CN105189173B - 用于控制机动车的驱动系的方法 - Google Patents

用于控制机动车的驱动系的方法 Download PDF

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CN105189173B
CN105189173B CN201380072617.8A CN201380072617A CN105189173B CN 105189173 B CN105189173 B CN 105189173B CN 201380072617 A CN201380072617 A CN 201380072617A CN 105189173 B CN105189173 B CN 105189173B
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internal combustion
combustion engine
motor
rotating speed
motor vehicle
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CN105189173A (zh
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M.诺依曼
E.博思
S.谢弗
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Volkswagen AG
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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
    • 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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    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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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    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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Abstract

本发明涉及一种用于控制机动车的驱动系的方法，机动车具有内燃机(1)、可发动机式和发电机式运行的电机(3)、布置在内燃机(1)和电机(3)之间的离合器(2)和布置在电机(3)和驱动轮(6)之间的自动变速器(5)，其中，在自动变速器(5)内的换挡能够由驾驶员手动发动，其特征在于，在机动车滑行期间，在机动车内发电式运行电机(3)，在由驾驶员手动开始从原挡位换到目标挡位之后，‑离合器(2)如果没有被打开则至少部分被打开，‑内燃机的转速(nVM)被带到与目标挡位和机动车的实时速度相一致的转速水平(nZ)上，并且被继续调节，‑在自动变速器(5)内进行换挡，‑在达到内燃机(1)和电机(3)同步的转速(nVM，nE)之后闭合离合器(2)。由此可以在换挡过程中保持能量回收并且驾驶员在发动滑档之后获得与非混合动力的或非可能量回收的汽车相应的回馈。

Description

用于控制机动车的驱动系的方法
技术领域
本发明涉及一种用于控制机动车的驱动系的方法，机动车具有内燃机、可发动机式和发电机式运行的电机、布置在内燃机和电机之间的离合器和布置在电机和车轮之间的自动变速器，其中，在自动变速器内的换挡能够由驾驶员手动发动。
背景技术
在现有技术中，已知所谓的并联式-混动-机动车，它具有安置在内燃机和变速器之间的电机，通过该电机在机动车滑行状态中能够回收能量，即电机可发电式运行，并且由此从机动车的动能获取用于为能量储存器充电的能量。如果能量储存器的充电是有意义和有效的，则电机通过明显(比被拖曳的但是断开的内燃机的拖曳力矩)更高的负向转矩驱动。这种机动车大多数配备自动变速器，它能够以自动和手动的运行方式运行。以两种运行方式由变速器控制器进行向自动变速器的接入，其中，在手动的运行方式中，所述接入并不是根据实时的行驶参数而自动进行的，而是由驾驶员手动触发。当变速器是动力换挡变速器、例如具有转矩转换器或者双离合变速器的行星齿轮变速器时，在换挡时不必中断能量回收。由于电机产生的明显更高的负向转矩，所以在自动变速器中的换挡不是如此快，或具有如此调整的转速梯度，和在未回收能量的机动车中一样，因为驾驶员感觉到作为机动车的不顺畅的延迟变化的制动力矩的变化。从原挡位到目标挡位的转矩的传递、即自动变速器的输入轴的转速的变化在机动车的实时速度从原挡位到目标挡位相应的转速水平上，必须具有明显更小的转速梯度，这自然会导致从驾驶员开始换挡到换挡过程结束需要明显更长的时间。
在至今的已知方法中，在手动开始换挡之中如此在滑行状态下换挡，使得内燃机在从驱动系换挡期间被拖曳、并且内燃机的转速与电机的转速相一致。内燃机因此在降挡(Rückschaltungen)时借助机动车的动能提速转动、或在换高速挡时制动到较低的转速。在内燃机和电机之间的离合器在此保持闭合。因为在接入目标挡位后和在到达离合器的工作点之后才能够在自动变速器内开始电机的转速的变化，所以这会导致在驾驶员开始换挡和内燃机转速变化之间形成明显的时间间隔。因为驾驶员视觉上在转速计和声学上通过发动机的声音能够察觉这种变化，所以对于驾驶员来说这种反馈的延迟是令人困惑的，并且能够使驾驶员感到不适。
发明内容
因此，本发明所要解决的技术问题是，如此设计一种用于控制并联式-混合动力-机动车的驱动系的方法，使得驾驶员在他换挡时得到更好的和希望的反馈，并且在换挡时也能够进行能量回收。
上述技术问题被这样解决，在机动车滑行期间，在机动车内电机发电式工作，在由驾驶员手动开始从原挡位换到目标挡位之后，
-离合器如果其没有被打开则至少部分被打开，
-内燃机的转速被带到与目标挡位和机动车的实时速度相一致的转速水平上，并且被继续调节，
-在自动变速器内进行换挡，
-在内燃机和电机达到同步的转速之后闭合离合器。
本发明的基本思想是，内燃机在换挡时保持与驱动系分离，以便能够与电机的转速或驱动系的剩余的转速无关地调节内燃机的转速。电机在此保持与驱动系联接，并且因此不必在换挡时中断能量回收。
当驾驶员在机动车滑行的情况下例如借助换挡杆或者在方向盘上的操作装置开始换挡时，首先在内燃机和电机之间的离合器被至少部分打开，以便能够实现内燃机的与驱动系无关的转速曲线。离合器不必被完全打开，而是其能够借助足够的打滑被驱动。如果内燃机在滑行时被拖曳，则必须及时地恢复注射或点燃，以便内燃机在它与驱动系分离之前被启动。如果离合器在开始换挡时被打开并且内燃机通过独自的作用力空转，则离合器自然不必被打开。
一旦离合器被充分地打开，内燃机的转速被调到与目标挡位和机动车的实时速度相一致的转速水平上，并且随后根据机动车的实时速度的变化在换挡过程中进行调节。在这期间，在自动变速器中进行从原挡位到目标挡位的换挡。换挡的意思是，在车轮和电机之间的转速比的变化。一旦电机和内燃机的转速同步，则闭合离合器。离合器的闭合能够快速地在转速同步的情况下进行，或者电机和内燃机的转速的曲线可以被评估，并且优选还在接近完成转速同步之前开始离合器的闭合过程，以便在同步时达到指定的耦合能力或离合器的闭合。“闭合的离合器”的意思不只理解为在结合状态下的摩擦离合器，而且还理解为以确定的较低的打滑来运行的离合器。
因此，驾驶员有这样的感觉，在它的指令后马上进行了换挡，并且在换挡过程中没有中断能量回收。
在此给出了以有利的方式和方法设计和改进的根据本发明的方法的多个可能性。为此，随后的权利要求引用权利要求1。
附图说明
随后，根据下面的附图和所属的说明书详细地阐述根据本发明的方法。附图为：
图1示出并联式-混合动力-机动车的驱动系的示意图，
图2示出在减速的机动车中在滑行状态下在反接时内燃机和电机的转速的曲线图。
具体实施方式
在图1中示意性示出并联式-混合动力-机动车的驱动系。内燃机1能够通过离合器2与电机3相连接。在电机3上连有自动变速器5，其中，在本实施例中，自动变速器5是双离合器变速器，并且通过双离合器4与电机相连接。它也能够使另一种优选的动力换挡变速器，例如具有转矩转换器的行星齿轮变速器。自动变速器5的输出端与机动车的车轮6联接。内燃机1、离合器2、电机3、双离合器4和自动变速器5被一个或多个、未详细示出或说明的控制器控制。电机3与功率电子元件和至少一个能量储存器、优选电池相联接，其中，这种电池也未详细示出。
在图2中，示出在滑行状态下反接时内燃机1的和电机的转速nVM的曲线。这个实施例示出减速的机动车，即机动车在平面内或在斜坡上运动，并且通过行使阻力的作用而减速。但是，在这种情况下并没有限制所述方法的使用，它能够在坡度落差行驶时以及换高速挡时被使用。在滑行行驶时，电机3通过双离合器4和自动变速器5与驱动轮6相连接，并且被机动车的动能和驱动系的动能所驱动。在自动变速器5中换入原挡位，它的传动比根据机动车的实时速度确定属于这个挡位的输入轴地实时转速nQ。电机3基本上以和与原挡位相适应的转速nQ相同的转速nE转动，转速nQ被电动地驱动，并且由此产生存储在能量储存器中的电能。离合器2被闭合，并且内燃机1被驱动系拖曳，因此它的转速nVM与转速nE或nQ相等。
在时间点t0，驾驶员操作控制杆或者例如操作在方向盘上的操作装置，以便从原挡位换挡到目标挡位。在这种情况下，目标挡位是下一个较低挡位，它的传动比与机动车的实时速度相关地确定配属于这个挡位的输入轴的实时转速nZ。如果在时间点t0，接入的内燃机1被拖曳，则内燃机再次设置到运行中。一旦内燃机1运行，至少这样打开离合器2，使得能够实现内燃机1和电机3不同的转速曲线。控制设备提高了内燃机1的转矩，并且内燃机的转速nVM在时间点t1达到与目标挡位和机动车的实时速度相等的转速水平nZ。内燃机1的转速nVM的这种提高有利地斜坡式地进行。为了向驾驶员提供期望的反馈，这样地调节内燃机1的转速nVM的随时间的变化，使得随时间地变化基本上与在机动车中没有电驱动的或可电驱动的电机的情况中的换挡过程相一致。随后，内燃机1的转速nVM被控制设备如此调节，使得它与机动车的实时速度相一致，即nVM＝nZ。由此会给驾驶员一种感觉，在他的指令下立刻进行换挡，因为他通过发动机声响和转速计得到光学和声学上的反馈。
在时间点t0，在驾驶员触发换挡之后优选立刻在自动变速器5中开始换挡。如果在双离合器4的无转矩的部分传动机构(Teilgetriebe)中接入了不是驾驶员希望的目标挡位，则首先将目标挡位换入这个部分传动机构中。在时间点t2，在部分传动机构中已经准备好目标挡位，并且关联地转换双离合器4的两个离合器的耦合能力，耦合能力指的是通过两个离合器传递的扭矩。因此，电机3的转速nE达到目标挡位的转速水平nZ。电机的转速nE的这种提高是借助机动车的动能实现的，并且保持回收运行。如果在双离合器4的无转矩的部分传动机构中已经接入了驾驶员希望的目标挡位，则在充分打开离合器2之后可以立刻开始离合器切换。在这种情况下，时间点t2移近时间t0，或还到时间点t1之前。
当内燃机1的转速nVM与电机3的转速nE同步时，在此达到时间点t3，闭合离合器2。在闭合离合器2之后，不必在转速nZ上调节内燃机1的转速nVM，并且能够提高转速nZ或也能够按照需要接合内燃机1。因此，降低了控制成本或消耗。
在未示出的另一个实施例中，离合器2在开始换挡的时间点t0被打开，其中，内燃机1以比原挡位更低的、与机动车的实时速度相等的转速nVM运行，典型地以空档转速运行。随后，在开始换挡之后离合器2不再必须被打开，并且同样地开始内燃机1的转速nVM与转速水平nZ的匹配。如上面所述的实施例那样进行以后的步骤。
结果是，避免了上述缺点，并且实现了相应的优点。

Claims (10)

1.一种用于控制机动车的驱动系的方法，机动车具有内燃机(1)、可发动机式和发电机式运行的电机(3)、布置在内燃机(1)和电机(3)之间的离合器(2)和布置在电机(3)和驱动轮(6)之间的自动变速器(5)，其中，在自动变速器(5)内的换挡能够由驾驶员手动发动，其特征在于，在机动车滑行期间，电机(3)在机动车内发电机式运行，在由驾驶员手动开始从原挡位换到目标挡位之后，
-离合器(2)如果没有被打开则至少部分地被打开，
-内燃机的转速(nVM)被带到与目标挡位和机动车的实时速度相一致的转速水平(nZ)上，并且被继续调节，
-在自动变速器(5)内进行换挡，
-在内燃机(1)和电机(3)达到同步的转速(nVM，nE)之后闭合离合器(2)。
2.根据权利要求1所述的方法，其特征在于，在至少部分打开离合器(2)的情况下借助内燃机(1)的转矩调节内燃机(1)的转速(nVM)。
3.根据上述权利要求之一所述的方法，其特征在于，在闭合离合器(2)之后终止对内燃机(1)的转速(nVM)的调节。
4.根据权利要求1或2所述的方法，其特征在于，所述换挡是降挡，并且内燃机(1)的转速(nVM)借助内燃机(1)的转矩升高被提高到相应的转速水平(nZ)上。
5.根据权利要求1或2所述的方法，其特征在于，内燃机(1)的转速(nVM)的变化的时间曲线基本上与在没有可发电式运行或者发电运行的电机的汽车中的换挡曲线相一致。
6.根据权利要求1或2所述的方法，其特征在于，内燃机(1)的转速(nVM)被斜坡式地提高。
7.根据权利要求1或2所述的方法，其特征在于，内燃机(1)的转速(nVM)的变化在时间上在电机的转速(nE)的变化之前。
8.根据权利要求1或2所述的方法，其特征在于，所述自动变速器(5)是双离合变速器。
9.根据权利要求1或2所述的方法，其特征在于，为目标挡位分配自动变速器(5)的不同于原挡位的摩擦接合件，其中，在换挡期间实施两个摩擦接合件的耦合能力的关联地转换。
10.根据权利要求1或2所述的方法，其特征在于，在滑行运行时在手动开始换挡的时间点上打开离合器(2)，并且内燃机(1)以比与原挡位和机动车的实时速度相一致的转速更低的转速(nVM)运行。
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