CN103517843A - 用于运行具有混合动力系统的汽车的方法 - Google Patents
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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
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Abstract
本发明涉及一种用于运行具有混合动力系统(10)的汽车的方法,其中借助于电绝缘的加热装置(36、38)将汽车的至少一种运行介质加热至预先规定的预期温度,该加热装置被运行介质穿流过。由此可以使运行介质流经的部件在汽车的冷起动之后马上特别迅速地达到其最佳的运行温度,从而实现汽车的特别节能的运行。
Description
技术领域
本发明涉及一种用于运行具有混合动力系统的汽车的方法。
背景技术
具有混合动力系统的汽车既具有内燃机也具有驱动电机。为了使用尽可能少的燃料,在此希望尽可能频繁地单独使用驱动电机来进行驱动或者通过驱动电机提供驱动功率的至少是主要的部分。
然而,当环境温度低时出现问题:汽车的许多部件在冷状态下不是高效地工作。对于给驱动电机供电的高压电池尤其如此,其中在冷状态下的最大可输出功率显著低于热状态下。必须被润滑的驱动部件在冷状态下也只能够在存在明显的能量损失的情况下运行。当温度低时由于变速器油的粘度增大而使得变速器尤其如此。
由DE19701094A1已知了一种方法,其中内燃机的冷却介质借助于微波即时加热器(Mikrowellendurchlauferhitzer)被加热至预期温度。冷却介质还流经一个热交换器,该热交换器加热用于汽车的内部通风的空气。通过微波加热冷却介质可以使冷却介质特别迅速地达到其预期温度,从而内燃机的废热可以被直接用于加热汽车的其它部件。
由DE102007032726A1还已知了,在混合动力汽车中在再生运行中中出现的电能在电池不能继续吸收能量的情况下通过负载电阻消耗,其中废热可以用于加热汽车的部件,像电机或变速器。
DE19701094A1描述了一种用于汽车的辅助供热系统,其中借助于微波即时加热器加热用于内燃机的冷却介质,以便即使当发动机冷时也为内部加热提供足够的热功率并且使发动机迅速达到运行温度。
由US7077244B2已知了一种用于汽车的起动的方法,其中在汽车起动之前检查,是否所有的汽车部件具有预先规定的最低温度。如果为否,则预加热过冷的部件并且当达到预先规定的最低温度时才允许发动机起动。
DE2229195A1公开了一种用于蓄电池的微波加热装置,其中微波直接射入蓄电池中,以便使蓄电池达到运行温度。
然而对混合动力汽车出现了如下问题:当纯电动运行时内燃机并不产生能用于加热其它部件的废热。
发明内容
因此,本发明的目的在于,提出一种前述类型的方法,借助于所述方法能特别节能地运行混合动力汽车。
该目的通过具有权利要求1所述特征的方法的实现。
在这种方法中,汽车的至少一种运行介质借助于电绝缘的加热装置、即微波加热装置被加热至预先规定的温度。对电绝缘的加热来说,利用微波辐射对运行介质进行照射。利用辐射的激励场使具有偶极距(Dipolmoment)的运行介质的分子振动。通过流体的分子之间的撞击过程使辐射的能量以热能形式均匀地分布在运行介质中。因为此处不涉及真正意义上的吸收过程,所以微波辐射的频率不必与运行介质精确地匹配,从而该方法可以应用于多种不同的介质。为了实现特别高效地加热,有利地为被微波辐射的吸收空间配设金属覆层。这样反射了微波辐射,从而避免了由于辐射逸出引起的能量损失。
通过电绝缘的加热直接把能量引入全部被辐射的体积中。因此,加热与介质的导热能力以及包围介质的容器壁的导热能力无关。因此,可以实现特别高的加热效率。出于同样的原因,加热效率也基本上与待加热的流体填充的空间的几何结构无关,从而不必专门匹配用于流体的接纳容器就能够使用所述方法。
由于电绝缘的加热的特别高的效率可以借助于根据本发明的方法确保,即使外部温度低也能使混合动力汽车的运行介质以及进而使运行介质流经的部件特别迅速地达到其最佳的运行温度。由此尽可能避免了由于非最佳的运行温度而导致的能量损失,从而能消耗特别少地且伴随着特别小的二氧化碳排放运行该混合动力汽车。
根据本发明的方法的另一个优点在于,电绝缘的加热仅需要电能。因此与已知的把内燃机的废热作为能量源的加热方法不同,根据本发明的方法也可以用于混合动力汽车的纯电动运行。
根据本发明还提出,总是在汽车的环境温度低于预先规定的阈值时执行加热。有利地如此选择该阈值,即在所存在的环境条件下由于摩擦损失、高压电池中的电功率损失等使运行介质的加热速度不足以避免显著的消耗升高。
在本发明的特别优选的实施方案中,待加热的运行介质是用于汽车的高压电池的冷却介质。对较长时间的运行来说,尤其在功率输出高的情况下,高压电池产生了显著的热量且因此必须有效地冷却。然而当汽车在冷状态中或在类似的条件——在该条件下高压电池明显比其最佳的运行温度更冷——下起动时,也可以使用电池的主动冷却系统来加热电池。因此由于通过电绝缘的加热可实现的高加热速率实现了,使高压电池特别迅速地达到其最佳的运行温度,从而在最短的时间内可以输出最大的可能功率。这样实现了,混合动力汽车在起动之后直接地或者在特别冷的环境温度下在纯电动运行模式中运行,不必由内燃机提供辅助性的驱动能。特别有利地,电加热装置直接内置在电池中。这尤其可以用在具有所谓的底板冷却系统的电池中。通过这种方式可以实现特别紧凑的结构方式。
额外地或替代地,也可以以电绝缘的方式加热汽车的其它运行介质。这对于汽车的润滑剂、尤其是对于变速器油是特别有利的。通过电绝缘的加热可以使变速器油的与温度相关的粘度特别迅速地被调节至最佳的值,从而使传动系中出现的由润滑剂内摩擦引起的能量损失特别小。
除了在汽车的冷起动之后迅速的最初加热之外,该方法还可以特别有利地用在汽车的再生运行中。在这种运行状态中,汽车处于减速滑行工况(Schubbetrieb)中,其中驱动电机作为发电机起作用,并给高压电池充电。正是在此特别重要的是,减小传动系中的摩擦损失,以便使汽车的动能或势能的尽可能大的一部分能被回收并能够被输入高压电池。
在本发明的另一个有利的设计方案中,当汽车的内燃机不起作用时执行加热。在这种运行状态下几乎不存在未使用的能用于加热运行介质的废热,从而在此特别高效地使用了电绝缘的加热装置。
最后尤其有利的是,使用汽车的高压电池给电绝缘的加热装置供给能量。该高压电池提供了为了能特别迅速地加热运行介质而必要的功率。
附图说明
下面以一个优选的实施方案根据附图进一步描述本发明。
附图示出:
图1示意性示出汽车的动力传动系,以及
图2示出一图表以说明汽车的阻力的温度依赖性。
具体实施方式
整体以10表示的用于混合动力汽车的动力传动系包括内燃机12和驱动电机14。内燃机12可以通过第一离合器16与驱动电机14耦合,所述驱动电机14本身能通过第二离合器18与自动变速器20耦合。驱动能量通过其余的在附图中未示出的传动系而从该自动变速器传递至同样未示出的汽车车轮。
高压电池22用于给驱动电机14供给电流,该高压电池22给汽车的高压车载电网24供电。通过逆变器26把高压车载电网24的电压转化为对驱动电机24的运行来说必要的三相电压。直流变压器28还使高压车载电网24与低压车载电网30连接,此外该低压车载电网30还具有自身的12V电池32。
根据离合器16、18的离合状态还可实现动力传动系10中的不同的运行模式。除了纯内燃机运行和纯电动运行之外,也可以是这两个驱动机12、14同时把能量供给传动系中。在这种运行状态下内燃机12在其最佳的工况点处运行,而驱动电机提供在由内燃机12在这种状态下提供的功率与实际需要的功率之间的差值。在制动运行中或者在沿着坡路的无驱动的滑行中,驱动电机14可以作为发电机运行,从而汽车的动能或势能转化为电能并能用于给高压电池22的充电。
在动力传动系10的纯电动运行中,并不提供可用于加热目的的内燃机12废热。尤其对外部温度低时的汽车的冷起动来说这样是有问题的,因为高压电池22的最大可输出功率强烈取决于温度。因此,在这种条件下仅能有限地进行纯电动运行。为了解决该问题,在高压电池22的冷却介质回路34中设置了形式为微波即时加热器36的电绝缘/非导电性的加热装置。通过对冷却介质进行电绝缘的加热能使高压电池22特别迅速地达到其最佳的运行温度,从而即使在环境温度低时也实现纯电动运行。作为附图示出的实施方案的备选,加热装置36也可以直接内置在高压电池22中,以便实现特别节省结构空间的变型。
另一种电绝缘的加热装置38设置用于加热变速器20的变速器油。因为变速器油在温度低时具有高粘性,所以在这种条件下出现了由于变速器油的内摩擦导致的变速器中的损失。在图2中绘出了与油温相关的、由于变速器油的粘性造成的阻力。通过借助于加热装置38迅速且高效地加热变速器油,可以减小这种粘性造成的损失,从而在汽车的冷起动之后立即实现了特别节能的运行。
两个电绝缘的加热装置36、38通过相应的线路40、42从高压车载电网24供给能量。因此,其运行可以与内燃机12无关,从而能在汽车的任何运行状态下迅速地加热高压电池22和变速器20。由电绝缘的加热装置36、38照射的流体空间还有利地以金属加衬,所述金属反射微波,从而特别高效地加热了各种运行流体且阻止了微波辐射泄漏至环境中。
Claims (6)
1.一种用于运行具有混合动力系统(10)的汽车的方法,其中借助于电绝缘的加热装置(36、38)将汽车的至少一种运行介质加热至预先规定的预期温度,该加热装置被运行介质穿流过,所述方法具有如下步骤:
a)判定是否存在冷起动,
b)确定环境温度,
c)当存在冷起动且环境温度低于预先规定的阈值时:
d)加热所述至少一种运行介质。
2.根据权利要求1所述的方法,其特征在于,所述运行介质是汽车的高压电池(22)的冷却介质。
3.根据权利要求1或2所述的方法,其特征在于,所述运行介质是汽车的变速器油。
4.根据权利要求1至3中的任一项所述的方法,其特征在于,在汽车的再生运行中加热运行介质。
5.根据权利要求1至4中的任一项所述的方法,其特征在于,当汽车的内燃机(12)不工作时,加热运行介质。
6.根据权利要求1至5中的任一项所述的方法,其特征在于,由汽车的高压车载电网(24)为电绝缘加热装置供能。
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US20140076876A1 (en) | 2014-03-20 |
WO2012152381A3 (de) | 2013-04-04 |
EP2707596A2 (de) | 2014-03-19 |
EP2707596B1 (de) | 2016-10-19 |
CN103517843B (zh) | 2016-03-23 |
US9121490B2 (en) | 2015-09-01 |
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DE102011101357A1 (de) | 2012-11-15 |
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