CN104936809A - 用于调节混合动力车辆的驱动系的电动机的方法 - Google Patents
用于调节混合动力车辆的驱动系的电动机的方法 Download PDFInfo
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Abstract
为了可简单执行和实施地调节混合动力车辆的驱动系(1)的电动机(2)而提出,检测内燃机(3)的当前工作循环(n)的发动机轴(11)的轴转矩(TW)并且将其输送给补偿调节器(K),在该补偿调节器(K)中储存内燃机(3)的前一个工作循环(n-1)的轴转矩(TW(n-1))并且由当前工作循环(n)的轴转矩(Tw(n))、前一工作循环(n-1)的轴转矩(TW(n-1))和前一工作循环(n-1)的推移了系统延迟的轴转矩来计算补偿的轴转矩(Tkomp),该补偿的轴转矩与由在上级的控制单元(15)预定的额定转矩(Tsoll)相结合用于确定伺服转矩(Tstell)。
Description
技术领域
具体的本发明涉及一种用于调节混合动力车辆的驱动系的电动机的方法,其中,该电动机通过驱动轴与驱动轮连接并且通过发动机轴与内燃机连接,该内燃机将旋转不均匀性引入驱动系中,并且给电动机的驱动调节器预定伺服转矩。
背景技术
现代混合动力车辆的已知的驱动系方案包括电动机,所述电动机通过驱动轴驱动车辆的驱动轮,并且可能驱动变速器、差速器和半轴。电动机附加地通过离合器和连接轴与内燃机连接,以便提高混合动力车辆的行驶距离。为此,使用较小型的内燃机,例如2缸发动机或3缸发动机,因为内燃机仅用作电动机的辅助支持。然而,内燃机由于燃烧冲击而具有循环波动的转矩,由此,在内燃机的输出轴上(或者在飞轮上)产生旋转不均匀性,该旋转不均匀性通过电机传播到驱动系中并且在那里感觉为振动,这降低混合动力车辆的行驶舒适性。
因此,已经已知调节策略,该调节策略试图校正在这种混合动力车辆的驱动系中的旋转不均匀性。例如在会议论文“具有紧凑的CEA-方案-内燃机辅助系统的高效的E级车辆驱动装置”,C.Beidl以及其他人,第七届发动机技术杂志专业会议,驱动装置,2012年1月24和25日上午,沃尔夫斯堡(“Effizienter E-Fahrzeugantrieb mit demkompakten CEA-Konzept-Combustion Engine Assist”,C.Beidl,etal.,7.MTZ Fachtagung Der Antrieb von morgen,24und 25 2012,Wolfsburg)的范围内设想一种调节器,该调节器借助于所谓的谐波控制(Harmonic Oriented Control,HOC)补偿旋转不均匀性。为此,类似于电动机的场定向的调节,实施转速波动到以波动的频率同步地旋转的坐标系中的派克变换(Park-Transformation)。在此,参与波动的加速度在新的坐标系利用两个PI调节器中加以校正,从而在逆变换之后得出待预定的额定转矩的补偿份额,利用该补偿份额修正电动机的转速调节器的额定转矩。类似的方案在WO 2012/156258A2中找到,其中,这里是在电动机的场定向调节的逆变换之前进行补偿。
对于两种方法,用于实施变换的相对高的计算耗费是共同的,这也在车辆中实施时取决于相应的高效能的计算单元。
由DE 10 2009 047 116 A1和DE 199 39 250 A1得知用于补偿由内燃机和电动机构成的驱动系中的旋转不均匀性的方法,其中,首先确定旋转不均匀性并且控制电动机,以便抵抗这个旋转不均匀性。但是,由于系统延迟和调节器的滞后,仅可能达到旋转不均匀性的一定的动态特性。
发明内容
因此,本发明的任务在于,给出混合动力车辆的这种驱动系的电动机的备选调节,该调节能特别简单地执行和实施。
按照本发明,该任务通过如下方式解决,即,检测内燃机的当前工作循环的发动机轴的轴转矩并且输送给补偿调节器,在该补偿调节器中储存内燃机的前一个工作循环的轴转矩并且由所述当前工作循环的轴转矩、前一工作循环的轴转矩和前一工作循环的由于推移了系统延迟(量)的轴转矩来计算补偿的轴转矩,该补偿的轴转矩与由在上级的控制单元预定的额定转矩相结合用于确定伺服转矩,以便通过电动机补偿内燃机的旋转不均匀性。
以这种方式可以实现,伺服转矩包括一个清除了系统延迟(量)的(并且因此在将来存在的)组成部分,这能使电动机的驱动调节器实现:通过这个预期及时且快速地充分对发动机轴的旋转不均匀性作出反应并且特别是也在没有附加干预介入到驱动调节中的情况下校正这种旋转不均匀性。因此,旋转不均匀性通过驱动系的电动机补偿,由此,阻止这种旋转不均匀性传播到驱动系中。
虽然由WO 2010/023228 A2已知按照本发明的调节的基本方案,但关联内容完全不同并且目的设定完全不同。在这里使用所述调节,是为了阻尼在由内燃机和电的负荷机器构成的试验台配置结构中出现的、处于连接轴上的谐振,如果谐振频率在内燃机的运行频率的范围内下降的话,从而能够在试验台上实现高的动态特性。为此,使用所述调节,目的是尽可能精确地追踪内燃机与负荷机器的旋转不均匀性,从而避免振动激励(Aufschwingen)。因此,负荷机器被这样调节,使得负荷机器尽可能良好地跟随内燃机的转速,亦即负荷机器以与内燃机相同的旋转不均匀性旋转。
但是,在混合动力车辆中必须避免电动机以相同的旋转不均匀性旋转,因为否则该旋转不均匀性会直接传送到驱动系中。此外,混合动力车辆的驱动系在机械上通常这样设计,使得不可能出现谐振,因为仅这只会在混合动力车辆的实际运行中引起问题。由此,完全以不同方式使用本身相同的调节方案。
当检测内燃机的转速和电动机的转速并且将其输送给转矩评估器时,该转矩评估器由此评估发动机轴的当前的轴转矩,发动机轴上的轴转矩可以简单地确定。这种转矩评估器本身充分已知并且可以以简单的方式处理转速的在驱动系中本来存在的测量值。因此,可以避对轴转矩的较耗费的直接测量。
以有利的方式,确定一个清除了恒等份额的轴转矩。对此原因是,仅由内燃机向电动机传递的转矩的变化份额引起旋转不均匀性。由此,主要目的是,仅确定轴转矩的变化份额。
完全特别有利的是,由当前工作循环的轴转矩和前一工作循环的轴转矩来计算瞬时的轴转矩,其方式是,将当前的轴转矩从储存的先前的轴转矩减去,确定预估的轴转矩,其方式是,补偿在所述储存的先前的轴转矩中的系统延迟,并且将补偿的轴转矩确定为由预估的轴转矩和瞬时的轴转矩构成的总和。这能够以少量的操作完成,这明显减少了用于确定补偿的轴转矩的计算耗费。
附图说明
以下参照图1和2详细解释本发明,所述附图示例性地、示意性地并且非限制性地示出本发明的有利构造方案。在此,在附图中:
图1示出对混合动力车辆的驱动系进行调节的框图,以及
图2示出补偿调节器的框图。
具体实施方式
图1示出包括电动机2的混合动力车辆的驱动系1,该电动机通过变速器轴4与变速器5连接。变速器5通过驱动轴7、例如形式为万向轴的驱动轴来驱动差速器6。由差动器6再次通过两个半轴8驱动两个车辆车轮9。此外,电动机2通过发动机轴11和离合器10与内燃机3连接。通过离合器10可以按需求接通内燃机2。不言而喻,驱动系1的其他配置也是可设想的,例如没有变速器5或者直接驱动的车辆车轮9。其他需要的和本身充分已知的电气组成部分,例如电池、电池管理系统、变流器等等,在图1中出于清楚明了的原因未示出。
如果内燃机3接合到驱动系1中,则在内燃机3和电动机3之间在发动机轴11上产生旋转不均匀性,所述旋转不均匀性在驱动系11中(在减少的意义上)应予以补偿。为此,设置有补偿调节器K,该补偿调节器确定补偿转矩Tkomp,利用该补偿转矩修正额定转矩Tsoll,用于确定用于电动机2的驱动调节器14(主要是发动机控制装置或变流器)的伺服转矩Tstell。额定转矩Tsoll例如由在上级的控制单元15、例如混合控制单元预定。发动机轴11(在离合器10闭合时可以认为是一个轴)的轴转矩TW在这里用作补偿调节器K的输入端。轴转矩TW可以直接被测量,或者可以如在这里那样借助于调节技术上的转矩评估器13由内燃机3的转速nICE和电动机2的转速nEM评估。这种转矩评估器13、例如形式为扩展的卡尔曼滤波器的转矩评估器是充分已知的,因此,在这里不作详细探讨。转速nICE、nEM可以通过适当的转速传感器12(该转速传感器本来通常应用于驱动系1中)检测。
通过转矩评估器13也可以滤出轴转矩TW的恒等份额,从而在补偿调节器K中仅仅再去处理轴转矩TW,dyn的动态份额,该动态份额包括旋转不均匀性。但是,恒等份额也可以在补偿调节器K中去除,例如通过在补偿调节器K的输入端上的滤波器去除。以下解释同样适用于TW和TW,dyn。
但是,由于转速测量和在转速评估器13中对测量的转速nICE、nEM的处理,轴转矩TW或TW,dyn总是仅时间延迟地提供。此外,由调节和伺服件本身的反应能力也导入一种时间延迟。处理特定的、调节特定的和设备特定的延迟或静止时间在后文中通称为系统延迟。但是,该系统延迟可以事先、例如在驱动系试验台上确定并且可视为是已知的。必要时,也可以评估系统延迟。由于系统延迟,可以通过电动机2的驱动调节器14总是仅时间延迟地并且太慢地对发动机轴11的旋转不均匀性作出反应。尽管如此,为了能够补偿这个旋转不均匀性,现在为了利用内燃机3的周期的工作间隙(Arbeitsspiel)实施补偿,确定轴转矩TW,dyn的将来的(预估的)无系统延迟的实际值并且将其用于调节器,如以下借助图2描述的那样。
工作循环、例如在内燃机中的全部气缸的完整燃烧循环(例如在汽油机中的720度曲轴角)反复出现。这种状况被利用。为此,在补偿调节器K中设置有存储单元M,在该存储单元中储存内燃机3的在当前工作循环(n)之前至少一个工作循环(n-1)的轴转矩TW,dyn(n-1)。由此,在存储单元M中总是储存一个过去的、优选直接在先前那个工作循环的值。在此,所述储存优选以角度分辨的方式或以时间分辨的方式在离散的步骤中进行,例如每度曲轴角或每毫秒轴转矩TW,dyn的值。优选地,存储器M构造为循环的存储器(如在图2中表明的那样),亦即储存的值通过选择的角度分辨率或时间分辨率触发地以分辨触发的方式推延,直至储存的值再次从存储器M脱出。如果例如选择每度曲轴角的值的分辨率,则存储器M具有720个存储位置用于待储存的工作循环。
现在,先前的工作循环TW,dyn(n-1)的轴转矩从存储器M时间同步地(或角度同步地)输送给计算单元S,亦即在当前的时间(或角度)(参考工作循环),过去的工作循环(n-1)相应地在相同的时间(或角度)储存的值被输送到计算单元S中。同样地,当前的轴转矩TW,dyn(n)被输送给计算单元S。
当前的轴转矩TW,dyn(n)由一个工作循环(n-1)向下一个工作循环(n)改变一个可能存在的瞬时份额。如果轴转矩TW,dyn在一个工作循环期间没有改变,则驱动系是在准静态运行中,该准静态运行每个工作循环重复,其中,这个份额称作重复份额。在这种情况下,瞬时份额为0。在此,瞬时份额的动态特性小于重复份额的动态特性。
现在,在一种优选的方法中,考虑先前的工作循环(n-1)的轴转矩TW,dyn(n-1)的储存的值,以便确定预估的(在将来存在的)轴转矩并且借此补偿系统延迟。为此,在计算单元S中首先计算形式为瞬时的轴转矩TW,dyn_trans的瞬时份额,其方式是,将当前的轴转矩TW,dyn(n)时间同步地(或角度同步地)从储存的先前的轴转矩TW,dyn(n-1)减去。但是,在这个瞬时份额TW,dyn_trans中总是还包括系统延迟。
此外,在修正单元V中现在确定预估的轴转矩TW,dyn_komp,其方式是,补偿在储存的先前的轴转矩TW,dyn(n-1)中的系统延迟。这例如通过这种方式进行,对当前的曲轴角(或时间)不是轴转矩TW,dyn(n-1)的配属的储存的值被传送,而是以已知的系统延迟(量)在时间上更前面的、亦即将来的值被传送。为此,修正单元V例如本身可以包括用于过去的轴转矩TW,dyn(n-1)的存储单元,以便可以确定并且传送正确的值。现在,将这种经补偿的(预估的)轴转矩TW,dyn_komp(没有系统延迟)和瞬时的轴转矩TW,dyn_trans(具有系统延迟)相加,由此,得出补偿的轴转矩Tkomp,该轴转矩最终反馈给调节。因此,补偿的轴转矩Tkomp是由没有系统延迟的预估份额和具有系统延迟的瞬时份额构成的混合。在预估的、现在无系统延迟的份额附带着具有高动态特性的信息,该信息对于相位正确的调节是必须的。瞬时份额的动态特性显著小于预估份额的动态特性,因此,在这里系统延迟是无问题的。
在计算单元S中也可以省去修正单元V,如果例如存储单元M具有两个输出端的话,其中,在一个输出端上输出配属于当前的角度(或时间)的轴转矩TW,dyn(n-1)并且在另一个输出端上输出以系统延迟在时间上推移的轴转矩TW,dyn_komp值,亦即,如果修正单元V集成在存储器中的话。备选地,在补偿调节器K中也可以设置有两个循环的存储单元,其中,在一个存储单元中相应地以时间分辨的方式或以角度分辨的方式、例如在汽油内燃机中为720度的曲轴角来储存全部的工作循环,并且在另一个存储单元中储存以系统延迟缩短的工作循环、例如在汽油内燃机和30度的系统延迟情况中为690度的曲轴角。因此,在两个输出端上总是施加基于系统延迟“将来的”值。
由此,驱动调节器14获得一个参量作为伺服转矩Tstell,该参量包括预估的组成部分,该组成部分基于系统延迟(量)在将来存在。以这种方式,驱动调节器14可以借助电动机2补偿发动机轴11的旋转不均匀性。
Claims (4)
1.用于调节混合动力车辆的驱动系(1)的电动机(2)的方法,其中,该电动机(2)通过驱动轴(7)与驱动轮(9)连接并且通过发动机轴(11)与内燃机(3)连接,该内燃机将旋转不均匀性引入驱动系(1)中,并且给电动机(2)的驱动调节器(14)预定伺服转矩(Tstell),其特征在于,检测内燃机(3)的当前工作循环(n)的发动机轴(11)的轴转矩(TW)并且将其输送给补偿调节器(K);在该补偿调节器(K)中储存内燃机(3)的前一个工作循环(n-1)的轴转矩(TW(n-1));并且由所述当前工作循环(n)的轴转矩(TW(n))、前一工作循环(n-1)的轴转矩(TW(n-1))和该前一工作循环(n-1)的推移了系统延迟的轴转矩来计算补偿的轴转矩(Tkomp),该补偿的轴转矩与由在上级的控制单元(15)预定的额定转矩(Tsoll)相结合用于确定伺服转矩(Tstell),以便通过电动机(2)补偿内燃机(3)的旋转不均匀性。
2.根据权利要求1所述的方法,其特征在于,检测内燃机(3)的转速(nICE)和电动机(2)的转速(nEM)并且将其输送给转矩评估器(13),该转矩评估器评估发动机轴(11)的当前的轴转矩(TW)。
3.根据权利要求1或2所述的方法,其特征在于,确定清除了恒等份额的轴转矩(TW,dyn)并且将其输送给补偿调节器(K)。
4.根据权利要求1或3所述的方法,其特征在于,由所述当前工作循环(n)的轴转矩(TW(n)、TW,dyn(n))和前一工作循环(n-1)的轴转矩(TW(n-1)、TW,dyn(n-1))来计算瞬时的轴转矩(TW,dyn_trans),其方式是,将当前的轴转矩(TW(n)、TW,dyn(n))从储存的先前的轴转矩(TW(n-1)、TW,dyn(n-1))减去;确定预估的轴转矩(TW_komp、TW,dyn_komp),其方式是,补偿在所述储存的先前的轴转矩(TW(n-1)、TW,dyn(n-1))中的系统延迟;并且将所述补偿的轴转矩(Tkomp)确定为由预估的轴转矩(TW_komp、TW,dyn_komp)和瞬时的轴转矩(TW_trans、TW,dyn_trans)构成的总和。
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WO2014095565A3 (de) | 2014-08-28 |
US20150344022A1 (en) | 2015-12-03 |
WO2014095565A2 (de) | 2014-06-26 |
CN104936809B (zh) | 2017-09-22 |
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