CN104742897B - 混合动力车辆的再生制动器装置及其方法 - Google Patents
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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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- 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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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60—VEHICLES IN GENERAL
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- 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
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Abstract
本发明公开了一种混合动力车辆的再生制动器装置及其方法。混合动力车辆的再生制动装置可以包括发动机、HSG、电动机以及控制器,发动机通过燃料的燃烧来产生动力;HSG启动发动机并且当发动机处于启动状态时通过操作为发电机来产生电能;电动机辅助发动机的动力,在制动中操作为发电机并且产生电能;当在制动中的减速能量高于电动机的发电容量时,控制器控制使得混合动力车辆根据HSG的操作通过再生制动得以制动。
Description
相关申请的交叉引用
本申请要求2013年12月26日提交的韩国专利申请第10-2013-0163789号的优先权,该申请的全部内容结合于此用于通过该引用的所有目的。
技术领域
本发明涉及混合动力车辆的再生制动装置及其方法。更具体而言,本发明涉及混合动力车辆的再生制动装置和方法,其中当产生超过电动机的容量的减速能量时,混合动力启动器发电机(HSG)通过再生制动得以制动。
背景技术
混合动力车辆是使用两个或者更多动力源(例如,内燃发动机和电动机)的车辆。
通过使用两个或者更多动力源(包括发动机和电动机),混合动力车辆可以以各种类型制造。在加速或者上坡驾驶情况下,在混合动力车辆中提供的电动机辅助发动机。
在车辆的制动中,电动机操作为发电机,并且通过将在制动中产生的动能转化为电能来产生制动力。所转化的电能充电到电池。
如上所述,将在制动中产生的动能转化为电能并且恢复能量的系统被称为再生制动系统。
在一般的应用到混合动力车辆的再生制动系统中,当在车辆的减速期间产生的减速能量超过电动机的发电容量时,过量的减速能量不可以再生。
因此,需要将过量的减速能量再生并且减小车辆的燃料消耗的方法。
公开于该发明背景技术部分的上述信息仅仅旨在加深对发明背景的理解,因此其可以包含的信息并不构成在本国已为本领域技术人员所公知的现有技术。
发明内容
本发明的各个方面致力于提供一种混合动力车辆的再生制动装置,以及将在混合动力车辆的减速中产生的减速能量再生并且改善车辆的燃料消耗的方法。
在本发明的一个方面中,混合动力车辆的再生制动装置可以包括发动机、混合动力启动器发动机(HSG)、电动机以及控制器,发动机通过燃料的燃烧来产生动力;混合动力启动器发动机(HSG)启动发动机并且当发动机处于启动状态时通过操作为发电机来产生电能;电动机辅助发动机的动力,在制动中操作为发电机并且产生电能;当在制动中的减速能量高于电动机的发电容量时,控制器控制使得混合动力车辆根据HSG的操作通过再生制动得以制动。
控制器将额外扭矩与发动机的摩擦扭矩比较,额外扭矩通过从在制动中所需的扭矩减去电动机的最大扭矩来确定,当额外扭矩高于摩擦扭矩时再生制动电动机和HSG,而且当额外扭矩低于摩擦扭矩时再生制动电动机。
在HSG的再生制动中,控制器最大化涡轮增压器的脉路的开口,涡轮增压器将高压空气供应到发动机的燃烧室。
在HSG的再生制动中,控制器改变换挡速度以便最小化发动机的摩擦扭矩。
在本发明的另一个方面中,混合动力车辆的再生制动方法可以包括确定发动机的摩擦扭矩以及额外扭矩,额外扭矩通过从在制动中所需的扭矩减去电动机的最大扭矩来确定;确定额外扭矩是否高于发动机的摩擦扭矩;以及当额外扭矩高于发动机的摩擦扭矩时,通过再生制动来制动电动机和HSG。
该混合动力车辆的再生制动方法可以进一步包括,在发动机的再生制动中,最大化涡轮增压器的脉路的开口,涡轮增压器将高压空气供应到发动机的燃烧室。
该混合动力车辆的再生制动方法可以进一步包括,在HSG的再生制动中,改变换挡速度以便最小化发动机的摩擦扭矩。
下面讨论本发明的其它方面和优选实施方式。
应当理解,此处所使用的术语“车辆”或“车辆的”或其它类似术语一般包括机动车辆,例如包括运动型多用途车辆(SUV)、公共车辆、卡车、各种商用车辆的乘用汽车,包括各种舟艇、船舶的船只,航空器等等,并且包括混合动力车辆、电动车辆、可插式混合动力电动车辆、氢动力车辆以及其它替代性燃料车辆(例如源于非汽油的能源的燃料)。本文所指的混合动力车辆为具有两个或更多个动力源的车辆,例如汽油动力和电动车辆。
通过纳入本文的附图以及随后与附图一起用于说明本发明的某些原理的具体实施方式,本发明的方法和装置所具有的其它特征和优点将更为具体地变得清楚或得以阐明。
附图说明
图1是示出根据本发明的示例性实施方式的混合动力车辆的再生制动装置的示意图。
图2是示出根据本发明的示例性实施方式的混合动力车辆的再生制动方法的流程图。
图3是示出摩擦扭矩以及额外扭矩对于时间的关系的示意图。
应当了解,所附附图不是必须按比例地显示了本发明的基本原理的说明性的各种优选特征的略微简化的画法。本文所公开的本发明的具体设计特征包括例如具体尺寸、方向、位置和形状将部分地由具体所要应用和使用的环境来确定。
在这些图形中,贯穿附图的多幅图形,附图标记引用本发明的同样的或等同的部件。
具体实施方式
现在将具体参考本发明的各个实施方式,在附图中和以下的描述中示出这些实施方式的实例。虽然本发明与示例性实施方式相结合进行描述,但是应当了解,本说明书并非旨在将本发明限制为那些示例性实施方式。相反,本发明旨在不仅涵盖示例性具体实施方式,也涵盖包含于如权利要求书限定的本发明的实质和范围内的各种变化、改变、等同和其他具体实施方式。
另外,在附图中显示的每个配置的尺寸和厚度是为了描述的更好理解与简易而显示的,但是本发明不限于此。在附图中,层的厚度、薄膜、面板、区域等,为了清晰起见被夸大了。
下文中,将参考所附附图描述本发明的示例性实施方式,使得本发明所属于的技术领域中的人员可以实施该示例性实施方式。
图1是示出根据本发明的示例性实施方式的混合动力车辆的再生制动装置的示意图。
如图1所示,根据本发明的示例性实施方式的混合动力车辆包括发动机10、离合器30、变速器40、混合动力启动器发电机(HSG)20、电动机50以及控制器70,发动机10通过燃料的燃烧来产生动力;混合动力启动器发电机(HSG)20启动发动机10并且产生动力;电动机50辅助发动机10的动力;控制器70控制发动机10、HSG 20以及电动机50。
HSG 20有选择地操作为启动器和发电机。这就是说,HSG 20根据从控制器70接收的控制信号来启动发动机10,当发动机10运转时操作为发电机,并且产生电能。由HSG 20产生的电能充电到电池60,电池60提供在混合动力车辆中。
在混合动力车辆的驾驶中,电动机50辅助发动机10的动力。例如,电动机50在快速加速或者上坡驾驶期间辅助发动机10的动力并且改善驾驶性能。
同样,在混合动力车辆的减速中,电动机50操作为发电机,并且通过将动能转化为电能来产生制动力。由电动机50转化的电能充电到电池60。
控制器70整体控制发动机10、HSG 20以及电动机50。
控制器70是执行预定程序的至少一个微处理器和/或包括微处理器的硬件。预定程序可以由一系列命令形成,所述命令根据本发明的示例性实施方式来执行用户终端的触摸检测方法,其将会在下面描述。
当在制动中产生的减速能量超过电动机50的发电容量时,控制器70控制HSG 20来操作为发电机并且混合动力车辆通过再生制动得以制动。
当在制动中产生的减速能量小于电动机50的发电容量时,控制器70控制电动机来操作为发电机并且混合动力车辆通过再生制动得以制动。
特别地,在制动中需要的制动扭矩可以根据下述等式1计算。
[等式1]:T=(M*a)*V/n
这里,T是在减速中需要的制动扭矩,M是混合动力车辆的质量,a是混合动力车辆的减速度,V是混合动力车辆的速度,而且n是发动机的RPM。
通过从等式1的结果减去电动机50的最大发电扭矩,可以获得额外扭矩,而且额外扭矩是超过电动机50的发电容量的扭矩。
当T小于电动机50的发电扭矩时控制器70控制电动机50来操作为发电机,而且混合动力车辆通过再生制动得以制动。然而,当T大于电动机50的发电扭矩时,其控制使得HSG20操作为发电机并且混合动力车辆通过再生制动得以制动。
图3是示出摩擦扭矩以及额外扭矩对于时间的关系的示意图。
如图3所示,当额外扭矩高于发动机10的摩擦扭矩时,控制器70控制使得发动机10的动力得到连接并且HSG 20操作为发电机,从而车辆通过再生制动得以制动(参考图3的(a)部段)。当额外扭矩低于发动机10的摩擦扭矩时,控制器70控制使得发动机10切断并且电动机50操作为发电机,从而车辆通过再生制动得以制动(参考图3的(b)部段)。
如上所述,因为当混合动力车辆的减速能量超过电动机50的发电容量时HSG 20操作为发电机并且混合动力车辆通过再生制动得以制动,所以燃料消耗得以减小。
下面,将具体地描述根据本发明的示例性实施方式的混合动力车辆的再生制动方法。
图2是示出根据本发明的示例性实施方式的混合动力车辆的再生制动方法的流程图。
如图2所示,在步骤S10,当混合动力车辆制动时,控制器70计算制动所需的制动扭矩。混合动力车辆的制动扭矩可以通过等式1计算。
在步骤S20,控制器70将制动扭矩与电动机50的最大发电扭矩比较。如果电动机50的最大发电扭矩高于制动扭矩,则在步骤S60,控制器70控制使得混合动力车辆根据电动机50的操作通过再生制动得以制动。
如果电动机50的最大发电扭矩低于制动扭矩,则在步骤S30,控制器70计算混合动力车辆的减速所需的额外扭矩。通过从等式1所计算的制动扭矩减去电动机50的最大发电扭矩可以获得额外扭矩。
进一步地,在步骤S40,控制器70将额外扭矩与发动机10的摩擦扭矩比较。这里,发动机10的摩擦扭矩可以通过重复实验确定,可以根据车辆的类型由控制器70确定,而且可以保存到控制器70。
如果额外扭矩高于发动机10的摩擦扭矩,则在步骤S50,控制器70控制使得混合动力车辆根据电动机50以及HSG 20的操作通过再生制动得以制动。然而,如果额外扭矩低于发动机10的摩擦扭矩,则在步骤S60,控制器70控制使得混合动力车辆根据电动机50的操作通过再生制动得以制动。
当混合动力车辆根据HSG 20通过再生制动得以制动时,控制器70最大化涡轮增压器15的脉路的开口,涡轮增压器15将高压空气供应到发动机10的燃烧室。当涡轮增压器15的脉路的开口最大化时,发动机10的摩擦扭矩可以最小化。
涡轮增压器15将高压空气供应到发动机10的燃烧室,并且包括由排放气体旋转的涡轮机以及通过涡轮机的旋转力来压缩空气的压缩机。
涡轮增压器15的脉路执行的功能使得其控制在涡轮增压器15的涡轮机中流动的排放气体的流动路径的区域。一般而言,在发动机的低速区域,控制器70通过减小脉路的开口来操作涡轮机,使得排放气体的速度增加。与之相反,在发动机的高速区域,控制器70通过增加脉路的开口来防止涡轮机过量旋转,使得排放气体的速度下降。
这样,当脉路的开口最大化时,由于供应至涡轮机的排放气体的速度的下降,发动机10的摩擦扭矩可以最小化。
同样,当车辆根据HSG 20的操作通过再生制动得以制动时,控制器70可以改变换挡速度以便最小化发动机的摩擦扭矩。发动机的摩擦扭矩与发动机的旋转速度成反比。如果在相同的负载条件下换挡速度上升,则发动机的旋转速度下降,而且如果在相同的负载条件下换挡速度下降,则发动机的旋转速度上升。
因此,改变换挡速度使得发动机的旋转速度减小而且发动机的摩擦扭矩最小化。
如上所述,根据本发明的示例性实施方式,当在混合动力车辆的制动中的减速能量超过电动机的发电容量时,控制器控制使得混合动力车辆根据HSG和电动机的操作通过再生制动得以同时制动。因为混合动力车辆根据HSG和电动机的操作通过再生制动得以制动,所以混合动力车辆的燃料消耗减小。
根据本发明的示例性实施方式,当在车辆的减速中产生的减速能量超过电动机的发电容量时,过量的减速能量可以通过HSG再生并且可以减小燃料消耗。
前述对本发明的具体示例性实施方式的描述是为了说明和例证的目的。这些描述并非想穷尽本发明,或者将本发明限定为所公开的精确形式,并且很显然,根据上述教导,可以进行很多改变和变化。对示例性实施方式进行选择和描述的目的在于解释本发明的特定原理及其实际应用,从而使得本领域的其它技术人员能够实现并利用本发明的各种不同的示例性实施方式以及各种不同的选择和改变。本发明的范围意在由所附的权利要求书及其等同形式所限定。
Claims (7)
1.一种混合动力车辆的再生制动装置,包括;
发动机,所述发动机通过燃料的燃烧来产生动力;
混合动力启动器发电机,所述混合动力启动器发电机启动所述发动机并且当所述发动机处于启动状态时通过操作为发电机来产生电能;
电动机,所述电动机辅助所述发动机的动力,在制动中操作为发电机并且产生电能;以及
控制器,当在制动中的减速能量高于所述电动机的发电容量时,所述控制器控制使得所述混合动力车辆根据所述混合动力启动器发电机的操作通过再生制动得以制动;
其中所述控制器将额外扭矩与所述发动机的摩擦扭矩比较,所述额外扭矩通过从在制动中所需的扭矩减去所述电动机的最大扭矩来确定,以及
其中当所述额外扭矩高于所述摩擦扭矩时,所述控制器再生制动所述电动机和所述混合动力启动器发电机,而且当所述额外扭矩低于所述摩擦扭矩时,所述控制器再生制动所述电动机。
2.根据权利要求1所述的混合动力车辆的再生制动装置,
其中在混合动力启动器发电机的再生制动中,所述控制器最大化涡轮增压器的脉路的开口,所述涡轮增压器将高压空气供应到所述发动机的燃烧室。
3.根据权利要求1所述的混合动力车辆的再生制动装置,
其中在混合动力启动器发电机的再生制动中,所述控制器改变换挡速度以便最小化所述发动机的摩擦扭矩。
4.一种混合动力车辆的再生制动方法,包括;
确定发动机的摩擦扭矩以及额外扭矩,所述额外扭矩通过从在制动中所需的扭矩减去电动机的最大扭矩来确定;
确定所述额外扭矩是否高于所述发动机的摩擦扭矩;以及
当所述额外扭矩高于所述发动机的所述摩擦扭矩时,通过再生制动来制动所述电动机和混合动力启动器发电机。
5.根据权利要求4所述的混合动力车辆的再生制动方法,
其中当所述额外扭矩低于所述发动机的所述摩擦扭矩时,所述电动机通过再生制动得以制动。
6.根据权利要求5所述的混合动力车辆的再生制动方法,进一步包括:
在所述发动机的再生制动中,最大化涡轮增压器的脉路的开口,所述涡轮增压器将高压空气供应到所述发动机的燃烧室。
7.根据权利要求5所述的混合动力车辆的再生制动方法,进一步包括:
在所述混合动力启动器发电机的再生制动中,改变换挡速度以便最小化所述发动机的摩擦扭矩。
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KR20110062135A (ko) * | 2009-12-02 | 2011-06-10 | 현대자동차주식회사 | 하이브리드 차량의 산소센서 모니터링장치 및 방법 |
CN102358283A (zh) * | 2011-08-19 | 2012-02-22 | 奇瑞汽车股份有限公司 | 一种混合动力车驱动轴扭矩解析控制方法 |
CN102381311A (zh) * | 2011-09-27 | 2012-03-21 | 奇瑞汽车股份有限公司 | 一种四驱强混汽车amt协调控制方法及其系统 |
CN102897017A (zh) * | 2012-09-27 | 2013-01-30 | 北京汽车新能源汽车有限公司 | 一种动力耦合电控动力换挡混合动力系统 |
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KR20150076327A (ko) | 2015-07-07 |
US9186996B2 (en) | 2015-11-17 |
KR101534731B1 (ko) | 2015-07-27 |
US20150183324A1 (en) | 2015-07-02 |
DE102014110202A1 (de) | 2015-07-02 |
CN104742897A (zh) | 2015-07-01 |
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