CN102458948B - 混合动力车辆中确定内燃机启动阶段开始的方法和装置 - Google Patents
混合动力车辆中确定内燃机启动阶段开始的方法和装置 Download PDFInfo
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- IAZDPXIOMUYVGZ-UHFFFAOYSA-N Dimethylsulphoxide Chemical compound CS(C)=O IAZDPXIOMUYVGZ-UHFFFAOYSA-N 0.000 description 2
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Abstract
本发明涉及一种用于在混合动力车辆中确定内燃机的启动阶段开始的方法,在所述混合动力车辆中第二驱动装置(1)驱动该混合动力车辆,其中在达到第二驱动装置(1)的一定的传动力矩(M力矩最大)时启动所述内燃机。为了能利用第二驱动装置总是取得该混合动力车辆的最大的纯电动的行驶范围,并且为了在这种情况下通过内燃机启动触发的最佳化而改进该混合动力车辆的行驶舒适性,当第二驱动装置(1)的预计的传动力矩(M力矩最大预计)小于或者等于第二驱动装置(1)的实际测量的(M力矩)及被提高了一种力矩储备量(M启动)的传动力矩时,就启动所述内燃机(3)。
Description
技术领域
本发明涉及一种用于在混合动力车辆中确定内燃机的启动阶段开始的方法,在所述混合动力车辆中,一种第二驱动装置来驱动该混合动力车辆,其中,在达到第二驱动装置的一种确定的传动力矩时启动所述内燃机,并且本发明还涉及一种用于执行本方法的装置。
背景技术
具有混合驱动结构的车辆具有内燃机以及作为第二驱动装置的大多是电动机。因此,在混合动力车辆运行期间可由两个驱动装置来提供驱动力矩。
在一种所谓的并联混合驱动装置中,电动机设置在内燃机的轴上。其中,这个电动机通过离合器与内燃机相连接。当混合动力车辆只由电动机驱动时,所述混合动力车辆的功率受到电动机的最大驱动力矩的限制。当这个最大的驱动力矩不能足以满足驾驶人员所希望的继续加速所述混合动力车辆时,就接通离合器,其中电动机牵引所述内燃机,并在这种情况中启动该内燃机。从这个时刻起,无论是电动机还是内燃机都对驱动所述混合动力车辆作出贡献。
在内燃机的启动阶段,所述电动机除了提供车辆传动力矩之外,还要给内燃机提供拖拉力矩。在这种情况中可能出现这种情况,即电动机不再能为混合动力车辆的同时驱动提供足够的力矩以及拖拉力矩,因为当电动机的转速增加时,所能提供的并且可以调节的驱动力矩下降。在这种情况中车辆的加速会带来驾驶人员可感觉到的不舒服的冲击。
发明内容
上述缺点通过根据本发明的用于在一种混合动力车辆中确定内燃机的启动触发开始的方法得以改善,在该混合动力车辆中第二驱动装置驱动该混合动力车辆,其中在达到第二驱动装置的一种确定的传动力矩时启动所述内燃机。根据本发明,当第二驱动装置的预计的传动力矩小于或者等于由第二驱动装置的实际测量的传动力矩与一种力矩储备量的总和时,就启动所述内燃机。
根据本发明的用于确定混合动力车辆中的内燃机启动阶段或者内燃机启动触发的开始的方法在这里具有下述优点,即利用第二驱动装置总是取得混合动力车辆的最大的纯电动的行驱范围,其中,通过最佳化的一种内燃机启动触发可以改进所述混合动力车辆的行驶舒适度。通过下述措施,即当第二驱动装置的预计的传动力矩小于或者等于该第二驱动装置的实际测量的、并且提高了一种力矩储备量的传动力矩的这一时刻时启动所述内燃机,则可调节出内燃机的启动阶段开始的最佳时刻。这就保证:在内燃机启动过程期间,所述第二驱动装置不会陷入到一种力矩限制中,而是所调节出的传动力矩理想地正好足够无冲击地启动所述内燃机。这样就可以放弃这样一些下列的固定的应用:这些应用会引起过早地启动所述内燃机,这样,第二驱动装置的行驶范围或者说最大行程就过早地受到限制;或者引起太迟地启动所述内燃机,通过这种太迟的启动引起车辆加速的发生,并且因此通过车辆中的冲击而引起可感觉到的舒适性损失。
有利的是,根据内燃机的启动阶段期间的电动机的转速变化来求出设计为电动机的第二驱动装置的预计的传动力矩。通过在电动行驶期间固定地预先确定所述电动机的可供使用的传动力矩,且通过及时地触发内燃机启动,就可保证内燃机的无冲击启动。
在一种方案中,从内燃机的启动阶段开始时的、例如当内燃机开始转动时的转速以及内燃机的启动阶段结束时的、例如当内燃机已完成第一批喷油和点火时的预定的转速而求出电动机的转速变化,其中,内燃机的启动阶段开始时的转速是在测量实际的传动力矩的时刻确定的。根据内燃机的启动阶段开始时的电动机的实际的传动力矩、并且依据启动阶段结束时的预定的转速,来确定电动机的预计的传动力矩,这个传动力矩用作用于引导内燃机的启动阶段的决择标准。
在一种改进方案中,为了简化所述计算,将第二驱动装置的转速变化假定为在启动阶段期间的恒定数值,这个恒定数值在转速曲线上升时被加到内燃机启动阶段开始时所求出的转速上,并且在第二驱动装置的转速曲线下降时减去。在转速曲线上升时,启动阶段的开始、或者还有内燃机启动触发通常比较早,在转速曲线降低时通常比较晚。通过这种固定的补偿可以可靠地确定电动机的预计的传动力矩。
代替地,从电动机的过去的、或者实际的转速的发展来确定内燃机的启动阶段结束时的预定的转速。通过这种措施,调节的转速差是可变化的。这使得电动机的预计的传动力矩更好地接近混合动力车辆的实际已有的情况成为可能。
有利的是,内燃机启动开始时和启动结束时的转速或者转速变化从混合动力车辆的驾驶人员所调节的希望传动力矩中求出。这种方法也会导致转速差的可变化的调节,因为根据所述希望传动力矩就求出所述内燃机的启动阶段结束时的不同的预定的转速。
在本发明的一种改进方案中,在混合动力车辆的已显示的、已求得的、所预计的或者所期待的换挡中,通过变速器的已知的传动比来修正内燃机的启动阶段开始时的转速或者转速变化、以及内燃机的启动阶段结束时的转速。转速变化的这种适配使得根据混合动力车辆的实际运行特性最佳地确定电动机的预计的传动力矩成为可能。
有利的是,有规律地在电动机运行期间,特别是以规定的时间间隔地重复所述电动机的预定的传动力矩。这样就可保证:总是在最佳时刻根据对于行驶运行的相应具体的要求来引起内燃机的启动阶段,其做法是,持续地对于所述行驶运行的实际要求进行监控。
在一种方案中,求出从电动机的角速度时起的恒定功率时的电动机的预计的传动力矩。这种做法是一种可特别舒服地确定所述预计的传动力矩的方法,因为当规定的转速时电动机的特性是已知的。当电动机的特征数低于所谓的角转速(Eckdrehzahl)时,最大可供使用的传动力矩是恒定的,而高于这个角转速n时会产生一种以1/n降低的最大的传动力矩。
在一种改进的方案中,根据给电动机提供能量的高压电池的功率来求出电动机的预计的传动力矩。因为电动机的最大功率、并且因此由它所提供的传动力矩受到可供使用的电池功率的限制,所以一起考虑所述高压电池的功率是特别重要的,因为这个高压电池在分析电动机的实际行驶特性时是重点。
优选的是,最迟在达到电动机的最大传动力矩的减小了所述力矩储备量的数值之前,求出电动机的预计的传动力矩。确定所述预计的传动力矩的计算时刻,就可以保证电动机总是提供足够大的传动力矩,借助这种传动力矩不仅能保证混合动力车辆的所述行驶运行,而且也能保证内燃机的无冲击的拖拉。
在一种改进的方案中,当电动机的预计的传动力矩小于或者等于电动机的实际测量的和已提高了所述力矩储备量的传动力矩时,则通过一种控制信号来引起所述启动阶段的开始,通过这一措施引起在内燃机和电动机之间的离合器的接通。当这个离合器完全接通时,就达到了所述内燃机的启动阶段的结束。这样就可以准确地确定内燃机启动阶段的开始和结束,所述启动阶段总是要拖延一瞬间。通过这一措施就可以精确地确定这种转速:该转速作为计算所述预计的传动力矩的基础。
在一种方案中,所述力矩储备量是内燃机的一种推动转矩(Anschubdrehmoment),这种推动转矩可恒定地或者可变化地设计。通过这一措施就保证了传动力矩总是足够地用于供拖拉所述内燃机。
本发明的另一种改进方案涉及一种在混合动力车辆中用于确定内燃机的启动阶段开始的装置,在这种混合动力车辆中第二驱动装置驱动所述混合动力车辆,其中,在达到第二驱动装置的一种确定的传动力矩时内燃机被启动。为了经常取得第二驱动装置的最大的行驶范围(Fahrbereich)或者说最大行程,并且其中为了同时通过使得所述内燃机启动触发的最佳化来改进所述混合动力车辆的行驶舒适性,设计了一些装置,这些装置在如下的情况下启动所述内燃机:当第二驱动装置的预计的传动力矩小于或者等于第二驱动装置的实际测量的并提高了一种力矩储备量的传动力矩时。因此可以放弃这样一些固定的应用数值:即这些应用数值引起内燃机的过早启动,由此过早地限制第二驱动装置的行驶范围或者说最大行程;或者引起内燃机的过迟的启动,通过这种过迟的启动引起车辆加速的发生,并且因此通过在车辆中的冲击引起可以感觉到的舒适性损失。
有利的是,设计为电动机的第二驱动装置与一种控制单元相连接,该控制单元对于电动机的预计的传动力矩进行计算,并且与电动机的实际测量的传动力矩进行比较,这个控制单元对于设置在电动机和内燃机之间的、用于断开或者接通的离合器进行控制。通过对于电动机的预计的传动力矩的经常的监控,这个控制单元使得电动机的在每个时刻所提供使用的最大传动力矩足以电动地驱动所述车辆并且无冲击地启动所述内燃机成为可能。
在一种方案中,电动机设置在内燃机的轴上,这使得在结构上简单地设计混合动力车辆的驱动系成为可能。
附图说明
本发明允许许多的实施可行方案。现在借助于在图纸中所示出的附图对其中的一种实施可行方案进行详细的说明。
这些附图是:
图1:设计为并联混合动力的混合动力车辆的简图;
图2:恒定功率时的电动机的力矩/转速特性;
图3:根据本发明的方法的一种实施例的流程简图;
图4:借助电动机的力矩/转速-曲线图来启动触发所述内燃机的实例;
图5:设计为轴混合动力的混合动力车辆的简图。
相同的附图标记表示相同的特征。
具体实施方式
图1示出了设计为并联混合动力的混合动力车辆。在这个方案中电动机1设置在内燃机3的驱动轴2上。内燃机3通过一种分离离合器4与电动机1连接。电动机1通过启动离合器5通往变矩器6,该变矩器与变速器7连接。这个变速器7被导向一根轴8,在该轴上设置有车轮9、10、这些车轮被所述的驱动系所驱动。
由高压电池11给电动机1提供能量。这个高压电池通过逆变器12与电动机1连接。由控制器13对电动机1以及内燃机3进行控制。控制器13包括存储器14,在这个存储器中存储有用于不同运行参数的特性曲线。
有不同的运行范围,在这些运行范围内可以使一种并联混合动力装置运行。第一运行范围叫作eDirve(电动行驶),因为混合动力车辆单纯电动地通过电动接通的电动机1以及在高压电池11中存储的能量来驱动,其中在所述的第一运行范围内所述分离离合器4被断开,内燃机3与驱动系分开并且自动地停止。假若需要力矩,而这个力矩不再能够由电动机1单独提供,于是自动地启动所述内燃机3,并且与驱动系相耦合,这种耦合通过接通所述分离离合器4来完成。现在内燃机3为驱动所述混合动力车辆作出贡献。为了接通所述分离离合器4,控制器13给该分离离合器4输出一种接通指令。在些时刻,内燃机3的启动阶段开始。当分离离合器4完全接通并且内燃机3完成了第一批喷油及点火或者能独立地运行时,所述启动阶就结束。由于内燃机3以及分离离合器的惯性,所以这个启动阶段要持续多个片刻。
在这种情况中,由电动机1牵引所述内燃机3,其中,内燃机3的启动阶段在所述的时间段内延伸,因为在内燃机3能为混合动力车辆的行驶运行作出贡献之前必须将它从零转度加速或者提升到一种最小的转速。
正如从图2可以看出的那样,在电动机1中电动机的最大传动力矩根据转速发生变化。在一种角频率(Eckfrequenz)fE之上时或者在从其中产生的转速nE=1/fE之下时,电动机1的可供使用的最大传动力矩M是恒定的。当电动机的转速在所述的角转速(Eckdrehzahl)nE之上时,电动机1最大地在恒定功率的曲线上运行。当转速n增加时这导致一种以减少1/n的传动力矩M。若现在应启动所述内燃机3—这例如通过驾驶人员愿望力矩予以触发—在此时刻控制器13给分离离合器4输出接通指令—电动机1在转速启动开始时具有实际的传动力矩M力矩最大。在图2的内燃机-启动的情况中电动机1的转速n示范性地增加。电动机1除了传动力矩之外还必须提供内燃机的拖拉力矩,这个拖拉力矩通过摩擦以及加速部分来确定。在内燃机启动情况结束的那一时刻,也就是在分离离合器4完全接通并且内燃机3为混合动力车辆的传动力矩作出具体贡献的时候,在转速n启动结束时电动机1只具有传动力矩M力矩最大预计。
借助图3对根据本发明的方法的可能的实施形式加以说明。在方框101中根据控制器13的指令,例如通过力矩传感器15或者通过智能的逆变器(电动机的控制单元)提供电动机3的实际的传动力矩M力矩。此外,在存储器14中存储有50 Nm的固定数值,作为用于拖拉内燃机3的力矩储备量M启动。
在方框102中通过传动系模型化的方法来确定属于实际的传动力矩M力矩的转速n启动开始。但是也可以借助在此未详细示出的转速传感器确定这个转速。这个转速传感器测量所述电动机3的输出处的转速。在方框103中,控制器13预先求出转速n启动结束。这例如借助前面的或者实际的转速的发展情况通过对于所述转速进行外推,或者根据驾驶人员要求的驾驶员希望力矩以及从中推导出来的转速发展情况来完成。
在方框104中从求得的转速n启动开始和n启动结束来确定转速差Δn。这个转速差可用于估算启动结束时的转速,其中,
Δn=n启动结束-n启动开始 (1)
从中得出n启动结束=Δn+n启动开始。
在所示的混合动力车辆换挡时,直接通过变速器7的已知的传动比来纠正所述转速差Δn。
为了确定所述预计的力矩,在方框105中控制器13在考虑所述电动机1的角转速ne的情况下,只要所述两个转速n启动结束或者n启动开始之一大于所述角转速ne,就可从下述公式中计算出预计的力矩M力矩最大预计
M力矩最大预计=M力矩最大×(n启动开始/n启动结束)。
在电动机转速范围中当n启动结束小于/等于角转速ne并且n启动开始小于/等于角转速ne时,最大传动力矩理想地表现出与实际的电动机转速几乎无关,并且因此得出M力矩最大预计=M力矩最大。
为此,在方框106中将力矩储备量M启动加到实际测量的传动力矩M力矩上,并且与预先计算的传动力矩M力矩最大预计进行比较。当预计的传动力矩M力矩最大预计小于或者等于由实际测量的传动力矩M力矩与力矩储备量M启动的总和时,在方框107中立即启动所述内燃机,其做法是:控制器13输出一种用于接通所述分离离合器4或者用于使得所述内燃机实现启动开始(内燃机启动触发)的信号。当预计的传动力矩M力矩最大预计大于由实际测量的传动力矩M力矩与力矩储备量M启动的总和时,则从方框106返回到方框101,并且重新启动所述监控过程。
图4示出了借助于电动机的力矩/转速—曲线图来启动触发所述内燃机的情况。在启动开始时,测量一种实际的传动力矩M力矩。恒定的力矩储备量M启动加到这个实际的传动力矩上。在这种实施形式中,所述预计的传动力矩M力矩最大预计1位于实际测量的传动力矩M力矩与力矩储备量M启动的总和之上,因此在这种情况下就不能平稳地启动所述内燃机。当预计的传动力矩M力矩最大预计2只是稍微低于实际测量的传动力矩M力矩和力矩储备量M启动,或者与所述实际测量的传动力矩相等,则立即启动所述内燃机3,以保证平稳的启动。
在一种非并联的混合动力结构中,例如在一种纯电动地且独立于内燃机3运行的轴16中,如图5里所示的混合动力车辆中(在这种混合动力车辆中电动机1给独立的轴16提供内燃机3的拖拉力矩),首先必须通过另一变速器-和/或差动传动比对于电动机1的实际的传动力矩M力矩进行换算,并且第二必须通过另一变速器-和/或差动传动比,和/或轮胎半径对于所述力矩储备量M启动进行换算,为的是例如在车轮扭矩的基础上能将电动机1的预计的力矩M力矩最大预计与电动机1的实际的传动力矩M力矩及加上的力矩储备量M启动进行力矩比较。
在图5所示的轴混合装置(Achshybrid)中,内燃机3通过所述启动离合器5与变速器7连接,这个变速器通往差动装置14,该差动装置设置在第一轴8上,由这个轴驱动车轮9、10。电动机1与此无关地同第二差动装置15连接,这个差动装置设置在第二轴16上,这个轴驱动车轮18、19。在这种情况下,控制器13既通往电动机1,也通往内燃机3。
用于求出内燃机启动触发的时刻或者内燃机3的启动阶段的开始的方案或者原则也可如所描述的那样应用在轴混合装置中。
Claims (18)
1.用于在一种混合动力车辆中确定内燃机的启动触发开始的方法,在该混合动力车辆中第二驱动装置驱动该混合动力车辆,其中在达到第二驱动装置的一种确定的传动力矩(M力矩最大)时启动所述内燃机(3),其特征在于,当第二驱动装置的预计的传动力矩(M力矩最大预计)小于或者等于由第二驱动装置的实际测量的传动力矩(M力矩)与一种力矩储备量(M启动)的总和时,就启动所述内燃机(3)。
2.按照权利要求1所述的方法,其特征在于,根据在内燃机(3)的启动阶段期间电动机的转速变化(Δn)求出设计为电动机的所述第二驱动装置的预计的传动力矩(M力矩最大预计)。
3.按照权利要求2所述的方法,其特征在于,从内燃机(3)的启动阶段开始时所求出的转速(n启动开始)和在内燃机(3)启动阶段结束时的预定的转速(n启动结束)中求出所述电动机的转速变化(Δn),其中,内燃机(3)的启动阶段开始时所求出的转速(n启动开始)是在测量所述电动机的实际测量的传动力矩(M力矩)的时刻确定的。
4.按照权利要求3所述的方法,其特征在于,将转速变化(Δn)假定为恒定的数值,这个恒定的数值在转速曲线上升时被加到在内燃机启动阶段开始时所求出的转速(n启动开始)中,或者在转速曲线下降时被减去。
5.按照权利要求3所述的方法,其特征在于,从电动机的过去的或者实际的转速发展中确定出在所述内燃机(3)的启动阶段结束时的预定的转速(n启动结束)。
6.按照权利要求2所述的方法,其特征在于,从由混合动力车辆的驾驶人员所调节的希望传动力矩中求得所述转速变化(Δn)。
7.按照权利要求3所述的方法,其特征在于,在混合动力车辆的显示的、求得的、预计的或者期待的换挡时,通过变速器(7)的已知的传动比来修正所述转速变化(Δn)。
8.按照前述权利要求中的任一项所述的方法,其特征在于,在电动机运行期间有规律地重复所述电动机的预计的传动力矩(M力矩最大预计)。
9.按照权利要求1至7中的任一项所述的方法,其特征在于,当电动机的功率接近恒定时且转速(n启动开始)或者预定的转速(n启动结束)大于电动机的角转速ne时,求出电动机的预计的传动力矩。
10.按照权利要求1至7中的任一项所述的方法,其特征在于,根据给电动机提供能源的高压电池(11)的功率来求出电动机的预计的传动力矩(M力矩最大预计)。
11.按照权利要求1至7中的任一项所述的方法,其特征在于,最迟在达到电动机的最大的传动力矩(M力矩最大)的减少了力矩储备量(M启动)的数值之前,求出电动机的预计的传动力矩(M力矩最大预计)。
12.按照权利要求2所述的方法,其特征在于,当电动机的预计的传动力矩(M力矩最大预计)小于或者等于电动机的实际测量的传动力矩(M力矩)并且被提高了所述力矩储备量(M启动)的传动力矩时,则通过一种控制信号来引起所述内燃机(3)的启动阶段的开始,由此引起在内燃机(3)和电动机之间的离合器(4)的接通,并且当该离合器(4)完全接通以及内燃机(3)完成了第一批喷油和点火和/或能独立地运行时,就达到内燃机(3)启动阶段的结束。
13.按照权利要求1或12所述的方法,其特征在于,所述力矩储备量(M启动)就是内燃机(3)的拖拉力矩。
14. 按照权利要求1至7中的任一项所述的方法,其特征在于,在电动机运行期间有规律地以规定的时间间隔重复所述电动机的预计的传动力矩(M力矩最大预计)。
15.用于在混合动力车辆中确定内燃机的启动阶段开始的装置,在该混合动力车辆中第二驱动装置驱动所述混合动力车辆,其中,当达到第二驱动装置的一种确定的传动力矩(M力矩最大)时启动该内燃机(3),其特征在于,设置控制单元(13),当第二驱动装置的一种预计的传动力矩(M力矩最大预计)小于或者等于由第二驱动装置的实际测量的传动力矩(M力矩)与一种力矩储备量(M启动)的总和时,这些控制单元启动所述内燃机(3)。
16.按照权利要求15所述的装置,其特征在于,设计为电动机的第二驱动装置与所述控制单元(13)相连接,该控制单元对于电动机的预计的传动力矩(M力矩最大预计)进行计算,并且与由电动机的实际测量的传动力矩(M力矩)和力矩储备量(M启动)的总和进行比较,该控制单元对于在电动机和内燃机(3)之间设置的、且用于断开或者接通的离合器(4)进行控制。
17.按照权利要求16所述的装置,其特征在于,电动机设置在内燃机(3)的传动链(2)上。
18.按照权利要求15所述的装置,其特征在于,设计为电动机的第二驱动装置对于车辆的第一轴进行驱动,而内燃机(3)驱动所述车辆的与该第一轴无关的第二轴,其中,电动机与控制器连接,所述控制器将预计的传动力矩(M力矩最大预计)和实际的传动力矩(M力矩)以及加上的力矩储备量(M启动)修正了相应的变速传动比/和/或差动传动比、和/或轮胎半径,并且进行力矩比较,在所述力矩比较中,预计的传动力矩(M力矩最大预计)小于或者等于由实际测量的传动力矩(M力矩)与力矩储备量(M启动)的总和。
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WO2010145863A1 (de) | 2010-12-23 |
US8738205B2 (en) | 2014-05-27 |
US20120130579A1 (en) | 2012-05-24 |
KR20120036858A (ko) | 2012-04-18 |
JP2012530012A (ja) | 2012-11-29 |
DE102009027001A1 (de) | 2010-12-23 |
CN102458948A (zh) | 2012-05-16 |
KR101704840B1 (ko) | 2017-02-22 |
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