CN105313883B - 用于运行混合动力的驱动系统的方法和装置 - Google Patents

用于运行混合动力的驱动系统的方法和装置 Download PDF

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CN105313883B
CN105313883B CN201510440362.7A CN201510440362A CN105313883B CN 105313883 B CN105313883 B CN 105313883B CN 201510440362 A CN201510440362 A CN 201510440362A CN 105313883 B CN105313883 B CN 105313883B
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A.胡贝尔
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Robert Bosch GmbH
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Abstract

本发明涉及用于运行混合动力的驱动系统的方法和装置。用于运行机动车的混合动力的驱动系统（1）的方法包括以下步骤：‑提供关于机动车的行驶情况的说明；‑基于行驶情况为每个可能的运行状态配设（S1）最佳的行驶级；‑根据优化目标执行（S2）优化，从而选出可能的运行状态之一，该运行状态对当前的行驶情况而言最好地满足优化目标；以及‑设定（S3）选出的运行状态和配设给该运行状态的行驶级。

Description

用于运行混合动力的驱动系统的方法和装置
技术领域
本发明涉及尤其在顾及到能够选择的行驶级（档位）的情况下的用于运行混合动力的驱动系统的方法。本发明尤其涉及的是用于在选择机动车的运行状态时对有待选择的行驶级予以顾及的措施。
背景技术
用于机动车的混合动力的驱动系统能够设置的是，内燃发动机和电驱动机构与输出系耦合，该输出系经由传动装置与驱动轮耦合。由此，电驱动机构的工作点由当前的车辆速度和切换传动机构的行驶级（档位）影响。
通常，行驶级的选择和机动车的运行状态的选择被转换为两个分离的不相关的功能，所述功能经常在不同的控制器中是激活的。行驶级的选择能够例如在传动装置控制器中进行，该传动装置控制器基于所要求的负载力矩和在当前的运行状态中所提供的力矩来决定应该选择哪个行驶级。车辆控制器获得了关于所选择的行驶级的信息以及关于所要求的驱动力矩的说明并且基于该信息求取有待设定的运行状态。可能的运行状态例如包括纯电动马达式运行、纯内燃机式运行以及混合动力的运行。
因为行驶级的选择和运行状态的选择极大地影响行驶舒适性和燃料消耗，所以能够对运行状态的和行驶级以及可能的扭矩分配进行共同的优化。但是共同的优化基于其复杂性提出了对控制器中的计算时间和存储需求的较高的要求。
发明内容
根据本发明，设置了用于运行用于具有切换传动机构的机动车的混合动力的驱动系统的方法以及装置和驱动系统。
按照第一方面设置了用于运行机动车的混合动力的驱动系统的方法，包括下述的步骤：
－ 提供关于机动车的行驶情况的说明；
－ 基于行驶情况为可能的运行状态配设最佳的行驶级；
－ 根据优化目标执行优化，从而从所述可能的运行状态中选出其一，该运行状态对当前的行驶情况而言最好地满足优化目标；
－ 设定所选出的运行状态和配设给该运行状态的行驶级。
到目前为止的举措、即分离地设定行驶级或者说档位的选择和混合动力的驱动系统的运行状态的选择具有一些缺点。例如，如果电驱动机构能够提供的最大扭矩对当前的行驶级而言不充分，那么从不仅内燃机而且电驱动机构分别提供了部分驱动力矩的混合动力的运行状态向着只有电驱动机构提供驱动力矩而内燃机不供应用于所提供的驱动力矩的份额的电动马达式运行状态的变换就受到阻碍。但是在这种情况中没有顾及的是，如果行驶级的同时的变换是可能的，就从而改变了传动装置的档位级的降低且驱动力矩能够由电驱动机构提供。但是这种决定在传统上由相应另外的控制器即传动装置控制器采取。这导致的是，未选出电动马达式运行状态，因为在基于所要求的驱动力矩的当前的行驶级下，对电驱动机构的扭矩要求过高，尽管对另外的行驶级而言纯电动行驶是可能且最佳的。
而且对到目前为止的举措而言，如果基于电动的行驶而选择了为达到所需要的驱动力矩而需要的低的、但是在转换之后又导致在至少一部分驱动力矩应由内燃机提供的运行状态中的内燃发动机的转速被提高的行驶级，那么从电动马达式运行状态到混合动力的运行状态的变换就受到抑制。这能够导致内燃发动机的特别高速的运行并且从而导致对驾驶员而言的不舒适的行驶状态。
如果强制进行从电动马达式运行状态向着混合动力的运行状态的这样的变换，那么所述传动装置控制器就执行一系列的行驶级变换，这会同样对行驶舒适性产生负面的影响。
上述方法的思想在于对行驶级和驱动系统的运行状态进行组合的确定。通过预先选择，就能够为多个、尤其所有的对当前的行驶情况而言的可能的运行状态给出驱动单元的尤其有待提供的部分功率、驱动系统中的负载分配和/或驱动单元的激活状态，该预先选择还确定了最佳的行驶级。所选出的行驶级固定地配设给相应的可能的运行状态，并且从而同时带有关于运行状态的决定。因此，在以下车辆情况中朝向电动马达式运行状态的变换也是可能的，即在该车辆情况中，到目前为止设置了不适配的行驶级。因为在变换运行状态的情况下同时新确定了行驶级，那么由此关于运行状态的变换的决定不被所选出的不利的行驶级所抑制。此外从而在运行状态的变换之后不存在由于内燃机的过高的转速或者多于的换挡过程而导致的不期望的行驶状态。因此，在同时改善了驾驶员接受度或者说行驶舒适性的情况下，减小了燃料消耗。
此外因为经由运行状态的选择而隐性地确定了行驶级，那么行驶级的寻找或者说更迭对优化而言就不再是必要的。因此能够在很大程度上获得行驶级和运行状态的共同的优化的解决质量，而不显著地提高计算投入，因为自由度的数目和因此针对所述优化方法的复杂性或者说计算持续时间没有提高。因此，这样的优化也能够在机动车中的控制器中实施。
尤其在确定的计算持续时间的情况下，对有待提供的计算效率的投入会减小，从而能够使用更为有利的控制器，或者提高了优化解决方案的质量。
此外，所述优化目标能够包括下述的方面中的至少一个：
－ 降低对燃料或者说对电能的消耗
－ 降低排放；和
－ 降低部件的老化。
尤其行驶情况能够通过下述的方面中的一个或多个来定义：
－ 车辆速度；
－ 驱动单元或者输出系的转速；
－ 负载要求；
－ 废气后处理系统的状态；和
－ 热管理系统的一种或多种状态。
根据一种实施方式，可能的运行状态能够包括一个或多个下述的状态：
－ 电动马达式运行状态，在该运行状态中，内燃机不供应用于有待提供的驱动力矩的份额，
－ 内燃机式运行状态，在该运行状态中，只有内燃机提供驱动力矩，
－ 混合动力的运行状态，在该运行状态中不仅由电驱动机构而且由内燃机提供驱动力矩，
－ 回收运行状态，在该回收运行状态中，内燃机提供用于驱动机动车并且用于提供发电机式运行的电驱动机构的拖曳力矩的驱动力矩，和
－ 停止运行状态，对该停止运行状态而言，在电动马达式运行状态下关闭内燃机。
在通过优化功能选出混合动力的运行状态时，能够确定在有待由内燃机和电驱动机构提供的部分驱动力矩之间的扭矩分配或者说负载分配。所述扭矩分配给出了哪些驱动力矩的份额由第一驱动单元尤其内燃机提供或者由第二驱动单元尤其电驱动机构提供。
能够设置的是，运行状态同时随着为该运行状态配设的行驶级的可能的变换而变换。
根据一种实施方式，对于基于行驶路径的路径区段的行驶情况的走向而言分别针对相关的路径区段中的各个行驶情况来确定对相关的路径区段中的每个可能的运行状态而言最佳的行驶级，其中针对各个路径区段执行根据优化目标的优化，从而从所述可能的运行状态中选出其一，该运行状态对当前的行驶情况而言最好地满足所述优化目标，并且其中如果驶过相关的路径区段，就将为相关的路径区段所选出的最佳的运行状态用为该运行状态所配设的行驶级设定。
根据另一方面，设置了用于运行机动车的混合动力的驱动系统的装置、尤其混合动力控制器，其中构造该装置以便：
－ 提供关于机动车的行驶情况的说明；
－ 为每种可能的运行状态配设基于所述行驶情况的最佳的行驶级；
－ 根据优化目标执行优化，从而从所述可能的运行状态中选出其一，该运行状态对当前的行驶情况而言最好地满足该优化目标；
－ 设定所选出的运行状态和为该运行状态所配设的行驶级。
根据另一方面设置了混合动力的驱动系统，它包括：
－ 第一驱动单元、尤其内燃机；
－ 第二驱动单元、尤其电驱动机构；
－ 第一离合器，用于将第一与第二驱动单元选择性地机械耦合；
－ 第二离合器，用于将第二驱动单元与切换传动机构选择性地机械耦合；
上述装置，其中构造所述装置以便操控所述第一和第二驱动单元来提供相应的驱动力矩以及选出切换传动机构的行驶级。
附图说明
下文借助于附图来具体阐释实施方式。其中：
图1是混合动力的驱动系统的示意图；
图2是用于展示方法的流程图，该方法用于在顾及行驶级的优化选择的情况下对运行状态进行优化；并且
图3是用于展示另一种方法的流程图，该方法用于预测性地运行混合动力的驱动系统。
具体实施方式
图1示出了例如用于机动车的混合动力的驱动系统1的示意性视图。所述驱动系统1包括内燃机2作为第一驱动单元和电驱动机构3作为第二驱动单元。所述内燃机2和所述电驱动机构3用于分别将扭矩输出到输出轴4上，该输出轴在输入侧能够与切换传动机构5耦合。在切换传动机构5的输出侧能够在传动轴6上提供驱动力矩。
所述输出轴4具有在内燃机2和电驱动机构3之间的第一离合器7和在电驱动机构3和切换传动机构5之间的第二离合器8。第一和第二离合器7、8能够彼此独立地耦合或者说脱耦。如果打开了第一离合器7，那么内燃机2从输出系4脱开并且从而实现了内燃机2的断开，以便在纯电动马达式运行状态中运行所述驱动系统1。如果耦合了第一离合器7，那么就在混合动力的运行状态中运行所述驱动系统1，或者，如果电驱动机构无力矩地运行，那么就在内燃机式运行状态中运行所述驱动系统。
在电动马达式运行状态的情况下，所述内燃机2不供应对所提供的驱动力矩的份额。在内燃机式运行状态下，仅仅内燃机2提供驱动力矩并且电驱动机构3基本上无力矩地得到拖曳。在混合动力的运行状态中，所述驱动力矩不仅由电驱动机构3而且由内燃机2提供，并且在内燃机2和电驱动机构3之间的扭矩分配或者说负载分配被规定。作为其它的运行状态能够设置回收运行状态，对该状态而言所述内燃机输出扭矩，该扭矩用于提供驱动力矩并且用于提供用于发电机式运行的电驱动机构3的拖曳力矩，还能设置停止运行状态，对该状态而言，在纯电动马达式运行中关闭内燃机2。
所述第二离合器8用于将输出系4与切换传动机构5的输入侧连接或者与从该切换传动机构分离。这能够例如用于执行换挡过程或者用于在脱耦的驱动马达或者说脱耦的输出系4情况下进行滑移运行（Segelbetrieb）。
在输出侧，所述切换传动机构5经由驱动轴6与驱动轮耦合。
设置了混合动力控制器10，该混合动力控制器控制内燃机2、电驱动机构3、第一和第二离合器7、8以及切换传动机构5的运行。尤其所述混合动力控制器10操控切换传动机构5，以便选出具有在输出轴4和驱动轴6之间的相应配设的速比的行驶级（档位）。
所述混合动力控制器10尤其循环地执行用于优化驱动系统1的运行状态的方法。在如开文所提到地，在传统上，行驶级的选择和驱动系统1的运行状态的选择在两个基本上彼此无关的功能中尤其在不同的控制器中进行，在当前的情况中设置的是，所述混合动力控制器10组合地确定了运行状态和行驶级。尤其从当前的行驶情况出发，为所有可能的运行状态配设行驶级。
在图2的流程图中描述了用于运行混合动力的驱动系统1的方法，在该方法中以优化的方式确定了有待选择的运行状态连同有待选择的行驶级。所述方法能够在混合动力控制器10中循环地即规律地或者在每次识别当前的行驶情况的变化的情况下重复执行。
在步骤S1中，从当前的行驶情况出发，为每个可能的运行状态确定行驶级，该行驶级对所涉及的运行状态而言是最佳的。
所述行驶情况能够例如通过车辆速度、输出系4的转速和经由机动车的驾驶员的负载要求而说明。从而能够尤其为内燃机式运行状态配设相比于电动马达式运行状态的更高的行驶级，因为对内燃发动机而言的最大的效率或者说最高的效率相比于电驱动机构处于更小的转速。所述行驶情况还能够通过废气后处理系统的状态或者通过扩展的热管理而确定，该热管理能够涉及热运转（Warmlauf）和内室加热/空调。
现在，根据目标功能在步骤S2中执行优化，例如作为优化目标规定了针对燃料消耗或者说能量消耗的消耗优化，该优化规定了运行状态，该运行状态针对当前的情形情况最好地满足所述优化目标。除了所述燃料消耗之外，也能够顾及其它的效果例如排放或者老化效果。如果选出了混合动力的运行状态，就能够通过优化功能同样确定所述扭矩分配或者说负载分配，所述扭矩分配或者说负载分配给出了由内燃机2和用电驱动机构3提供的扭矩的比例。
接着，在步骤S3中设定了运行状态并且选出和设定对此所属的行驶级。
尤其能够在步骤S3中设置的是，如果设置了这样的运行状态，就与所述运行状态的变换共同地进行行驶级的变换。这能够通过同步功能来进行。
图3示出了方法的流程图，该方法用于预测性地运行图1的混合动力的驱动系统。所述方法能够在混合动力控制器10中循环地即规律地或者在每次识别当前的行驶情况的变化的情况下重复执行。
对此，在步骤S11中，为位于前方的行驶路径预测力矩需求曲线（输出轴4或者驱动轴上所要求的驱动力矩的曲线）和行驶速度曲线作为沿着所述行驶路径的车辆情况的曲线。所述曲线对应了针对行驶路径的多个互相接续的路径区段的车辆情况的顺序。
对每个路径区段而言，在步骤S12中为每个可能的运行状态确定最佳的行驶级。这基于预先设定的优化目标而进行。
在优化步骤S13中现在通过运行状态的更迭根据优化方法例如在动态编程的方法下求取在所观测的行驶路径范围内的运行状态的走向。在这种情况中，不必专门地确定所述行驶级的选择，因为该行驶级已经在运行状态上关联。作为优化步骤的结果是运行状态关于路径区段的轨迹线以及可能的其它的有待优化的参量的轨迹线。
因为有待基于运行状态选出的行驶级隐性地确定，那么行驶级的寻找或者说之后的优化就不再是必要的。因此能够在很大程度上达到行驶级和运行状态的共同的优化的解决质量，而不显著地提高计算投入。尤其不提高自由度的数目并因此也不提高优化问题的复杂性/计算持续时间。

Claims (14)

1.用于运行机动车的混合动力的驱动系统（1）的方法，包括以下步骤：
- 提供关于机动车的行驶情况的说明；
- 基于行驶情况为多个可能的运行状态配设（S1）最佳的行驶级；
- 根据优化目标执行（S2）优化，从而从所述多个可能的运行状态选出一个运行状态，该运行状态对当前的行驶情况而言最好地满足了所述优化目标；
- 设定（S3）所选出的运行状态和配设给该运行状态的行驶级。
2.按照权利要求1所述的方法，其中所述优化目标包括下述方面中的至少一个：
- 减少对燃料或者说对电能的消耗；
- 减少排放；和
- 减少部件的老化。
3.按照权利要求1或2所述的方法，其中所述行驶情况通过下述方面中的一个或多个来定义：
- 车辆速度；
- 驱动单元或者输出系的转速；
- 负载要求；
- 废气后处理系统的状态；和
- 热管理系统的一种或多种状态。
4.按照权利要求1或2所述的方法，其中所述驱动系统（1）具有第一驱动单元和第二驱动单元（3），其中所述可能的运行状态具有下述的状态中一种或多种：
- 电动马达式运行状态，在该运行状态中，所述第一驱动单元（2）不供应用于有待提供的驱动力矩的份额，
- 内燃机式运行状态，在该运行状态中，只有所述第一驱动单元（2）提供驱动力矩，
- 混合动力的运行状态，在该运行状态中不仅由所述第二驱动单元（3）而且由所述第一驱动单元（2）提供驱动力矩，
- 回收运行状态，在该回收运行状态中，所述第一驱动单元（2）用于驱动机动车并且用于提供发电机式运行的作为第二驱动单元（3）的电驱动机构的拖曳力矩的驱动力矩，和
- 停止运行状态，对该停止运行状态而言，在电动马达式运行状态下，关闭作为第一驱动单元（2）的内燃机。
5.按照权利要求4所述的方法，其中第一驱动单元（2）是内燃机。
6.按照权利要求4所述的方法，其中第二驱动单元（3）是电驱动机构。
7.按照权利要求4所述的方法，其中在选出混合动力的运行状态时通过优化功能确定在有待由所述第一驱动单元（2）和所述第二驱动单元（3）提供的部分驱动力矩之间的扭矩分配或者说负载分配。
8.按照权利要求1或2所述的方法，其中所述运行状态同时随着为该运行状态所配设的行驶级的可能的变换而变换。
9.按照权利要求1或2所述的方法，其中对于基于行驶路径的路径区段的行驶情况的走向而言分别针对相关的路径区段中的各个行驶情况来确定对相关的路径区段中的每个可能的运行状态而言最佳的行驶级，其中针对各个路径区段执行根据优化目标的优化，从而从所述可能的运行状态中选出其一，该运行状态对当前的行驶情况而言最好地满足所述优化目标，并且其中如果驶过相关的路径区段，就将为相关的路径区段所选出的最佳的运行状态用为该运行状态所配设的行驶级设定。
10.混合动力控制器，其被设置用于实施按权利要求1到9中任一项所述的方法。
11.混合动力的驱动系统，包括：
-第一驱动单元（2）；
- 第二驱动单元（3）；
- 第一离合器（7），用于将第一与第二驱动单元（3）选择性地机械耦合；
- 第二离合器（8），用于将第二驱动单元与切换传动机构（5）选择性地机械耦合；
- 按照权利要求10所述的混合动力控制器，其中所述混合动力控制器被构造用于操控所述第一和所述第二驱动单元（2、3）以提供相应的驱动力矩以及选出所述切换传动机构（5）的行驶级。
12.按照权利要求11所述的混合动力的驱动系统，其中第一驱动单元（2）是内燃机。
13.按照权利要求11所述的混合动力的驱动系统，其中第二驱动单元（3）是电驱动机构。
14.机器可读的存储介质，在该存储介质上储存了计算机程序，该计算机程序被设计用于实施按照权利要求1到9中任一项所述的方法的所有步骤。
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