CN103338958B - 用于运行混合动力车辆的动力系统的方法和控制器 - Google Patents
用于运行混合动力车辆的动力系统的方法和控制器 Download PDFInfo
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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
- B60K6/42—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 the architecture of the hybrid electric vehicle
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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
一种用于运行混合动力车辆的动力系统的方法,所述动力系统具有:带有内燃机(1)和电机(2)的至少一个混合驱动装置、在混合驱动装置和输出端(4)之间设置的自动的或自动化的多挡变速器(3)以及在内燃机(1)和电机(2)之间设置的离合器(5),用于在开始断开的离合器(5)的情况下从纯电动行驶起动内燃机(1),为了起动内燃机(1),将离合器(5)至少部分闭合并且内燃机经由电机(2)牵引,并且当内燃机(1)的转速达到或超过能应用的界限值时,与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡。
Description
技术领域
本发明涉及一种用于运行混合动力车辆的动力系统的方法。此外,本发明涉及一种用于运行混合动力车辆的动力系统的控制器。
背景技术
从DE10260435A1中已知一种用于运行混合动力车辆的动力系统的方法,其中,在那里公开的动力系统包括由内燃机和电机构成的混合驱动装置,在混合动力车辆的内燃机和电机之间设置离合器。此外,在那里公开的动力系统包括变速器,该变速器在动力系统的驱动总成和输出端之间设置。从现有技术中已知,当机动车经由混合驱动装置的电机纯电动地驱动时,那么为了起动内燃机,将在内燃机和电机之间设置的离合器闭合,以便经由混合驱动装置的电机来牵引混合驱动装置的内燃机。
从DE102006034934A1中已知另一用于运行混合动力车辆的动力系统的方法,其中为了起动内燃机,同样闭合在内燃机和电机之间设置的离合器,所述离合器的所述闭合进而从电机到内燃机的用于起动内燃机的扭矩传递与在变速器中的降挡过程暂时耦合。
发明内容
由此出发,本发明的目的是,提供一种用于运行混合动力车辆的动力系统的新型方法和控制器。
所述目的通过一种用于运行混合动力车辆的动力系统的方法得以实现,所述动力系统具有:带有内燃机和电机的至少一个混合驱动装置、在混合驱动装置和输出端之间设置的自动的或自动化的多挡变速器以及在内燃机和电机之间设置的离合器,用于在开始时离合器断开的情况下从纯电动行驶起动内燃机,为了起动内燃机,将离合器至少部分闭合并且使内燃机经由电机牵引,当内燃机的转速达到或超过可应用的界限值时,那么与内燃机的起动并行地开始执行在多挡变速器中的降挡。
借助本发明首次提出,当内燃机经由电机牵引时,那么当内燃机的转速达到或超过可应用的界限值时,那么与内燃机的起动并行地开始执行在多挡变速器中的降挡。因此,内燃机的起动和在多挡变速器中降挡的时间过程缩短,并且从而动力系统的自发性提高。在多挡变速器中要执行的降挡的开始与用于内燃机转速的可应用的界限值的达到或超过耦联,这允许要执行的降挡与内燃机起动的最优匹配。
根据本发明的一个有利的改进方案,为了起动内燃机,首先离合器至少部分地闭合,其中在这种情况下,所述离合器传递用于牵引内燃机的电机力矩,当内燃机的转速达到或超过限定的阈值时,那么紧接着离合器至少断开,使得所述离合器不传递力矩,并且内燃机自由加速,当内燃机的转速达到或超过电机的转速时,那么随后离合器闭合,并且内燃机耦联到动力系统上,并且当在这种情况下内燃机的转速达到或超过可应用的界限值时,那么与内燃机的起动并行地开始执行在多挡变速器中的降挡。
根据本发明的方法的上述顺序一方面允许内燃机的不受干扰的起动,另一方面所执行的降挡和内燃机的起动最优地相互匹配。
当为了起动内燃机所述离合器首先至少部分地闭合时,那么优选将换挡阻止发送给换挡过程控制装置,并且将换挡要求发送给换挡策略,所述换挡策略检查,在混合动力行驶时是否需要在多挡变速器中降挡,并且当内燃机的转速达到或超过可应用的界限值时,那么撤销换挡阻止。
在为了牵引内燃机离合器至少部分地闭合时,同时一方面将换挡阻止传输给换挡过程并且另一方面将换挡要求传输给换挡策略在控制方面是特别有利的。因此,在换挡过程控制装置中首先阻止降挡的执行,但是在换挡策略中就已经能够并行地检查,在混合动力行驶时是否需要降挡。当内燃机的转速达到或超过可应用的界限值时,那么撤销换挡阻止,以至于然后与内燃机的起动并行地开始执行降挡并且能够完成降挡。这允许在控制器中特别有利地实施根据本发明的方法。
根据本发明的一个有利的改进方案,用于内燃机转速的可应用的界限值根据要执行的降挡的实际挡位和/或根据要执行的降挡的目标挡位和/或根据多挡变速器的变速器温度而确定,在达到或超过用于内燃机转速的可应用的界限值时,与内燃机的起动并行地开始执行在多挡变速器中的降挡。根据实际挡位和/或根据目标挡位和/或根据变速器温度确定可应用的界限值,允许方法对动力系统的不同操作状态的最优匹配。
本发明还实现一种用于运行混合动力车辆的动力系统的根据本发明的控制器,该控制器为了从纯电动行驶起动混合驱动装置的内燃机而控制在混合驱动装置的内燃机和电机之间设置的、在开始时断开的离合器,使得为了起动内燃机,离合器至少部分闭合并且内燃机经由混合驱动装置的电机牵引,该控制器如此控制多挡变速器,使得当内燃机的转速达到或超过能应用的界限值时,那么与内燃机的起动并行地开始执行在多挡变速器中的降挡。
附图说明
在下面的说明中获得本发明的优选改进方案。借助于附图详细阐述本发明的实施例,而不局限于所述实施例。附图如下:
图1动力系统的示意图,在该动力系统中可使用本发明的方法;
图2用于说明本发明方法的曲线图。
具体实施方式
图1示出混合动力车辆的动力系统的示例性的实施例,该动力系统的混合驱动装置包括内燃机1和电机2。混合驱动装置的内燃机1和电机2能够提供驱动力矩,所述驱动力矩由变速器3转换并且提供给输出端4。
变速器3是自动的或自动化的多挡变速器。因此图1示出,变速器3包括换挡元件6,即例如构造为离合器或制动器的换挡元件6,为了执行在变速器3中的换挡,至少一个换挡元件6接通或者说闭合,并且至少另一换挡元件6脱开或者说断开。
离合器5设置在混合驱动装置的内燃机1和电机2之间,当离合器5断开时,那么内燃机1与动力系统脱开,并且当离合器5闭合时,内燃机1耦联到动力系统上。
尽管在图1中没有示出,变速器外部的起动元件附加地在电机2和变速器3之间设置。在图1中,变速器3包括变速器内部的起动元件,所述变速器内部的起动元件优选由换挡元件6中的一个提供。
此外图1示出,动力系统包括控制器7,所述控制器在虚线箭头的方向上与内燃机1、电机2、变速器3和离合器5耦联,并且与这些组件交换数据。此外,控制器7尤其是与加速踏板8交换数据。
控制器7包括换挡过程控制装置9和换挡策略10,所述换挡过程控制装置9控制或调节挡位变换或在变速器3中的换挡,并且换挡策略10检查,是否需要执行在变速器3中的换挡。在换挡策略10中的这个检查尤其是根据加速踏板8被驾驶员的操纵。
现在本发明涉及一种方法,借助于所述方法能够起动内燃机1,即应从动力系统的初始状态出发,在该初始状态中动力系统在通过断开的离合器5与动力系统脱开的内燃机1停机时,从纯电动行驶起动,更确切地说,即在内燃机起动的和在多挡变速器3中的必要时要执行的降挡的时间过程缩短的情况下,以便提高动力系统的自发性。
在本发明意义上,为了在开始断开的离合器5的情况下从动力系统的电动行驶起动内燃机1,所述离合器5首先至少部分闭合,并且所述内燃机1经由电机2牵引,即为了牵引内燃机1离合器5传递由电机2提供的力矩。如果在这种情况下例如由于操纵加速踏板8来确定换挡策略,使得在多挡变速器3中执行降挡是必需的,因此当内燃机1的转速达到或超过可应用的界限值时,那么与内燃机1的起动并行地开始执行在多挡变速器3中的降挡。在此,所述方法的执行经由控制器7控制或调节。
下面参见图2说明本发明的其它细节和有利的改进方案,图2示出时间曲线图,在所述时间曲线图中在时间t上绘制多个时间变化曲线:内燃机1的转速n的时间变化曲线11;电机2的转速n的时间变化曲线12;用于控制离合器5的时间变化曲线13,即基于控制而由所述离合器传递的力矩M的时间变化曲线;用于将换挡阻止传输给换挡过程控制装置9的时间变化曲线14;用于将换挡要求传输给换挡策略10的时间变化曲线15;变速器3的为了执行降挡而接通或者说闭合的换挡元件6的力矩时间变化曲线16;变速器3的为了执行降挡而脱开或者说断开的另一换挡元件6的力矩时间变化曲线17;以及动力系统的操作状态的时间变化曲线18。
图2说明,在所述方法在时间点t1前的初始状态中,用于动力系统的纯电动行驶的电机2运行,内燃机1停机,并且在断开的、因此不传递力矩的离合器5的情况下与动力系统脱开。
如果现在应例如根据加速踏板8的操纵来起动内燃机1,因为例如由于加速踏板操纵而确定,不能够经由电机2在输出端4上提供被驾驶员需要的驾驶员期望力矩,因此内燃机1经由电机2牵引,为此,在时间点t1开始,首先离合器5至少部分闭合,使得所述离合器5能够传递电机2的力矩用于牵引内燃机1。这在时间点t2是这种情况。
然后,当紧接着内燃机1的转速达到或超过限定的阈值并且内燃机1能够单独加速时,离合器5至少如此程度地断开,即所述离合器不再传递力矩并且所述内燃机1能够自由加速,这在图2中在时间点t3进行。
然后紧接着,当内燃机1的转速达到或超过电机2的转速时,所述离合器5闭合,并且所述内燃机1耦联到动力系统上,这在图2中在时间点t4进行。
现在为了缩短内燃机1的起动的时间过程和在多挡变速器3中执行降挡的时间过程并且因此提高自发性,当内燃机1的转速达到或超过可应用的界限值时,与内燃机1的起动并行地开始执行在多挡变速器3中的降挡,这在图2中在与时间点t3重合的时间点t5进行。
然而,所述时间点t5也能够位于时间点t3之后。在各种情况下,时间点t5位于时间点t4之前。当时间点t5和时间点t3重合时,确保了特别高的自发性。
相应地,用于内燃机1转速的可应用的界限值大于所限定的阈值或等于所限定的阈值,并且小于电机的转速,在达到或超过所述界限值时与内燃机2的起动并行地开始执行在多挡变速器3中的降挡,在达到或超过所述阈值时,为了自由地起动内燃机1,离合器5再次断开。
用于内燃机1转速的所述可应用的界限值优选根据要执行的降挡的实际挡位、目标挡位并且根据多挡变速器3的变速器温度而确定,以便因此最优地根据动力系统的当前工作情况而使牵引起动内燃机1和执行在变速器3中的降挡相互匹配。
此外从图2能够可见,当为了起动内燃机1,离合器5在时间点t1开始首先至少部分闭合时,那么将换挡阻止14发送给换挡过程控制装置9,并且同时将换挡要求15发送给换挡策略10。
在时间信号变化曲线14的意义上发送的换挡禁止或换挡阻止来阻止在多挡变速器3中执行换挡,在信号变化曲线15的意义上发送的换挡要求可实现,换挡策略10并行地检查,在后续的混合动力行驶时是否需要在多挡变速器3中的降挡。
当换挡策略10确定,需要在多挡变速器3中的降挡时,那么当在时间点t5内燃机1的转速达到或超过可应用的界限值时,撤销换挡阻止14,以至于因此在多挡变速器3中能够开始执行换挡或挡位变换。为了执行在多挡变速器3中的挡位变换或换挡,使至少一个换挡元件6断开或脱开(见力矩变化曲线17),并且使至少另一换挡元件6闭合或者说接通(见力矩变化曲线16)。
换挡在时间点t5开始并且在时间点t6结束。内燃机的牵引在时间点t1开始并且在时间点t7结束,即在换挡结束前进行。
直至时间点t7(见变化曲线18)存在作为动力系统的操作状态的电动行驶,在时间点t7后存在作为动力系统的操作状态的混合动力行驶。
当内燃机1在时间点t4通过闭合所述离合器5而耦联到动力系统上时,实际的换挡开始运行。离合器5能够在实际的换挡时借助过压紧或打滑地运行。
根据本发明的方法通过控制器9执行或所述方法的执行通过控制器9控制和/或调节,所述控制器9包括换挡过程控制装置9和换挡策略10。控制器9接收内燃机1的、电机2的和加速踏板8的数据。控制器9将调节指令发送给离合器5用于起动内燃机1和发送给变速器3用于经由变速器3的换挡元件6执行降挡。换挡过程控制装置9和换挡策略10是控制器的构件,该控制器具有所述构件用于所述方法。
附图标记列表
19内燃机
20电机
21自动的或自动化的多挡变速器
22输出端
23离合器
24换挡元件
25控制器
26加速踏板
27换挡过程控制装置
28换挡策略
29内燃机1的转速时间变化曲线
30电机2的转速时间变化曲线
31离合器5的力矩时间变化曲线
32换挡禁止的时间变化曲线
33换挡要求的时间变化曲线
34接通的换挡元件的力矩时间变化曲线
35脱开的换挡元件的力矩时间变化曲线
36动力系统的工作状态
Claims (11)
1.用于运行混合动力车辆的动力系统的方法,所述动力系统具有:带有内燃机(1)和电机(2)的至少一个混合驱动装置、在混合驱动装置和输出端(4)之间设置的自动的或自动化的多挡变速器(3)以及在内燃机(1)和电机(2)之间设置的离合器(5),用于在开始时离合器(5)断开的情况下从纯电动行驶起动内燃机(1),为了起动内燃机(1),将离合器(5)至少部分闭合并且使内燃机(1)经由电机(2)牵引,其特征在于,当内燃机的转速达到或超过能应用的界限值时,与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡,所述界限值至少根据要执行的降挡的目标挡位来确定。
2.如权利要求1所述的方法,其特征在于,为了起动内燃机(1),将离合器(5)首先至少部分闭合,在这种情况下,离合器(5)传递电机(2)的力矩用于牵引内燃机(1),紧接着当内燃机(1)的转速达到或超过限定的阈值时,那么将离合器(5)至少如此程度地断开,即离合器不传递力矩并且内燃机(1)自由加速,随后当内燃机(1)的转速达到或超过电机(2)的转速时,那么将离合器(5)闭合并且内燃机(1)耦联到动力系统上,并且当在这种情况下内燃机(1)的转速达到或超过能应用的界限值时,那么与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡。
3.如权利要求1所述的方法,其特征在于,当为了起动内燃机(1)将离合器(5)首先至少部分闭合时,将换挡阻止发送给换挡过程控制装置(9)。
4.如权利要求2所述的方法,其特征在于,当为了起动内燃机(1)将离合器(5)首先至少部分闭合时,将换挡阻止发送给换挡过程控制装置(9)。
5.如权利要求3所述的方法,其特征在于,当内燃机(1)的转速达到或超过能应用的界限值时,那么撤销换挡阻止。
6.如权利要求4所述的方法,其特征在于,当内燃机(1)的转速达到或超过能应用的界限值时,那么撤销换挡阻止。
7.如权利要求1至6之一所述的方法,其特征在于,当为了起动内燃机(1)将离合器(5)首先至少部分地闭合时,那么将换挡要求发送给换挡策略(10),该换挡策略(10)检查,在混合动力行驶时是否需要在多挡变速器(3)中的降挡。
8.如权利要求1至6之一所述的方法,其特征在于,用于内燃机(1)转速的能应用的界限值根据要执行的降挡的实际挡位和/或根据多挡变速器(3)的变速器温度而确定,在达到或超过该界限值时,与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡。
9.如权利要求7所述的方法,其特征在于,用于内燃机(1)转速的能应用的界限值根据要执行的降挡的实际挡位和/或根据多挡变速器(3)的变速器温度而确定,在达到或超过该界限值时,与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡。
10.用于运行混合动力车辆的动力系统的控制器,该控制器为了从纯电动行驶起动混合驱动装置的内燃机(1)而控制在混合驱动装置的内燃机(1)和电机(2)之间设置的、在开始时断开的离合器(5),使得为了起动内燃机(1),离合器(5)至少部分闭合并且内燃机(1)经由混合驱动装置的电机(2)牵引,其特征在于,该控制器如此控制多挡变速器(3),使得当内燃机(1)的转速达到或超过能应用的界限值时,那么与内燃机(1)的起动并行地开始执行在多挡变速器(3)中的降挡,所述界限值至少根据要执行的降挡的目标挡位来确定。
11.如权利要求10所述的控制器,其特征在于,所述控制器具有用于实施如权利要求1至9之一所述的方法的构件。
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2011
- 2011-01-17 DE DE102011002742A patent/DE102011002742A1/de not_active Ceased
- 2011-12-06 WO PCT/EP2011/071824 patent/WO2012097910A2/de active Application Filing
- 2011-12-06 CN CN201180065176.XA patent/CN103338958B/zh not_active Expired - Fee Related
- 2011-12-06 US US13/978,154 patent/US9316149B2/en not_active Expired - Fee Related
- 2011-12-06 JP JP2013548765A patent/JP5914520B2/ja active Active
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CN1927611A (zh) * | 2005-09-08 | 2007-03-14 | 日产自动车株式会社 | 用于混合动力车辆的发动机起动控制装置 |
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WO2012097910A2 (de) | 2012-07-26 |
WO2012097910A3 (de) | 2012-09-20 |
CN103338958A (zh) | 2013-10-02 |
JP5914520B2 (ja) | 2016-05-11 |
JP2014508063A (ja) | 2014-04-03 |
US20130284125A1 (en) | 2013-10-31 |
US9316149B2 (en) | 2016-04-19 |
DE102011002742A1 (de) | 2012-07-19 |
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