在内燃机运转时的换低速档曲线31的换档条来件来说,作为附加的标准也可以考虑到驾驶员愿望。因此,驾驶员比如可以通过相应的按钮的操纵来抑制用于电动马达16的M≤0的扭矩M的换低速档。这样只有在内燃机7实际上无法施加所期望的扭矩时才抑制所述第二换档变速器19的换低速档。
在内燃机断开时,所述在内燃机断开时的换低速档曲线30是相关的。如果电动马达16的工作点处于所述在内燃机断开时的换低速档曲线30以下,那么在再生运行时只有在机动车停车时才换低速档。但是,在机动车停车时可以毫无问题地换档。如果内燃机7已经得到断开信号,那么也可以通过控制装置20来规定,首先进行所述第二换档变速器19的(可能优先的)换低速档,并且然后才断开内燃机7。因而内燃机7的断开被延迟。
不仅对于所述在接通内燃机时的换低速档曲线31来说而且对于所述在内燃机断开时的换低速档曲线30来说,都可以毫无问题地通过常见的车辆制动器来施加由于“错误的”档位而缺失的通过电动马达16引起的制动力矩。
在图2中出于简明原因仅仅示出了用于第二换档变速器19的换档图22,该第二换档变速器19只有两个档位。但是可以容易地扩展到具有三个或者甚至更多个档位的第二换档变速器19。
Claims (17)
1.用于机动车(1)的混合驱动系统(2),具有至少一台内燃机(7)和至少一台电动马达(16),所述内燃机(7)和所述电动马达(16)分别驱动所述机动车(1)的至少一个车轮(6),其中,所述至少一台内燃机(7)通过第一多档变速器(14)与一轴(4)的所述至少一个相对应的车轮(6)相耦合,其中所述至少一台电动马达(16)通过第二多档变速器(19)与另一轴(5)的所述至少一个相对应的车轮(6)相耦合,并且其中所述第一多档变速器(14)和所述第二多档变速器(19)构造为多级换档变速器(14、19),其特征在于,在内燃机(7)停止时在第二多档变速器(19)的换档过程之前起动所述内燃机(7)并且/或者在内燃机(7)运转时延迟所述内燃机(7)的断开直到实施第二多档变速器(19)的换档过程。
2.按权利要求1所述的混合驱动系统(2),其特征在于,设置了控制电路(20),该控制电路(20)影响所述多档变速器(14、19)中的至少一个多档变速器的换档位置和/或所述至少一台内燃机(7)的触发和/或所述至少一台电动马达(16)的触发。
3.按权利要求1或2所述的混合驱动系统(2),其特征在于,设有测量传感器(29),所述测量传感器(29)测量所述多档变速器(14、19)中的至少一个多档变速器的换档位置和/或所述至少一台内燃机(7)的运行状态和/或所述至少一台电动马达(16)的运行状态和/或所述机动车(1)的运行状态和/或所述机动车(1)的操作元件的位置。
4.按权利要求2所述的混合驱动系统(2),其特征在于,在所述控制电路(20)中保存了至少一条特性曲线。
5.按权利要求4所述的混合驱动系统(2),其特征在于,所述至少一条特性曲线是至少一条具有多条特性曲线(25、26、27、28、30、31)的组合特性曲线(22)。
6.按权利要求1或2所述的混合驱动系统(2),其特征在于,在达到极限负荷条件时进行第二多档变速器(19)的换档,用于避免所述混合驱动系统(2)的部件的过载。
7.按权利要求1或2所述的混合驱动系统(2),其特征在于,在第一多档变速器(14)换档时进行第二多档变速器(19)的换档。
8.按权利要求1或2所述的混合驱动系统(2),其特征在于,在第二多档变速器(19)换档时至少部分地由至少一台另外的马达对牵引力损失进行补偿。
9.按权利要求8所述的混合驱动系统(2),其特征在于,所述至少一台另外的马达是所述的至少一台内燃机(7)。
10.按权利要求9所述的混合驱动系统(2),其特征在于,第二多档变速器(19)的换档在所述至少一台电动马达(16)的一种扭矩范围内进行,在该扭矩范围内所述牵引力损失能够在很大程度上由至少一台另外的马达来进行补偿。
11.按权利要求10所述的混合驱动系统(2),其特征在于,第二多档变速器(19)的换档在所述至少一台电动马达(16)的一种扭矩范围内进行,在该扭矩范围内所述牵引力损失能够完全由至少一台另外的马达来进行补偿。
12.按权利要求1或2所述的混合驱动系统(2),其特征在于,在至少一台内燃机(7)运转的情况下在所述至少一台电动马达(16)的扭矩尽可能低时进行第二多档变速器(19)的换档。
13.按权利要求12所述的混合驱动系统(2),其特征在于,所述至少一台电动马达(16)的效率和/或所述至少一台电动马达(16)的功率双曲线用作下极限。
14.按权利要求1或2所述的混合驱动系统(2),其特征在于,在至少一台内燃机(7)停止的情况下在所述至少一台电动马达(16)的扭矩尽可能低时进行第二多档变速器(19)的换档。
15.按权利要求1或2所述的混合驱动系统(2),其特征在于,在所述机动车(1)减速时以及/或者在再生运行时延迟并且/或者避免第二多档变速器(19)的换低速档。
16.按权利要求15所述的混合驱动系统(2),其特征在于,在所述机动车(1)减速时以及/或者在再生运行时在所述电动马达(16)的较高的扭矩范围内在至少一台内燃机(7)停止时延迟并且/或者避免第二多档变速器(19)的换低速档。
17.机动车,其特征在于,设有按权利要求1到16中任一项所述的混合驱动系统。
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DE102008041985A DE102008041985A1 (de) | 2008-09-11 | 2008-09-11 | Hybridantriebssystem |
PCT/EP2009/060488 WO2010028925A1 (de) | 2008-09-11 | 2009-08-13 | Hybridantriebssystem |
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EP (1) | EP2321136B1 (zh) |
CN (1) | CN102149558B (zh) |
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WO (1) | WO2010028925A1 (zh) |
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- 2009-08-13 US US12/998,009 patent/US9932030B2/en not_active Expired - Fee Related
- 2009-08-13 EP EP09781796.9A patent/EP2321136B1/de not_active Not-in-force
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EP2321136A1 (de) | 2011-05-18 |
EP2321136B1 (de) | 2014-11-05 |
US9932030B2 (en) | 2018-04-03 |
US20110219772A1 (en) | 2011-09-15 |
WO2010028925A1 (de) | 2010-03-18 |
CN102149558A (zh) | 2011-08-10 |
DE102008041985A1 (de) | 2010-03-18 |
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