CN104203616A - 用于对混合动力车辆的电池再充电的方法 - Google Patents
用于对混合动力车辆的电池再充电的方法 Download PDFInfo
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Abstract
本发明涉及一种用于控制机动车辆的混合动力变速器上的牵引电池的再充电的方法,该机动车辆具有一台热力发动机和至少一台电动机器,其中该电动机器(7)被用作唯一的马达驱动的动力源直到一个速度阈值(V):超过该速度阈值就有可能在混合动力模式下将该热力发动机与车辆相联接从而彼此同时以来自该热力发动机和该电动机器的动力运行。所述方法的特征在于,低于该速度阈值,该电动机器确保仅在驾驶员压下加速器踏板时扭矩被传送至这些车轮,而该热力发动机被点火从而提供再充电但不对该车辆的牵拉做出贡献,而当驾驶员没有压在加速器踏板上时,这些车轮与该热力发动机并且与该电动机器解除联接,从而能够对该电池进行再充电。
Description
本发明涉及用于一方面包括一台驱动热力发动机并且另一方面包括至少一台电动机器的机动车辆的混合动力变速器的领域。
更准确地说,本发明涉及一种用于控制装配有一台热力发动机和至少一台电动机器的机动车辆的混合动力变速器上的牵引电池的再充电的方法,其中该电动机器被用作唯一的马达驱动的动力源直到一个速度阈值位置都,超过该速度阈值就有可能以混合动力模式将该热力发动机与车轮相联接从而同时以来自该热力发动机和该电动机器的动力彼此运行。
本发明可以应用于(以非限制性的方式)装配有热力发动机和驱动电动机器的一种机动车辆的混合动力变速器,该混合动力变速器包括两个同心的主轴以及在两个主轴之间的一个第一联接装置,每个主轴携带了位于一个辅轴上的至少一个减速齿轮,该辅轴连接至该车辆的这些车轮上,并且所述联接装置能够占据三个位置。
图1描述了具有这种构造原理的一种混合动力变速器的非限制性实例。这个变速器包括一个实心的主轴1,该主轴通过一个过滤系统2(减振装置、“减震器”、双质量飞轮或其他)而被直接连接到一台热力发动机(未展示出)的飞轮3上。该实心的轴1携带了能够连接到一个第一联接系统5(离合器、同步装置、或其他类型的联接器,可以是或者可以不是渐进的)的一个惰轮4。一个空心主轴6被连接到一台电动机器7、优选是(但这不是必须的)盘状轴向式机器式的转子上。在本发明的范围内还可以使用其他类型的电动机器,例如具有激励磁铁或线圈的径向机器、或者磁阻式机器。该空心轴6携带两个固定的齿轮8、9。空心轴6可以通过该联接系统5而被连接到实心主轴1上。一个辅轴10携带两个惰轮11和12。惰轮11和12可以通过一个第二联接系统13(离合器、同步装置、或其他类型的联接器,可以是或者可以不是渐进的)而连接到主轴上。该辅轴10还携带一个固定的齿轮14以及朝向一个差速器16的一个减速齿轮15,该差速器是连接到该车辆的车轮(未绘出)上的。
如以上指明的,第一联接装置5可以占据至少三个位置,在这些位置中:
该热力发动机与将电动机器7连接到这些车轮上的运动链解除联接(位置1),
该热力发动机在有或没有该电动机器的贡献的情况下驱动这些车轮(位置2),并且
该热力发动机和该电动机器7相联接从而一起增加在这些车轮的方向上的相应扭矩(位置3)。
在通过构造而使得一种装配有此类变速器的车辆不能使用热力发动机来在一个速度阈值以下帮助车辆牵拉的假设情形中,该电池主要在该车辆的低速下放电。超出该速度阈值,该车辆的能量管理系统能够将动力在热力发动机与电动机器之间进行分配以便确保该车辆在电动模式下的最小自主性。当车辆经常在该速度阈值以下前进时,存在的问题是在所有情况下都在电池中提供能量储备以至少确保车辆的起动,直到该热力发动机被启动为止。没有这种电能储备,车辆就必需以其中在电池具有足够将车辆重新起动的能量之前都在停车状态下以该热力发动机对车辆电池进行再充电的“路旁再充电模式”下固定不动。
本发明的目的是克服将车辆在路旁固定不动以对电池再充电的这个缺点。
带着这个目标,本发明提出,低于一个速度阈值,该电动机器仅确保在驾驶员压下加速器踏板时将扭矩传送至这些车轮,而该热力发动机被点火从而提供再充电但不对该车辆的牵拉做出贡献,而当驾驶员没有压下加速器踏板时,这些车轮与该热力发动机并且与该电动机器解除联接。
此外,当驾驶员压在制动器踏板上或者完全释放加速器踏板时,该电动机器或该热力发动机均不对牵拉做贡献。它们则是被用于激活再充电模式。
通过阅读本发明的非限制性实施例的以下说明并参照附图将更好地理解本发明,在附图中:
图1以一个处于空挡的混合动力变速器展示了一台车辆的牵引电池的再生,
图2至图7展示了这个变速器的不同运行可能性,并且
图8展示了在所描述的变速器上实施的方法。
在图1中,第一联接系统处于位置3,就像在图5和图6所在的位置一样,这就是说该第一联接系统在旋转意义上连接实心主轴1和空心主轴6。第二联接系统13是断开的。该变速器因此处于“空挡”。旋转的热力发动机可以驱动该电动牵引机器,于是该电动牵引机器起一个发电机的作用以用于在停车状态对该车辆的电池再充电。
在图2中,第一联接系统5是断开的(位置1),而第二联接系统13是闭合的以便将小传动比的惰轮12连接到辅轴10上。该变速器以该小传动比或第一前进传动比处于电动模式。
在图3中,第一联接系统5仍是断开的(位置1),而第二联接系统13是闭合的以便将中间传动比的惰轮11连接到辅轴10上。该变速器以该中间传动比或第二前进传动比处于电动模式。
在图4中,第一联接系统5是闭合的而处于位置2,以便将实心轴1与其所支承的惰轮4互锁,而第二联接系统13是断开的。该变速器是处在大传动比、或第三传动比。该电动机器不提供扭矩。
在图5中,第一联接装置5是闭合的而处于位置3,以便将实心轴1与空心轴6互锁。第二联接系统13是闭合的以便将小传动比的惰轮12与辅轴10互锁。该变速器以该小传动比处于混合动力模式。该热力发动机以及该电动机器对牵引系的贡献被联合。它们通过减速齿轮系8、12从空心主轴6传输到辅轴上。
在图6中,第一联接装置5仍然是闭合的处于位置3,如图5。实心主轴1因此与空心主轴6互锁。第二联接系统13也是闭合的:该中间传动比的惰轮11与副轴10互锁。该变速器以该中间传动比处于混合动力模式。该热力发动机以及该电动机器对牵引系的贡献被联合。
在图7中,第一联接系统5是闭合的而处于位置2:它将实心主轴1与其所支承的惰轮4互锁。此外,第二联接系统13是闭合的以便将中间传动比的惰轮11与辅轴10互锁。该变速器以该大传动比处于混合动力模式,组合了该热力发动机和该电动机器的贡献。
所提出的用于控制电池的再充电模式的策略优选是在该电池的一个能量阈值SI以下被实施而在一个阈值S2>S1以上是失活的。此外,它考虑了该车辆的一个速度阈值V,这个阈值可以对应于热力发动机参与牵拉的接合阈值。对电池再充电的控制在低速区(也就是低于阈值V时)与在高速区(也就是在高于阈值V时)是不同的。
在低速下,没有可能对这些运行点起作用,并且该电动机器仅确保扭矩被传输至这些车轮。该热力发动机被点火以提供再充电、但不对该车辆的牵拉做贡献。当驾驶员压在加速器踏板上(而不触碰制动器踏板)时,该变速器的运动链是如图2所示。
当驾驶员没有压在加速器踏板上(脚抬起)时或者当他压在制动器踏板上时,变速器是处于图1的构型(再充电模式)。这些车轮与这些牵引元件(发动机和机器)解除联接。这个运行点是由声音限制以及消耗的最小化所限定的。出于声音的原因,该热力发动机的运行范围被减小(也就是,它不能超过一个转速)。
在高速下,该热力发动机确保扭矩被传输到车轮并且此外,该电动机器将抽取动力来对电池再充电。运动链在加速器踏板上有和没有压力时是相同的。用于对电池再充电的扭矩的量被选择成将以下函数最小化:
H_eq=热耗(发动机扭矩,发动机速度)+sX
电耗(机器扭矩,机器速度),
其中H_eq是消耗的能量总量,并且s是当量因子,给出了电能与机械能之间(例如1kWh与其以燃料克数计的当量之间)的对应关系。热力发动机和电动机器的速度是由车轮的速度和该变速器的联接模式决定的,这意味着该策略取决于这两者而进行适配。当量因子“s”使得在该策略被激活时对电池的再充电。热耗与电耗的函数是在测试工作台上获得的消耗映射表。取决于车辆的速度,也就是车辆的常见模式之一的速度,所选择的运动链是图5的“城镇混合动力”模式、图6的“道路混合动力”模式、或图7的“高速公路混合动力”模式。该策略在于选择扭矩分配来将函数H_eq最小化:
在高速下,当该再充电策略未被激活时,当量因子被选择成将总能耗最小化;在可接受的极限内,事实上有可能将该电动机器和热力发动机的输出考虑在内对扭矩和热力发动机速度进行适配以便找到该变速器的最佳运行点;当该再充电策略被激活时,该当量因子被选择成使得它使得电池的再充电,
在低速下,当该再充电策略未被激活时,该电动机器仅确保牵拉,该热力发动机被关掉并且当驾驶员释放加速器或压在制动器上时,运动模式保持图2的模式以便回收该减速过程的动能;当该再充电策略被激活时,该电动机器仅确保牵拉,该热力发动机被点火并且当驾驶员释放加速器或压在制动器上时,运动模式保持图1的模式以便通过该热力发动机对电池再充电。
当驾驶员转到空档时,在低速和高速下,控制是与在低速下压在制动器上是相同的:转到再充电模式并且取决于发动机速度和扭矩将函数H_eq最小化,同时观察声音限制,这些车轮与该热力发动机和电动机器解除联接。
图8展示了本发明在以上描述的变速器上的实施。例如,速度阈值V是16千米每小时,如果这个速度与该热力发动机的联接阈值相对应的话。这个阈值可以是在被称为自主性延长或“长距离”的车辆使用模式下更一般地保留的,在该模式下热力发动机在电启动之后速度允许时(处于1500转每分钟,例如16 Km/h)立即被连接。前两个传动比于是变成混合模式的传动比,并且该电动机器本质上是用于再生。在希望时以图7的第三混合模式“高速公路”来补充“城镇”(参见图5)和“道路”(参见图6)这两个混合模式。
图8示出了在当前电量状态低于SI时针对激活阈值而言以及在当前电量状态大于S2时针对失活阈值S2而言该电池的电量状态(SOC)的两个分开的值SI和S2。如以上所述,该变速器在低速下具有低于和高于该激活阈值的两种不同构型。相比之下,它不再在超过阈值V时在其三种混合动力模式中根据该电池的电量状态而改变状态、而是从一种目标控制中受益,从而通过选择一个适当的当量因子而使得在低于该激活阈值时进行再充电并且使得在高于所述阈值时消耗降低。
总而言之,本发明提出的控制方法使得有可能以被称为“不停车再充电模式”的固有运行模式在行驶过程中对电池再充电,这使得有可能防止混合动力车辆在车辆不具有起动能力时并且在仅依靠热力发动机以低速移动时为电池再充电而失去机动能力。在此情况下,有可能以特定模式来使用该车辆以便在行驶过程中对电池再充电。该方法适用于以上描述类型的任何变速器以及装配有此类变速器的车辆、而且还适用于其构造不能在一个速度范围上通过热力发动机来驱动车辆的任何其他变速器和任何其他混合动力车辆。
Claims (8)
1.一种用于控制机动车辆的混合动力变速器上的牵引电池的再充电的方法,该机动车辆装配有一台热力发动机和至少一台电动机器,其中该电动机器(7)被用作唯一的马达驱动的动力源直到一个速度阈值(V):超过该速度阈值就有可能在混合动力模式下将该热力发动机与多个车轮相联接,从而彼此同时以来自该热力发动机以及该电动机器的动力运行,其特征在于,低于该速度阈值,该电动机器确保仅当驾驶员压下加速器踏板时有扭矩被传输至这些车轮而该热力发动机被点火以便提供再充电但不帮助该车辆的牵拉,当驾驶员不压在该加速器踏板上时这些车轮与该热力发动机并且与该电动机器解除联接,从而能够对该电池进行再充电。
2.如权利要求1所述的控制方法,其特征在于,所述方法在一个较低激活阈值(SI)与一个较高失活阈值(S2)之间实施。
3.如权利要求1或2所述的用于对电池再充电的控制方法,其特征在于,低于该速度阈值(V),当驾驶员压在制动器踏板上时,这些车轮与该热力发动机并且与该电动机器解除联接。
4.如权利要求1、2或3所述的用于对电池再充电的控制方法,其特征在于,当该驾驶员转到空档时,该热力发动机和该电动机器被用于对该牵引电池进行再充电。
5.如以上权利要求之一所述的用于对电池再充电的控制方法,其特征在于,高于该速度阈值(V),该热力发动机确保供给该车轮的扭矩并且该电动机器抽取额外的能量来对该电池进行再充电。
6.如权利要求4或5所述的用于对电池再充电的控制方法,其特征在于,高于该速度阈值(V),该变速器是处于一种受控的混合动力模式,其中被用于对该电池进行再充电的扭矩的量被选择成用于将所耗能量的总量最小化。
7.如权利要求2所述的用于对电池再充电的控制方法,其特征在于,如果该策略未被激活,则电能与机械能之间的当量因子(s)被选择成将消耗最小化。
8.如权利要求2或7所述的用于对电池再充电的控制方法,其特征在于,如果该策略被激活,则电能与机械能之间的当量因子(s)被选择成使得该电池的再充电。
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JP2015519241A (ja) | 2015-07-09 |
RU2014144412A (ru) | 2016-05-27 |
CN104203616B (zh) | 2017-10-10 |
EP2834097B1 (fr) | 2019-11-20 |
KR20140145138A (ko) | 2014-12-22 |
US20150066273A1 (en) | 2015-03-05 |
RU2624248C2 (ru) | 2017-07-03 |
JP6560614B2 (ja) | 2019-08-14 |
BR112014023695A2 (zh) | 2017-06-20 |
FR2988675B1 (fr) | 2014-03-14 |
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