CN104703829A - 在强扭矩要求的情况下限制混合动力车辆的电机的扭矩的方法 - Google Patents

在强扭矩要求的情况下限制混合动力车辆的电机的扭矩的方法 Download PDF

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CN104703829A
CN104703829A CN201380043396.1A CN201380043396A CN104703829A CN 104703829 A CN104703829 A CN 104703829A CN 201380043396 A CN201380043396 A CN 201380043396A CN 104703829 A CN104703829 A CN 104703829A
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motor
torsion
moment
torque
vehicle
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CN104703829B (zh
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C·洛奈
Y·米约
F·加利诺
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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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
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Abstract

一种限制由第一电机(12)获取的扭矩的方法，所述第一电机(12)被耦合至混合动力车辆的牵引热力发动机(2)，所述车辆具有由电能存储装置(16)供电的第二牵引电机(20)，所述第一电机被设置用于向所述车辆的车载网络(18)供应电流，还能给所述能量存储装置(16)充电，其特征在于，在驾驶员意愿(40)的强扭矩要求超过所述热力发动机(2)的能力的情况下，通过调整用于所述充电而传送的电功率来限制被所述第一电机消耗的扭矩，以响应所述扭矩要求。

Description

在强扭矩要求的情况下限制混合动力车辆的电机的扭矩的方法
技术领域
本发明涉及用于具有牵引热力发动机和耦合至该发动机的电机的混合动力车辆的限制由该电机获取的扭矩的方法，以及实施该方法的混合动力车辆。
背景技术
一种类型的已知混合动力车辆具有可以是汽油机型或柴油机型的牵引热力发动机，其驱动前车轮，以永久方式耦合至前电机，该前电机可以作用于发动机以尤其用于起动该热力发动机，以及作用于发电机以给车载网络的电池和电能存储装置充电。
能量存储装置向驱动后车轮的第二后电机供电，该第二后电机还可以作用于发动机以在这些车轮上传送扭矩，或者作用于发电机以便恢复车辆动能，以及给该存储装置充电。
通常，被称为电池组的电能存储装置可以具有：包括所有技术类型的电化学电池，或者被重组成一个或多个模块并且彼此以串联或并联的方式连接的电容器。
对于某些车辆，也可以当车辆停止时，在连接至配电网之后，在该网络上给电池充电。
还可以实现不同的运行模式，尤其包括：被称为电气模式或“ZEV”模式的、具有电气机动化机构(motorisation)且无污染气体排放的单一模式；与两种机动化机构相关联以分别促进车辆的消耗和性能的混合模式和运动模式；以及具有四个驱动轮的、能够改进车辆的安全性和行驶稳定性的模式。
尤其由文献FR-A1-2955532介绍的一种用于分配由前电机传送电功率的方法，在存储装置具有足够低的能量水平时，保留由该第一电机产生的电流以向后电机供电。
然而，在强扭矩要求超过热力发动机能力的情况下，在前电机执行的不同功率获取之间可能存在冲突，这减少了剩余的、可用于传送给车辆驱动轮的功率。
发明内容
本发明尤其旨在避免现有技术的这些缺点。
为此，其提出了一种限制由第一电机获取的扭矩的方法，第一电机被耦合至混合动力车辆的牵引热力发动机，该车辆具有由电能存储装置供电的第二牵引电机，第一电机被设置用于向车辆的车载网络供应电流，还能给该能量存储装置充电，热力发动机接收由驾驶员意愿表达的、对其所驱动的车轮的扭矩要求，其特征在于，第一电机实现给能量存储装置充电，在驾驶员意愿的强扭矩要求超过热力发动机的能力的情况下，通过调整用于充电而传送的电功率来限制被第一电机消耗的扭矩，以响应该扭矩要求。
根据本发明的限制获取的扭矩的方法的优点在于，可以通过减少或卸除用于给能量存储装置充电的功率，因而被第一电机消耗的扭矩保留热力发动机在其驱动的桥上传送的扭矩水平，这可以更好地响应驾驶员的要求。
根据本发明的限制被消耗的扭矩的方法还可以具有以下特征中的一个或多个特征，这些特征可以彼此组合。
有利地，在限制被第一电机消耗的扭矩期间，该方法使该电机传送的、用于向车辆的车载网络供应电流的功率保持恒定。
有利地，该方法实现以下操作：
-执行差值计算，从驾驶员意愿中扣减前电机的原始设定扭矩，以获得热力发动机的原始设定扭矩，其被传送至扭矩限制器；
-在当前运行条件下，利用从构件限制功能接收热力发动机可传送的最大扭矩的值、以及获取的最小扭矩的扭矩限制器，在需要时实现给出可实现的热力发动机扭矩的限制；
-执行第二差值计算，从驾驶员意愿中扣减可实现的热力发动机扭矩，以获得前电机为满足驾驶员意愿而实现的剩余扭矩；
-在前电机实现的剩余扭矩与该电机实现的最小扭矩之间执行比较操作，以取这两个值中的较小值，其给出前电机的最终扭矩。
有利地，在已经定义前电机的最终扭矩之后，该方法由此推断在前桥上生成的最终扭矩，其等于热力发动机可传送的所述最大扭矩和前电机的最终扭矩之和与驾驶员意愿之间的较小值，并且该方法由此推断热力发动机的最终设定扭矩，其对应于可实现的热力发动机扭矩，通过在前桥上生成的最终扭矩加上前电机的最终扭矩得到。
本发明还旨在提出一种混合动力车辆，其配备有被耦合至混合动力车辆的牵引热力发动机的第一电机，该车辆具有由电能存储装置供电的第二牵引电机，第一电机被设置用于向车辆的车载网络供应电流，还能给能量存储装置充电，热力发动机接收由驾驶员意愿表达的、对其所驱动的车轮的扭矩要求，该车辆具有实施限制由第一电机获取的扭矩的方法的单元，其具有前述特征中的任意一项特征。
具体地，热力发动机可以驱动前轮，而第二电机可以驱动后轮。
附图说明
通过阅读以下参考附图、作为例子且以非限制性方式给出的描述，本发明将能够被更好地理解，且其它特征和优点将变得更加显而易见，在附图中：
-图1是实施根据本发明的限制扭矩的方法的混合动力车辆的示意图；
-图2是示出控制车辆的机动化机构的主要功能的图；
-图3是示出该方法的运行原理的图；以及
-图4示出了时间函数曲线，从上往下依次显示了前桥的相对扭矩、热力发动机的相对扭矩和前电机的相对扭矩。
具体实施方式
图1示出了一种混合动力车辆，其具有通过变速箱4来驱动前轮6的热力发动机2，其中变速箱4包括换档的自动控制装置。热力发动机2具有电起动器8，其由低压电池10供应电流。
前电机12通过传动机构被耦合至热力发动机2，以便于协助其运转，而后电机20被直接耦合至车辆的后轮22。两个电机12、20被连接至换流器14，换流器14自身被联接至高压电池16，高压电池16能够传送或接收大电功率。
电流转换器DC-DC 18被插入在低压电池10和高压电池16之间，以便于在必要时利用在高压电池中获取的或者来自换流器14的能量，使用由该转换器实现的电流电压的适配来给该低压电池充电。
混合动力车辆还可以以不同的行驶模式来运行，尤其包括：使用后电机20、热力发动机2停止且变速箱4处于静止点的电动模式；使用所有机动化机构的混合模式；具有两种机动化机构的、也被称为“E-AWD”模式的、能够改进车辆的运动机能(motricité)和行驶稳定性的四轮驱动模式；以及运动模式。
对于每种机动化机构，最大扭矩是可以通过提供机械功率而传送的最大正扭矩，而最小扭矩是在热力发动机2的情况下通过作用于发动机制动器，或者在电机12、20的情况下如同发电机，可以利用机械功率的消耗而获取的最大负扭矩。
图2示出了对接驾驶员意愿的功能34，其接收关于车辆运行的不同信息，尤其包括驾驶员按压在油门踏板上的扭矩要求，对接驾驶员意愿的功能34将数据发送给翻译驾驶员意愿的功能36，以及计算每个构件可以传送的限定扭矩的构件限制功能30。
在不同的机动化机构之间分配扭矩设定值的功能38从翻译驾驶员意愿的功能36接收总扭矩要求，以及由构件限制功能30定义的每个机动化机构的构件限制，以便将该要求分配至各个机动化机构。
分配扭矩设定值的功能38通过发送扭矩设定值用于热力发动机2、前电机12和后电机20，而在前桥上的扭矩设定值和后桥上的设定值之间对驾驶员意愿36进行分配。
前电机12通过获取热力发动机2上的适度扭矩而作用于发电机，以便向电流转换器DC-DC 18提供通常持续传送的小电功率，以在车载网络中维持其运行所需的最小电压。
前电机12还通过获取更大扭矩而作用于发电机，以便提供传送给高压电池16的、可能提高的电功率，以便给高压电池16充电，以维持足够的负载水平，使得后电机20在任何时刻都能提供发动机扭矩。
响应于四轮驱动模式E-AWD的运动机能需求，或者响应于ABS或ESP型的辅助驾驶系统特别要求的安全性需求，来自后电机20的发动机扭矩尤其可以响应于驾驶员要求的性能需求，该扭矩被添加至由热力发动机传送的扭矩。
热力发动机2提供的扭矩故被分解为在前轮6上传送的扭矩，以及在前电机12上传送的扭矩，后者一方面用于向电流转换器DC-DC 18提供小电功率，另一方面用于向电池16提供可能更大的电功率。
图3示出了限制由前电机12获取的扭矩的方法，其当热力发动机2不能完全响应驾驶员意愿36所表达的强扭矩要求时，将减少或卸除被获取用于调节电池16中的能量水平的扭矩，以向前轮6传送更大的扭矩，从而更好地响应驾驶员的要求。
首先，差值计算44从驾驶员40意愿中扣减前电机的原始设定扭矩42，以获得热力发动机的原始设定扭矩46，其被传送至扭矩限制器48。
在当前运行条件下，扭矩限制器48从构件限制功能30接收热力发动机可传送的最大扭矩50的值、以及发动机获取的最小扭矩52，以在需要时实现给出可实现的热力发动机扭矩54的限制。
第二差值计算56从驾驶员意愿40中扣减可实现的热力发动机扭矩54，以获得前电机为满足驾驶员意愿36而实现的剩余扭矩58。
在前电机实现的剩余扭矩58与该电机实现的最小扭矩60之间执行比较操作62，以取这两个值中的较小值，其给出了前电机的最终扭矩64。
在已经定义了前电机的最终扭矩64之后，可以由此推断出热力发动机的最终设定扭矩，其对应于可实现的热力发动机扭矩54和在前桥上生成的最终扭矩，后者等于热力发动机可传送的最大扭矩50和前电机的最终扭矩64之和与驾驶员意愿40之间的较小值。
热力发动机的最终设定扭矩54故等于在前桥上生成的最终扭矩加上前电机的最终扭矩64得到的结果。
图4以时间t的函数示出了具有为零的驾驶员要求的第一寿命阶段(phase de vie)A。驾驶员意愿40为零，在前桥上生成的最终扭矩70也为零。热力发动机接收适度的最终设定扭矩54，其平衡前电机的负最终扭矩64的要求，使得能够向电流转换器DC-DC 18提供微弱的电功率，以便向车载网络供电，以及提供大电功率以给电池16充电。
第二寿命阶段B具有逐渐增加的驾驶员意愿40。前电机的最终扭矩64的要求也始终是较大的，以响应两个电功率需求，热力发动机的最终设定扭矩54逐渐增加，以响应驾驶员意愿40，直到该第二寿命阶段B结束或者达到热力发动机可传送的最大扭矩50为止。
第三寿命阶段C具有继续逐渐增加的驾驶员意愿40，而热力发动机不再能够满足该要求。
因而，限制扭矩的方法实现对由前电机12获取的扭矩的减少或卸除，通过减少用于给电池16充电的大电功率，同时保持用于电流转换器DC-DC18的微弱电功率，从而该电机的负最终扭矩64的要求逐渐减少，以接近零。应当注意到，在该阶段期间，始终遵守驾驶员意愿40，而在前桥上生成的最终扭矩70维持等于该驾驶员意愿。
第四寿命阶段D于可以不再遵守驾驶员意愿40时开始，对前电机12获取的扭矩的减少或卸除不再充足以继续增加在前桥上生成的最终扭矩70。
通常，根据本发明的限制扭矩的方法能够优化对碳氢燃料的消耗，同时在可能的范围内，借助于可以施加在后桥上的扭矩来保持性能和安全性的可能性。

Claims (6)

1.一种限制由第一电机(12)获取的扭矩的方法，所述第一电机(12)被耦合至混合动力车辆的牵引热力发动机(2)，所述车辆具有由电能存储装置(16)供电的第二牵引电机(20)，所述第一电机被设置用于向所述车辆的车载网络(18)供应电流，还能给所述能量存储装置(16)充电，所述热力发动机(2)接收由驾驶员意愿(40)表达的、对其所驱动的车轮(6)的扭矩要求，其特征在于，所述第一电机(12)实现给所述能量存储装置(16)的充电，在所述驾驶员意愿(40)的强扭矩要求超过所述热力发动机(2)的能力的情况下，通过调整用于所述充电而传送的电功率来限制被所述第一电机消耗的扭矩，以响应所述扭矩要求。
2.根据权利要求1所述的限制扭矩的方法，其特征在于，在所述限制被所述第一电机(12)消耗的扭矩期间，使所述电机传送的、用于向所述车辆的所述车载网络(18)供应电流的功率保持恒定。
3.根据权利要求1或2所述的限制扭矩的方法，其特征在于，实现以下操作：
-执行差值计算(44)，从所述驾驶员意愿(40)中扣减前电机的原始设定扭矩(42)，以获得所述热力发动机的原始设定扭矩(46)，其被传送至扭矩限制器(48)；
-在当前运行条件下，利用从构件限制功能(30)接收所述热力发动机可传送的最大扭矩(50)的值、以及所述发动机获取的最小扭矩(52)的所述扭矩限制器(48)，在需要时实现给出可实现的热力发动机扭矩(54)的限制；
-执行第二差值计算(56)，从所述驾驶员意愿(40)中扣减所述可实现的热力发动机扭矩(54)，以获得所述前电机为满足所述驾驶员意愿(36)而实现的剩余扭矩(58)；
-在所述前电机实现的所述剩余扭矩(58)与所述电机实现的最小扭矩(60)之间执行比较操作(62)，以取这两个值中的较小值，其给出所述前电机的最终扭矩(64)。
4.根据权力要求3所述的限制扭矩的方法，其特征在于，
在已经定义所述前电机的所述最终扭矩(64)之后，所述方法由此推断在前桥上生成的最终扭矩，其等于所述热力发动机可传送的所述最大扭矩(50)和所述前电机的所述最终扭矩(64)之和与所述驾驶员意愿(40)之间的较小值，以及
所述方法由此推断所述热力发动机的最终设定扭矩，其对应于所述可实现的热力发动机扭矩(54)，通过在所述前桥上生成的最终扭矩加上所述前电机的所述最终扭矩(64)得到。
5.一种混合动力车辆，其配备有被耦合至混合动力车辆的牵引热力发动机(2)的第一电机(12)，所述车辆具有由电能存储装置(16)供电的第二牵引电机(20)，所述第一电机被设置用于向所述车辆的车载网络(18)供应电流，还能给所述能量存储装置(16)充电，所述热力发动机(2)接收由驾驶员意愿(40)表达的、对其所驱动的车轮(6)的扭矩要求，其特征在于，其具有实施限制由所述第一电机(12)获取的扭矩的方法的单元，所述方法根据前述权利要求中的任意一项来实现。
6.根据权利要求5所述的混合动力车辆，其特征在于，所述热力发动机(2)驱动前轮(6)，而所述第二电机(20)驱动后轮(22)。
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