CN105473405A - 用于混合动力车辆的驱动装置 - Google Patents
用于混合动力车辆的驱动装置 Download PDFInfo
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Abstract
本发明涉及一种混合动力车辆,具有至少一个驱动桥,驱动桥可借助于驱动装置来驱动,其中,驱动装置具有蓄电池、为了交换电能而与蓄电池电耦合的电机和内燃机,内燃机在工作状态中机械地驱动电机以便产生电能,混合动力车辆具有控制单元,控制单元控制所述电机以及内燃机,其中,控制单元被设置用于为了起动所述混合动力车辆直到允许借助于所述内燃机驱动所述混合动力车辆的极限速度而仅仅使所述电机运行并且这样控制所述电机和所述内燃机的运行,使得在所述混合动力车辆停车时所述蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在所述蓄电池中的电能允许借助于所述电机起动所述混合动力车辆直到所述极限速度。
Description
技术领域
本发明涉及一种混合动力车辆,所述混合动力车辆具有至少一个驱动桥,所述驱动桥可借助于驱动装置来驱动,其中,所述驱动装置具有蓄电池、为了交换电能而与所述蓄电池电耦合的电机和内燃机,所述内燃机在工作状态中机械地驱动所述电机以便产生电能,所述混合动力车辆具有控制单元,所述控制单元控制所述电机以及所述内燃机。最后,本发明还涉及一种用于运行车辆的方法,该车辆不仅可借助于电机而且可借助于内燃机驱动,其中,基于所述电机与所述混合动力车辆的蓄电池之间的电耦合进行电能的交换,其中,所述电机在所述内燃机的工作状态中由所述内燃机机械地驱动,由此,所述电机产生电能。
背景技术
所述类型的具有驱动装置的混合动力车辆和用于运行驱动装置的方法在现有技术中已经在很大程度上公开,由此,不需要关于现有技术的分开的文献证明。混合动力车辆属于一般类型的车辆,也被称为机动车,并且用于在陆地上运动。混合动力车辆的特征在于:所述混合动力车辆除了至少一个电机作为驱动器之外还补充地具有内燃机作为驱动器。
电机通常依靠逆变器运行,所述逆变器允许在混合动力车辆的蓄电池与电机之间建立电耦合。为此目的,蓄电池提供中间电路或连接在这种其上也连接着用于电机的逆变器的中间电路上。以此方式进行电机与蓄电池之间的电耦合。中间电路通常构造成直流电压中间电路。
在一般类型的车辆中,内燃机通常可通过机械离合器与车辆的驱动桥耦合,由此,在符合规定的运行期间可符合目的地执行起动以及转换过程的执行。在混合动力车辆中,通常也设置这种离合器用于内燃机,由此,可与电机的可投入运行性无关地执行可靠的起动。在传统的非混合动力式车辆中,该功能对于符合规定的运行而言不可免除。
机动车中的机械离合器是有磨损的装置,除了成本投入之外也需要相应的维修投入。
发明内容
本发明的目的在于,在此实现改善。
本发明的构思基本上在于:减少用于使内燃机与驱动桥耦合的离合器,尤其是避免所述离合器。因此,不同于内燃机,电机为了驱动可从静止起可靠且安全地运行。同时,电机也可在转速低的情况下提供大的转矩,由此,可借助于电机实现车辆、尤其是混合动力车辆的可靠驱动。
为此,内燃机需要必须达到的最低转速,以便内燃机可提供用于驱动过程的足够转矩。为了可在车辆静止时由内燃机到驱动桥传递转矩,需要相应的离合器装置。如果取代内燃机仅使用电机来起动车辆,则不再需要为了起动而必须使内燃机麻烦地与驱动桥耦合。
因此,本发明提出,在混合动力车辆的驱动装置中,控制单元被设置为:为了起动混合动力车辆直到允许借助于内燃机驱动混合动力车辆的极限速度仅仅使电机运行并且这样控制电机和内燃机的运行,使得在混合动力车辆停车时蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在蓄电池中的电能允许借助于驱动装置的电机起动混合动力车辆直到极限速度。
通过混合动力车辆的特性尤其是就内燃机而言来确定极限速度,并且形成这样的速度,在该速度时,内燃机可与混合动力车辆的驱动桥耦合,其中,内燃机于是可提供用于驱动混合动力车辆的转矩,优选无需电机补充地提供用于驱动的转矩。极限速度的值可在控制单元中固定地预给定,由此,由极限速度的所述值可确定起动所需的电能。相应的能量因此应在混合动力车辆停车时在蓄电池中作为最低储备量准备好。以此方式保证:为了起动混合动力车辆总是可由蓄电池提供足够的电能,由此,混合动力车辆的起动可借助于电机进行,而无需内燃机的干涉。优选起动从混合动力车辆的不行驶的状态起进行,即在速度为零时。相应地,停车尤其是意味着混合动力车辆的速度降低直到速度零。在本发明的作为替换方案的实施形式中,作为速度也可设置极限速度以下的不同于零的速度。作为替换方案,取代极限速度,也可确定极限转速,对于所述极限转速确定对比值。在此考虑通过混合动力车辆确定的参数如车辆质量和/或类似参数。
由此,不仅涉及用于使内燃机与混合动力车辆的驱动桥耦合的离合器装置的投入可降低,而且也可提高起动时的效率,因为在起动时使用离合器通常明显降低效率。以此方式总体上可节省能量,确切地说用于内燃机的燃料得以节约。同时,由此也降低了混合动力车辆的排放。
内燃机可以是用于机动车的常用内燃机,例如在使用燃料如汽油、柴油、燃气、乙醇和/或类似物的情况下。电机尤其是旋转电机。当然,也可使用一个以上电机,尤其是当混合动力车辆具有多个驱动桥并且驱动桥中的至少两个可分别借助于一个电机驱动时。除此以外例如可提出,驱动桥具有至少一个可借助于作为电机的轮毂电机驱动的车轮。电机通常构造成旋转电机并且例如可以是直流电机、交流电机、多相交流电机、尤其是三相电机等。优选三相电机是异步电机或同步电机。
混合动力车辆的蓄电池例如可通过铅酸蓄电池、但也可通过锂-氢化物电池、其组合和/或类似电池构成。蓄电池具有至少一个电化学电池,但通常具有多个电化学电池,所述电化学电池选择得与预给定的中间电路电压匹配。除此以外,蓄电池的电化学电池不仅可以以串联电路而且可以以并联电路或以其组合来连接。蓄电池用于储存电能,所述电能可以以电流的形式通过中间电路输送给所述蓄电池。同时,蓄电池用于提供电能,其方式是为此目的从蓄电池确定电流。因此,蓄电池的特征在于:所述蓄电池为了其符合规定的功能不消耗地转换物质。在电化学电池中物质转换通常通过基本上可逆的化学过程来确定。
蓄电池与电机通过逆变器耦合允许不仅当电机在发电机工况中运行时给蓄电池输送电能,而且尤其是当电机在电动机工况中运行时从蓄电池确定电能,为此目的其上连接着电机的通常设置的逆变器相应地变换电能,由此可实现电机与蓄电池电匹配。
借助于控制单元总体上控制驱动装置的运行。这不仅包括电机的控制而且包括内燃机的控制。当然,控制本身可分区并且构造有功能组,所述功能组适配于相应待控制的部件。尤其是用于电机的逆变器可以是控制单元的组成部分。本发明保证:在混合动力车辆停车时在蓄电池中总是存在足够的电能,由此,混合动力车辆在不使用内燃机的情况下单独借助于电机就可起动直到极限速度。在达到极限速度时,内燃机可接通,尤其是在不使用如现有技术中借助于内燃机起动车辆所需的离合器装置的情况下。
被证实特别有利的是,控制单元由状况决定而确定所需的能量,由此可考虑驱动装置上的变化,尤其是涉及蓄电池、电机和/或内燃机。
控制单元确定对比值,所述对比值是用于能量额的度量,所述能量额应在混合动力车辆停车时至少存在于蓄电池中。相应地,驱动装置、在此尤其是内燃机和电机得到控制。
为了控制单元可承担其任务,所述控制单元与检测单元连接或者说所述控制单元包括检测单元,储存在蓄电池中的电能的当前值可借助于所述检测单元确定。同时,控制单元可被设置用于确定混合动力车辆的车辆参数如速度或类似参数,由此,所述控制单元例如可确定关于混合动力车辆的动能的信息。在考虑这些参数情况下,控制单元可相应控制驱动装置,以便保证在混合动力车辆停车时在蓄电池中储存着所需量的电能。优选提出,控制单元也检测混合动力车辆的哪些电部件影响储存在寻电池中的电能。以此方式可实现混合动力车辆的精确检测和可靠运行。尤其是起动元件,例如用于内燃机的离合器或类似件可得到简化或节省。
本发明的一个扩展构型提出,蓄电池包括可分开运行的起动蓄电池,所述起动蓄电池的电能仅仅用于借助于电机起动混合动力车辆直到极限速度。通过分开的起动蓄电池可实现进行混合动力车辆的蓄电池的脱耦,由此可实现更好地保证起动混合动力车辆最少所需的电能。起动蓄电池可以是混合动力车辆、尤其是驱动装置的分开的组件。优选所述起动蓄电池以简单的方式可更换地设置,由此,在蓄电池为了起动而不再具有足够电能的故障情况中,所述起动蓄电池可以以简单的方式进行外部充电。优选所述起动蓄电池构造成可更换模块,由此,所述起动蓄电池可能情况下仅需更换,以便又建立混合动力车辆的起动待命状态。
本发明的一个扩展构型提出,内燃机可在无起动元件的情况下与混合动力车辆的驱动桥耦合。以此方式,如上已述,在起动混合动力车辆时的效率可提高并且可降低用于例如离合器的投入。
混合动力车辆具有一个以上驱动桥,例如两个驱动桥或多个驱动桥。尤其是可提出,混合动力车辆的全部车桥构造成驱动桥。可提出,对于每个驱动桥设置一个自己的电机,所述电机可借助于控制单元控制。电机在此情况下或者可单独地或者可共同地被控制。优选对于每个电机设置一个自己的逆变器。逆变器优选可借助于控制单元控制。除此以外可提出,每个车桥具有至少一个车轮,其中,至少一个车轮中的电机构造成轮毂电机。
如果设置有一个以上电机,则全部电机可设置用于起动。但也可提出,仅仅全部电机中的几个或有限数量用于起动混合动力车辆。在此情况下,可通过控制单元确定并且相应地控制要用于起动的电机的数量和类型的选择。
另外,本发明在方法方面提出,为了起动混合动力车辆直到允许借助于内燃机驱动混合动力车辆的极限速度而仅仅使电机运行;这样控制电机和内燃机的运行,使得在混合动力车辆停车时蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在蓄电池中的电能允许借助于电机起动混合动力车辆直到极限速度。
由此,所述方法获得已经关于混合动力车辆列举的优点。
根据本发明的另一个方面,根据蓄电池参数调整对比值。蓄电池参数例如可以是影响蓄电池容量的参数,尤其是蓄电池的老化状态或类似参数。由此可改善确定对比值的精度。
一个扩展构型提出,根据周围环境参数调整或者说确定对比值。因此例如可考虑周围环境参数,但也可考虑蓄电池温度和/或类似参数,以便确定或者说调整对比值。
蓄电池参数也可以是蓄电池温度,由所述蓄电池温度在使用用于对应的蓄电池的相应特性曲线族的情况下确定蓄电池的与温度相关的容量和/或能量额/能量的量。
本发明的另一个扩展构型提出,在起动和/或停车时重新确定对比值。优选在每次起动和/或每次停车时重新确定对比值。由此可按照当前状况、例如当前存在的蓄电池参数或类似参数调整对比值的确定。确定对比值的精度可进一步改善。
根据另一个构型提出,根据停车位置的特性确定蓄电池的荷电状态。停车位置优选是地理位置,在所述地理位置,混合动力车辆处于停车过程的终点。在使用地理特性、例如坡度、落差和/或类似特性的情况下可相应匹配地确定对比值。为此目的可提出,控制单元在通信技术上连接在混合动力车辆的导航装置上或在通信技术上连接在用于提供地理数据的装置上。通信技术上的连接例如可无线地、尤其是通过通信网如通用移动通信系统(UMTS)或长期演进技术(LTE)或类似技术来进行。
根据一个扩展构型提出,在起动期间关断混合动力车辆的至少一个耗电器和/或阻止所述耗电器的接通。由此可实现,考虑起动所需的能量的预料之外的受损。因此例如可提出,在起动混合动力车辆期间关断空调设备或座椅加热装置,以便提高蓄电池中的供使用的能量。由此可进一步改善起动混合动力车辆的可靠性。
附图说明
其它优点和特征可从下列实施例借助于附图获知。
唯一的附图以示意性图表视图示出了在混合动力车辆的蓄电池的充电状态低时的特性。
具体实施方式
未示出的根据本发明的混合动力车辆具有驱动桥和不被驱动的第二车桥,其中,驱动桥可借助于未示出的电机以及也未示出的内燃机驱动。当前提出,对于内燃机在内燃机的传动装置中不设置起动元件。在这种混合动力车辆中,内燃机因此仅当达到确定的行驶速度或者说转速、即极限速度或者说极限转速之后才可通过传动装置与道路耦合。在所述极限速度以下,仅借助于电机进行的电驱动可负责推动。为此目的,混合动力车辆具有牵引电池作为蓄电池,所述牵引电池尤其是在荷电状态低的范围内会对行驶功率产生极限。
为了可在前述条件下可靠实现混合动力车辆的起动并且使混合动力车辆即便在在牵引电池充电少时也仍作好运行准备——尤其是当燃料储存器中用于内燃机的燃料仍未耗尽时,设置有控制单元,所述控制单元控制混合动力车辆的驱动装置的电机以及内燃机。
控制单元被设置用于为了起动混合动力车辆直到允许借助于内燃机驱动混合动力车辆的极限速度而仅仅使电机运行并且这样控制电机和内燃机的运行,使得在混合动力车辆停车时蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在蓄电池中的电能允许借助于驱动装置的电机起动混合动力车辆直到极限速度。
为此目的,设置有借助于不同升级阶段进行的运行策略,由此,可靠起动混合动力车辆的符合规定的根据本发明的功能可得到保证。本发明提出,预测能量需求并且确定在直到混合动力车辆停车的运转时间期间的用于牵引电池的充电策略。由此相应确定的对比值优选也考虑例如可减弱和关断的电辅助消耗器。此外,行驶功率保障可通过音响约束而被优先化。这考虑内燃机的使用尤其是在速度低时导致音响受限。本发明可提出,根据牵引电池的充电状态改变极限速度或者说极限转速。
当前,对比值的确定在总站进行,控制单元可无线地借助于通信连接访问所述总站。这允许精确地确定牵引电池中的所需的电能以及由此对比值,其中,所述确定基于驾驶员操作的分析处理、环境信息和前方行驶状况的预测。
由此,通过本发明可保证,即使在节省用于内燃机的起动元件时也可保证不受限制的起动操作,因为避免了完全放电的牵引电池。在内燃机的耦合转速以下运行所需的能量提前量/保有量/预留量(Vorhalte)因此可保持尽可能小,但保持所需那样大。
附图在图表中示出了在充电状态(SOC)下降时、即在牵引电池的充电状态下降时根据本发明的特性。在左侧的柱状图中以百分数相对于可用充电状态绘制了绝对充电状态。在可用充电状态为百分之十时进行自动的去激活。在可用荷电状态为百分之零时进行启动-停止运行,即内燃机接通并且可能情况下在连续运行中电机作为发电机运行,以便对牵引电池充电。
在牵引电池的充电状态进一步减弱时得到下列升级阶段/舒适性限制:
-限制舒适性消耗器
-扩展音响限制(更强的充电)
-关断辅助消耗器
-行驶功率降低包括警报提示
在牵引电池的充电状态进一步降低时,为了确定对比值可考虑进一步的提前量,例如对于冷却、牵引电池的自放电和/或可能情况下尤其是在混合动力车辆较长时间的停车阶段之后可能所需的冷启动功率。
牵引电池的充电状态的进一步降低于是在绝对充电状态大约为百分之15时导致不再可从牵引电池(HV电池)获取电流。
如果SOC通过电动行驶而一直下降到最低,则电机提前用于对电能储存器、即蓄电池、在此为牵引电池充电。如果电机的能量需求不可被满足,则根据运行策略如图中所示逐步地采取那里所示的措施。
附图在左区域中示出了柱状图,所述柱状图示出了牵引电池的充电状态。在柱状图的左侧示出了牵引电池的绝对充电状态。当前提出,正常运行在绝对充电状态为17%时被释放。该充电状态在柱状图的右侧配置有0%的相对充电状态。在15%的绝对充电状态以下,从牵引电池确定能量被去激活,当前借助于未进一步示出的硬件电路,以便保护牵引电池以便由于深度放电而受损。
在柱状图的右侧给出了充电状态的相对电平,所述相对电平在混合动力车辆的运行方面给出了升级阶段。在10%的相对充电状态以上——该相对充电状态相应于21%的绝对充电状态,可借助于混合动力车辆的驾驶舱中的EV-On/EV-OFF按键由驾驶员尽可能在避免使用内燃机的情况激活或者说去激活行驶工况。如果该行驶模式是激活的并且达到或低于10%的相对充电状态,则自动地进行去激活,即内燃机的使用被考虑用于混合动力车辆的继续运行,由此,优选可进行牵引电池的充电。
在大约10%与6%之间的相对充电状态的运行中,不仅在使用电机而且在使用内燃机的情况下进行混合动力车辆的运行,优选以便避免或降低牵引电池的继续放电或者可能情况下也引起牵引电池的充电。
如果牵引电池的相对充电状态下降到0%,则接通内燃机,以便电机在发电机工况中运行。
如果牵引电池的相对充电状态进一步下降,则激活另外的升级阶段,如从附图中可看到的那样。尤其是可扩展音响限制,由此,通过更早地使用内燃机可实现牵引电池的提前充电。最后仍可在冷却、牵引电池的自放电和冷启动功率方面考虑提前量。
如果由车对车(car2car)或导航数据信息可预报拥堵和/或停止和起动阶段或高的路面坡度,则可提高如果可能总是使用电机来牵引的充电状态下限。
上述实施例仅用于描述本发明,对于本发明而言不是限制性的。当然,权利要求和说明书的特征尤其是可以以几乎任意的方式相互组合,以便获得本发明的其它构型。
尤其是取代速度也可设置转速,例如取代极限速度而设置极限转速等。本发明于是应相应调整。
除此之外,当然可通过相应的方法步骤实现装置特征,反之亦然。
Claims (9)
1.一种混合动力车辆,具有至少一个驱动桥,该驱动桥能借助于驱动装置来驱动,其中,所述驱动装置具有蓄电池、内燃机和为了交换电能而与所述蓄电池电耦合的电机,所述内燃机在工作状态中机械地驱动所述电机以便产生电能,所述混合动力车辆具有控制单元,所述控制单元控制所述电机以及所述内燃机,其特征在于:所述控制单元被设置用于为了起动所述混合动力车辆直到一极限速度仅仅使所述电机运行,该极限速度允许借助于所述内燃机驱动所述混合动力车辆,以及这样控制所述电机和所述内燃机的运行,使得在所述混合动力车辆停车时所述蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在所述蓄电池中的电能允许借助于所述电机起动所述混合动力车辆直到所述极限速度。
2.根据权利要求1的混合动力车辆,其特征在于:所述蓄电池包括可分开运行的起动蓄电池,该起动蓄电池的电能仅仅用于借助于所述电机起动所述混合动力车辆直到所述极限速度。
3.根据权利要求1或2的混合动力车辆,其特征在于:所述内燃机可在无起动元件的情况下与所述混合动力车辆的驱动桥耦合。
4.一种用于运行混合动力车辆的方法,该混合动力车辆既可借助于电机也可借助于内燃机驱动,其中,基于所述电机与所述混合动力车辆的蓄电池之间的电耦合进行电能的交换,其中,所述电机在所述内燃机的工作状态中由所述内燃机机械地驱动,使得所述电机产生电能,其特征在于:为了起动所述混合动力车辆直到允许借助于所述内燃机驱动所述混合动力车辆的极限速度而仅仅使所述电机运行;这样控制所述电机和所述内燃机的运行,使得在所述混合动力车辆停车时所述蓄电池的荷电状态超过可预给定的对比值,所述对比值这样确定,使得储存在所述蓄电池中的电能允许借助于所述电机起动所述混合动力车辆直到所述极限速度。
5.根据权利要求4的方法,其特征在于:根据蓄电池参数调整所述对比值。
6.根据权利要求4或5的方法,其特征在于:根据周围环境参数调整所述对比值。
7.根据权利要求4至6任意之一的方法,其特征在于:在起动和/或停车时重新确定所述对比值。
8.根据权利要求4至7任意之一的方法,其特征在于:根据停车位置的特性调整所述对比值。
9.根据权利要求4至8任意之一的方法,其特征在于:在起动期间关断所述混合动力车辆的至少一个耗电器和/或阻止所述耗电器的接通。
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EP3036139A2 (de) | 2016-06-29 |
WO2015024621A3 (de) | 2015-07-16 |
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US9663101B2 (en) | 2017-05-30 |
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