CN103419776B - 具有再生系统的车辆 - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- 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
- 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
- B60K6/48—Parallel type
- B60K6/485—Motor-assist type
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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Abstract
本发明涉及一种车辆100,所述车辆具有:内燃机103;变速器105,其具有多个挡位107和变速器输入轴109;和用于回收利用电能的再生系统111、113、115,其中所述再生系统111、113、115设计成,在从实际挡位至目标挡位的换挡期间内燃机103的转速值改变为目标挡位中变速器输入轴109的转速值。
Description
技术领域
本发明涉及具有再生系统的车辆以及混合动力车辆,其中电机的转子通过机械传动元件与内燃机的曲轴连接。
背景技术
可以为具有内燃机的车辆装配再生系统,该再生系统与电存储器(电池)一起实现了回收利用多余的动能。为此,在操纵制动踏板时电机以发电机模式运行,从而将车辆的动能转换为电能且存储在电池中。当从较低的挡位切换至较高的挡位中时,在切换过程中会出现多余的动能。在接合状态中内燃机的曲轴转速相应于变速器输入轴的转速。在换高速挡时,变速器输入轴的转速相应于变速比的变化而减小。目前,在切换过程之后内燃机的和变速器输入轴的转速的同步通过离合器接合(Einkuppeln)实现,其中动能的一定份额总是作为摩擦能失去。
发明内容
本发明的目的在于,改进车辆中的换挡。
本发明基于这样的认知,即在换挡时内燃机匹配内燃转速是有利的。
根据一方面,根据本发明的目的通过一种车辆来实现,该车辆具有内燃机;变速器,其具有多个挡位和变速器输入轴;和用于回收利用电能的再生系统,其中所述再生系统设计成,在从实际挡位至目标挡位的换挡期间内燃机的转速值改变为目标挡位中变速器输入轴的转速值。由此例如实现了这样的技术优点,即实现了平稳的(离合器)接合,这种接合提高了行驶舒适性并减小了离合器磨损。
在一种有利的实施方案中,再生系统设计成,确定目标挡位和目标挡位的变速比。由此例如实现了这样的技术优点,即进一步减少离合器的磨损。
在另一种有利的实施方案中,再生系统设计成,确定目标挡位中变速器输入轴的转速。由此例如实现了这样的技术优点,即实现了转速的非常精确的同步。
在另一种有利的实施方案中,再生系统设计成,确定内燃机的当前转速。由此例如实现了这样的技术优点,即在控制再生系统时可以考虑内燃机的当前转速。
在另一种有利的实施方案中,再生系统设计成,确定车辆的速度。由此例如实现了这样的技术优点,即根据车辆的速度和变速比可以查明变速器输入轴的转速。
在另一种有利的实施方案中,再生系统具有用于存储变速比的存储器。由此例如实现了这样的技术优点,即可存储用于变速器的变速比数值。
在另一种有利的实施方案中,再生系统包括电机。由此例如实现了这样的技术优点,即电机既可以用于以马达模式地驱动内燃机也可以用于以发电机模式产生电能。
在另一种有利的实施方案中,电机设计成,在发电机模式运行中减小内燃机的转速。由此例如实现了这样的技术优点,即在调高挡位时从内燃机的运动获得电能。
在另一种有利的实施方案中,电机设计成,在马达模式运行中提高内燃机的转速。由此例如实现了这样的技术优点,即利用电机驱动内燃机,从而在下调挡位时离合过程较平缓地进行。
根据另一方面,根据本发明的目的通过一种用于运行车辆的方法来实现,该车辆具有内燃机;变速器,其具有多个挡位和变速器输入轴;和用于回收利用电能的再生系统,所述方法具有下述步骤:在从实际挡位向目标挡位的换挡期间内燃机的转速值改变成目标挡位中变速器输入轴的转速值。由此例如同样实现了这样的技术优点,即实现了平稳的(离合器)接合,这种接合提高了行驶舒适性并减小了离合器磨损。
在另一种有利的实施方案中,该方法包括步骤:确定目标挡位和目标挡位的变速比。
在另一种有利的实施方案中,该方法包括步骤:确定目标挡位中变速器输入轴的转速。
在另一种有利的实施方案中,该方法包括步骤:确定内燃机的当前转速。
在另一种有利的实施方案中,该方法包括步骤:确定车辆的速度。
在另一种有利的实施方案中,该方法包括步骤:在再生系统的发电机模式运行中减小内燃机的转速。
通过这些方法步骤实现了相应于之前分别描述的车辆实施方案的那些技术优点。
附图说明
本发明的实施方案在附图中示出并在下文中进一步描述。其中示出了:
图1示意性示出了根据本发明的车辆;
图2示出了切换过程时转速的走向;
图3示出了切换过程时转速的另一种走向;
图4示出了根据本发明的方法的框图。
具体实施方式
图1示意性示出具有再生系统111、113、115的车辆100。再生系统的电机111、例如爪极电机通过机械传动元件123、例如带传动装置与内燃机103的曲轴121连接。内燃机103是热力发动机,该热力发动机通过燃烧将燃料的化学能转换为机械功。在此,燃烧发生在燃烧室中,在该燃烧室中燃料和环境空气组成的混合物被点燃。利用通过燃烧加热的气体的热膨胀使活塞运动。
在制动中,再生系统回收利用运动能作为电能。在通常情况下这如此实现,即电机111作为发电机(发电机模式)运行。通过电机111的机械的功率消耗得到制动效果,而同时回收利用电能。
根据本发明,内燃机103的曲轴121可以由控制装置113和电机111既以发电机的方式也以马达的方式来运行并且为此与电能存储器115、例如48V电池连接。因此,电机111能够既在发电机模式运行中降低也能在马达模式运行中提高曲轴121的转速。
内燃机103通过离合器119可机械分开地与车辆100的变速器105连接。变速器105包括多个挡位107,所述挡位可以在车辆100运行时来选择。挡位确定了变速器输入轴109和传动轴之间的变速比。通过传动轴和车轮117将由内燃机103产生的转矩传递至道路上。
能量存储器115既用于驱动电机111也用于存储由电机111产生的电能。此外,能量存储器115可以通过直流/直流变换器(DC-DC-变换器)125与具有起动蓄电池和其它电负载的12V-车载电气网络(Bordnetz)127连接。
本发明的目的在于,减小在换挡时的能量损耗并进而减少车辆100的燃料消耗和其CO2排放。根据本发明通过下述方式实现了减小在换挡时的能量损耗:电机111在离合器119断开时在切换过程中以发电机模式运行。由此,将进行减速的转矩施加到曲轴121上,该转矩使内燃机103的曲轴转速降低到如此程度,使曲轴转速在接合时在换挡之后相应于变速器输入轴109的转速。
在此,存储在内燃机103的运动部分中的动能转换为电能。如此获得的电能可以存储在电池115中并用于供给电负载127。因此,内燃机103和变速器输入轴109的转速的同步不通过离合器119中的摩擦来实现,而是通过电机111的电流产生来实现。由此使接合时的摩擦损耗最小化。通过电机111的这种运行减小了切换时的能量损耗、燃料消耗和CO2排放。
在电机111的另一种运行中,该电机在切换过程期间、也就是说在从较高的挡位切换至较低的挡位时以马达模式运行,从而将内燃机103的转速增大至变速器输入轴109的转速。
通常,本发明用于提高行驶舒适性并且减小离合器磨损。所述目的通过转速的同步实现,从而在接合时产生较小的冲击。此外,减小了离合器磨损,因为转速在接合时已经同步且不出现摩擦损耗。本发明特别是适合用在(升压Boost)再生系统(BRS)中。
图2示意性示出了在没有再生系统的影响下在切换到较高的挡位时的切换过程中内燃机103在曲轴121上的以及变速器输入轴109的转速走向。
在脱耦之后在时刻a)内燃机103的转速n0下降。减速的强度通过内燃机103的惯性和马达摩擦来确定。在时刻b)在变速器105中挂入较高的挡位107,从而变速器输入轴109的转速变为n1。向较高的挡位107中的换挡导致了,在车辆速度恒定时变速器输入轴109的转速跳跃式下降。接合过程在时刻c)开始。该接合过程引起了,在时间段d)期间在离合器119滑动时内燃机103和变速器输入轴109的转速匹配。该过程在时刻e)在转速n2时结束,从该时刻e)开始曲轴121和变速器输入轴109的转速同步。在切换过程期间,由于内燃机103的摩擦和滑动的离合器119的摩擦力矩出现了能量损耗,该损耗导致离合器119的磨损。
为了减小该能量损耗,可以在离合器119断开时设置电机的发电机模式的运行。该发电机模式的运行引起了内燃机103的转速的减速,从而该转速在接合前不久相应于变速器输入轴109的转速。由于被同步的转速实现了,在接合时不出现离合器中的摩擦损耗。
图3示意性地示出了相应的转速走向以及所属的示例性的、由电机111施加的发电机模式的转矩的走向。在t=0时转速n0(ω0)时在脱耦之后紧接着,电机111以发电机模式运行并且进而向曲轴121施加进行减速的转矩。因此,与在时间b)换挡同时,在时间段TKuppl—其中离合器119被操纵—中,通过再生使马达转速减小至变速器输入轴109的新的转速n1。
由此内燃机103的转速明显比仅通过马达拖拽转矩下降得更快。存储在运动部分中的动能通过电机111转换为电能,存储在48V电池中并用于为车载电气网络127中的电负载供给能量。在时刻c),变速器输入轴109和曲轴121的转速同步,内燃机103接入。
图4示出了用于根据本发明在换挡时对电机的控制的流程图。
在步骤S401中,初始时刻是通过控制系统而对从实际挡位向目标挡位(Sollgang)的换挡期望的识别。在自动变速器中,在切换过程之前已经可以由变速器控制装置提供相应的信号以及新挡位。在手动变速装置中,通过操纵离合器踏板识别出即将发生的切换过程。在许多情况下,在操纵挡位杆之前就已经可以通过分析马达转速和马达负荷而特别可靠地预测驾驶员可能意图的行为(换高速挡或换低速挡),从而可以在离合器断开之后不久在真正的换挡之前已经开始触发电机。
在步骤S402中,最迟在操纵挡位杆之后查明实际挂入的新挡位以及其变速比i新。为此在变速器105中设置了相应的传感机构。随后在步骤S403中查明内燃机S403的当前转速n0。
在步骤S404中由内燃机的当前转速以及旧的和新的变速比计算出换挡后变速器输入轴109的可能的目标转速n1。在步骤S405中断开离合器119,从而两个轴彼此分开。在步骤S406中,在离合器119的断开时间段内挂入新的挡位107。
同时在步骤S407中,使输出转速n0和目标转速n1彼此进行比较。如果该目标转速n1小于输出转速n0,则在步骤S408中电机111以发电机模式运行。内燃机转速如此减小,使得在接合的时刻该内燃机转速相应于转速n1。
如果该目标转速n1高于输出转速n0,则在步骤S409中可选地电机111能以马达模式运行,以便使内燃机103的转速加速至变速器输入轴109的转速。在此使用来自能量存储器115的电能用于转速同步,以便实现平稳的接合,这样提高了行驶舒适性并减小了离合器磨损。
在步骤S410中检查,换挡是否结束以及是否达到内燃机103的转速n1。如果是这种情况,则在步骤S411中闭合离合器。
在另一种实施方案中,也可以在变速器输入轴109上布置转速传感器,该转速传感器确定了换挡后变速器输入轴的转速,从而可以使在换挡后内燃机103的转速匹配于由转速传感器确定的转速。
所有在说明书中描述的和附图中示出的单个特征能够以任意有意义的方式和方法彼此组合,以便共同实现其有利的效果。
Claims (14)
1.一种车辆(100),具有:内燃机(103);变速器(105),所述变速器具有多个挡位(107)和变速器输入轴(109);和用于回收利用电能的再生系统,其特征在于,所述再生系统包括电机(111)和电能存储器(115)并且设计成,在从实际挡位至目标挡位的换挡期间使内燃机(103)的转速值与目标挡位中所述变速器输入轴(109)的转速值同步,所述换挡包括至较高的挡位的第一换挡以及至较低的挡位的第二换挡;在所述第一换挡期间,所述电能存储器(115)设计用于存储由所述电机(111)从存储在内燃机(103)的运动部分中的动能转换成的电能;并且在所述第二换挡期间,所述电能存储器(115)设计用于驱动所述电机(111)并由此驱动内燃机(103)。
2.根据权利要求1所述的车辆(100),其中,所述再生系统设计成,确定所述目标挡位和所述目标挡位的变速比。
3.根据权利要求1或2所述的车辆(100),其中,所述再生系统设计成,确定在所述目标挡位中所述变速器输入轴(109)的转速。
4.根据权利要求1或2所述的车辆(100),其中,所述再生系统设计成,确定所述内燃机(103)的当前转速。
5.根据权利要求1或2所述的车辆(100),其中,所述再生系统设计成,确定所述车辆的速度。
6.根据权利要求1或2所述的车辆(100),其中,所述再生系统具有用于存储变速比的存储器。
7.根据权利要求1所述的车辆(100),其中,所述电机(111)设计成,在发电机模式运行中减小所述内燃机(103)的转速。
8.根据权利要求1或7所述的车辆(100),其中,所述电机(111)设计成,在马达模式运行中提高所述内燃机(103)的转速。
9.一种用于运行车辆(100)的方法,所述车辆具有内燃机(103);变速器(105),所述变速器具有多个挡位(107)和变速器输入轴(109);和用于回收利用电能的再生系统,其特征在于,所述再生系统包括电机(111)和电能存储器(115),所述方法具有下述步骤:
-在从实际挡位向目标挡位的换挡期间使所述内燃机(103)的转速值与所述目标挡位中所述变速器输入轴(109)的转速值同步,所述换挡包括至较高的挡位的第一换挡以及至较低的挡位的第二换挡;在所述第一换挡期间,所述电能存储器(115)设计用于存储由所述电机(111)从存储在内燃机(103)的运动部分中的动能转换成的电能;并且在所述第二换挡期间,所述电能存储器(115)设计用于驱动所述电机(111)并由此驱动内燃机(103)。
10.根据权利要求9所述的方法,所述方法还具有步骤:确定所述目标挡位和所述目标挡位的变速比。
11.根据权利要求9或10所述的方法,所述方法还具有步骤:确定在所述目标挡位中所述变速器输入轴(109)的转速。
12.根据权利要求9或10所述的方法,所述方法还具有步骤:确定所述内燃机(103)的当前转速。
13.根据权利要求9或10所述的方法,所述方法还具有步骤:确定所述车辆(100)的速度。
14.根据权利要求9或10所述的方法,所述方法还具有步骤:在所述再生系统的发电机模式运行中减小所述内燃机(103)的转速。
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