CN105683014A - 用于运行混合动力设备的方法以及相应的混合动力设备 - Google Patents
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- 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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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract
本发明涉及一种用于运行混合动力设备(1)的方法,所述混合动力设备具有第一动力装置(9)和第二动力装置(10),所述混合动力设备(1)的驱动力矩在第一运行方式中仅通过第一动力装置(9)来产生并且在第二运行方式中由第一动力装置(9)和第二动力装置(10)共同产生,在从第一运行方式切换到第二运行方式时使第二动力装置(10)的实际转速匹配于理想转速。在此规定:为了匹配实际转速而确定理想转速梯度并且在第二动力装置(10)处设定根据理想转速梯度确定的理想转矩。本发明还涉及一种混合动力设备(1)。
Description
技术领域
本发明涉及一种用于运行混合动力设备的方法,所述混合动力设备具有第一动力装置和第二动力装置,所述混合动力设备的驱动力矩在第一运行方式中仅通过第一动力装置来产生并且在第二运行方式中由第一动力装置和第二动力装置共同产生,在从第一运行方式切换到第二运行方式时使第二动力装置的实际转速匹配于理想转速。此外,本发明涉及一种混合动力设备。
背景技术
混合动力设备具有至少两个动力装置,即第一动力装置和第二动力装置。电机、内燃机或类似设备可以以任意组合的方式设置为动力装置。例如第一动力装置是电机并且第二动力装置是内燃机。驱动力矩在第一运行方式中仅通过第一动力装置来产生或者说提供。这意味着,第二动力装置不起作用并且/或者与第一动力装置脱联。相应地在第一动力装置与第二动力装置之间不存在有效连接。如果第一动力装置构造为电机,就这一点而言在第一运行方式中存在混合动力设备的纯电动运行,尤其是机动车的纯电动行驶,其中所述机动车具有混合动力设备。
而在第二运行方式中驱动力矩由第一动力装置和第二动力装置共同产生,这意味着,第一动力装置以及第二动力装置分别提供一不等于零的份额的驱动力矩。然而通常在第一运行方式中第二动力装置不起作用或者具有至少是很小的转速,尤其是比第一动力装置的转速小的转速。相应地需要:当从第一运行方式切换为第二运行方式时,使第二动力装置的实际转速匹配于理想转速。所述理想转速优选为下述转速:必须在该转速情况下运行第二动力装置,才能尤其在舒适性不受损的情况下使第一动力装置与该第二动力装置联接。例如,尤其在考虑到可能设置的变速器的、在第一动力装置与第二动力装置之间的传动比的情况下,所述理想转速相应于第一动力装置的实际转速。
现有技术中例如公开了文献DE102008002383A1,该文献介绍了一种用于控制机动车的混合驱动系的方法。此外,在文献DE102012018222A1中介绍了一种用于对机动车的至少一个驱动马达的转速进行电调节的方法。在此,作为系统值使用驱动马达的预先给定的理想转速与实际转速的转速差以及转速差梯度的大小和方向和/或实际-和/或理想转速梯度的大小和方向来确定调节器模块内的、至少一个影响转速调节的调节变量,其中所述调节器模块获知P份额和I份额,其中在对这些份额加和之前将与驱动马达的状态有关的修正因数使用到至少一个调节变量的、所获知的P份额上。现有技术中还公开了文献DE102012003020A1、DE112010005907T5以及DE112010000430T5。
发明内容
现在本发明的任务是建议一种用于运行混合动力设备的方法,其相对于现有技术具有优点,尤其能快速且以高的舒适度来执行从第一运行方式到第二运行方式的切换。
这一点根据本发明利用具有权利要求1所述特征的方法来实现。在此规定:为了匹配实际转速而确定理想转速梯度并且在第二动力装置处设定根据理想转速梯度确定的理想转矩,借助于调节装置由理想转速梯度来确定所述理想转矩,所述调节装置包括预控制装置,所述理想转矩由惯性矩和理想转速梯度来确定。第二动力装置、尤其是内燃机的起动优选视情况而定地根据对接通持续时间与舒适度的不同要求来进行。对接通持续时间起决定性作用的是对第二动力装置的实际转速进行匹配期间的转速梯度。所述转速梯度越大,则会越快地通过实际转速而达到所期望的理想转速。另一方面,尤其是如果实际转速已经近乎到达了理想转速而所述转速梯度选择得相对小时,较小的转速梯度引起舒适度的提高。
出于该原因,应当首先确定理想转速梯度,借助于该理想转速梯度能够实现或应当进行实际转速与理想转速的匹配。随后借助于该理想转速梯度来获知理想转矩并且在第二动力装置处设定该理想转矩。就这一点而言,理想转矩作为所选择的理想转速梯度的函数而存在。例如,理想转速梯度仅仅一次性地在切换开始时进行选择并且随后直至切换结束是恒定的、即直至实现第二运行方式或者说通过实际转速实现理想转速是恒定的。通过由理想转速梯度来获知理想转矩在此确保:实际转速与理想转速的匹配能够足够快且以高的舒适度、即尤其是没有急动地进行。显然,替代地也可以多次地确定理想转速梯度,例如根据实际转速或理想转速与实际转速之间的差值来确定所述转速梯度。
在第二动力装置处设定理想转矩之后,优选控制和/或调节地以下述方式来调节所述理想转矩:使实际转矩相应于理想转矩。优选地规定:将第二动力装置或第二动力装置的实际转矩调节至所述理想转矩。
规定:所述理想转矩通过调节装置由理想转速梯度来获知。所述理想转矩于是以下述方式来设定:由实际转矩得到的实际转速梯度相应于理想转速梯度或近似于该理想转速梯度。就这一点而言,理想转速梯度相应于基准变量,理想转矩相应于设定变量并且实际转矩或由该实际转矩获知的实际转速梯度相应于混合动力设备的调节回路的调节变量。由理想转速梯度和实际转速梯度例如获知调节偏差,所述调节偏差尤其作为理想转速梯度与实际转速梯度之间的差值而存在。所述调节偏差被输送给调节器或调节装置的调节元件。该调节装置随后获知所需的设定变量或所需的理想转矩,以便将实际转速梯度调节至理想转速梯度。
此外规定:所述调节装置包括预控制装置,其中理想转矩由惯性矩和理想转速梯度来确定。除了调节器或至少一个调节元件之外于是还设置了预控制装置,借助于该预控制装置与调节偏差无关地选择理想转矩。特别优选地,由预控制装置产生的理想转矩作为理想转速梯度的函数而存在。作为另外的尤其是恒定的输入参量考虑惯性矩,尤其是第二动力装置的惯性矩。理想转速梯度在预控制装置的范围内能够通过下述关系式来求得:
M=J·w*
其中,M表示理想转矩,J表示惯性矩并且w*表示理想转速梯度。为了补偿剩余的容差,随后可以使用上述调节元件中的至少一个调节元件,尤其是P调节元件。优选地,在预控制之后的调节范围内,在该预控制期间获知的理想转矩根据当前的调节偏差来调整。
本发明的优选的设计方案规定:所述调节装置具有P调节元件、I调节元件和/或D调节元件。所述调节装置或调节器具有至少一个调节元件,该调节元件可以采用所提到的设计方案。显然,也可以设置多个调节元件,从而就这一点而言存在P调节器、I调节器、PI调节器、PD调节器或PID调节器。特别优选地仅仅设置一个P调节元件,从而实现了P调节器。替代地,不仅设置P调节元件而且设置I调节元件进而设置了PI调节器。
最后可以规定:理想转速梯度在匹配开始时一次性地或者在匹配期间多次地尤其根据第二动力装置的实际转速来选择。例如,理想转速梯度作为不能改变的常量而存在。然而也可以规定:在匹配开始时从多个理想转速梯度中选择所述理想转速梯度。例如,所述多个理想转速梯度包括不同的行驶动力学等级(Fahrdynamikstufe),其中为第一行驶动力学等级分配第一理想转速梯度,为第二行驶动力学等级分配第二理想转速梯度,并且为第三行驶动力学等级分配第三理想转速梯度,其中第一理想转速梯度小于第二理想转速梯度,并且该第二理想转速梯度又小于第三理想转速梯度。就这一点而言,第一行驶动力学等级是舒适等级,第二行驶动力学等级是动力学等级并且第三行驶动力学等级是运动等级。所述理想转速梯度例如在整个匹配期间、即直至完全从第一运行方式切换到第二运行方式都保持不变。替代地,也可以在此规定多次地确定理想转速梯度,尤其是根据所选择的行驶动力学等级和实际转速或理想转速与实际转速之间的差值来进行。
替代地,显然也可以规定:多次地获知理想转速梯度,例如在开始时一次性地并在匹配期间至少另一次地获知理想转速梯度。这一点例如根据第二动力装置的实际转速来实现,第二动力装置的理想转速与实际转速之间的差值越小,理想转速梯度越小。
此外,本发明还涉及一种混合动力设备、尤其是用于执行根据前述设计方案所述方法的混合动力设备,其具有第一动力装置和第二动力装置,其中所述混合动力设备被构造用于使该混合动力设备的驱动力矩在第一运行方式中仅通过第一动力装置来产生并且在第二运行方式中通过第一动力装置和第二动力装置共同产生,其中在从第一运行方式切换到第二运行方式时第二动力装置的实际转速匹配于理想转速。在此规定:所述混合动力设备被构造用于:为了匹配实际转速而确定理想转速梯度并且在第二动力装置处设定根据理想转速梯度确定的理想转矩,借助于调节装置由理想转速梯度来确定所述理想转矩,所述调节装置包括预控制装置,所述理想转矩由惯性矩和理想转速梯度来确定。已经指明了混合动力设备的这种设计方案的优点或这类处理方法的优点。混合动力设备或所述方法可以根据当前的设计方案进行改进,从而就这一点而言可参阅所述设计方案。
附图说明
下面借助于在附图中示出的实施例详细阐述本发明,而不对本发明构成限制。在此示出了:
图1是混合动力设备的示意图;并且
图2是用于运行混合动力设备的方法的框图。
具体实施方式
图1示出了混合动力设备1的示意图,该混合动力设备具有输出轴2,该输出轴例如通过离合器3、尤其是起动离合器,和/或传动机构4、尤其是变速器连接到在此未详细示出的机动车的车桥5。在此例如在传动机构4的输出轴6处存在有车桥差速器7,借助于该车桥差速器将在输出轴2或输出轴6处提供的转矩分配到机动车或车桥5的车轮8上。
混合动力设备1具有第一动力装置9以及第二动力装置10。例如第一动力装置直接布置在混合动力设备1的输出轴2上,即与该输出轴持久地有效连接。在输出轴2与第二动力装置10之间的有效连接中可以存在分离离合器11,借助于该分离离合器能够在第二动力装置10一方与输出轴2或者说第一动力装置9一方之间中断或者建立有效连接。第一动力装置9例如作为电机而存在,而第二动力装置10构造为内燃机。
在混合动力设备的第一运行方式中,在此应仅通过第一动力装置9产生混合动力设备的驱动力矩,所述驱动力矩施加在输出轴2上。而在第二运行方式中规定:驱动力矩通过第一动力装置9和第二动力装置10共同产生,从而这两者分别提供一不等于零的份额的驱动力矩。在第一运行方式中优选断开分离离合器11,而就这点而言在第二运行方式中至少部分地、优选完全使所述分离离合器结合。“完全结合”在此系指分离离合器11的一种状态,在该状态下不会出现离合器打滑。
在第一运行方式中,第二动力装置10通常不起作用,即其具有的转速为零,或者必要时以较小的转速来运行,尤其是以一小于第一动力装置9转速的转速来运行。在后一种实施方式情况下,显然必须考虑到可能在动力装置9与输出轴2之间存在的传动比。在从第一运行方式切换到第二运行方式时,必须使第二动力装置10的实际转速匹配于理想转速。在此处示出的实施例中,该理想转速相应于输出轴2或第一动力装置9的实际转速。然而显然也可以实现其他实施方式,在这些实施方式中可能必须不同地选择理想转速。
图2示出了用于运行混合动力设备1的方法的方框图。在操作步骤12的范围内,以第一运行方式来运行混合动力设备11,在该运行方式中仅仅通过第一动力装置9来提供驱动力矩。第二动力装置10在此情况下优选不起作用。在询问步骤13的范围内判定:是否应当接通第二动力装置10,即是否必须从第一运行方式转变为第二运行方式。如果不是这种情况,则重新跳转至所述操作步骤12。然而如果进行了切换,则在询问步骤14的范围内选择所期望的行驶动力学等级。例如设置了三种不同的行驶动力学等级。
接下来在操作步骤15中尤其借助于行驶动力学等级来获知理想转速梯度。显然,也可以省去所述询问步骤14并且总是使用恒定的理想转速梯度。接下来在操作步骤16的范围内由理想转速梯度来获知理想转矩并且在第二动力装置10设定该理想转矩。优选地,在此将由第二动力装置10的实际转速得到的实际转速梯度调节至先前所选择的理想转速梯度。这一点例如借助于P调节器来设置,就这一点而言所述P调节器具有P调节元件。
此外,可以设置预控制装置,在该预控制装置中由第二动力装置10的惯性矩和理想转速梯度来获知理想转矩。一旦第二动力装置10的实际转速达到了理想转速,则从操作步骤16前进至操作步骤17。在该操作步骤17情况下就这一点而言存在混合动力设备1的第二运行方式。现在周期性地在询问步骤18的范围内判定:是否应当继续进行第二运行方式或者是否应当切断第二动力装置10或者说使该第二动力装置不起作用。在第一种情况下跳回至操作步骤17,在后一种情况下跳回至操作步骤12。相应地重新从头开始所述方法。
借助于上述方法能够实现极其快速、然而却同时舒适地使第二动力装置10的实际转速匹配于理想转速。特别地,不需要利用组合特征曲线来获知下述理想转矩,利用所述理想转矩能够至少近似地获得所期望的转速梯度。而相反地,规定将实际转速梯度调节至理想转速梯度。然而至少理想转矩由先前所选择的理想转速梯度来确定并且随后在第二动力装置10处设定理想转矩。
Claims (4)
1.用于运行混合动力设备(1)的方法,所述混合动力设备具有第一动力装置(9)和第二动力装置(10),所述混合动力设备(1)的驱动力矩在第一运行方式中仅通过第一动力装置(9)来产生并且在第二运行方式中由第一动力装置(9)和第二动力装置(10)共同产生,在从第一运行方式切换到第二运行方式时使第二动力装置(10)的实际转速匹配于理想转速,其特征在于,为了匹配实际转速而确定理想转速梯度并且在第二动力装置(10)处设定根据理想转速梯度确定的理想转矩,借助于调节装置由理想转速梯度来确定所述理想转矩,所述调节装置包括预控制装置,所述理想转矩由惯性矩和理想转速梯度来确定。
2.根据权利要求1所述的方法,其特征在于,所述调节装置至少具有P调节元件、I调节元件和/或D调节元件。
3.根据前述权利要求中任一项所述的方法,其特征在于,所述理想转速梯度在匹配开始时一次性地或者在匹配期间多次地尤其根据第二动力装置(10)的实际转速来选择。
4.一种混合动力设备(1)、尤其是用于执行根据前述权利要求中任一项或多项所述的方法,该混合动力设备具有第一动力装置(9)和第二动力装置(10),所述混合动力设备(1)被构造用于使该混合动力设备(1)的驱动力矩在第一运行方式中仅通过第一动力装置(9)来产生并且在第二运行方式中通过第一动力装置(9)和第二动力装置(10)共同产生,在从第一运行方式切换到第二运行方式时使第二动力装置(10)的实际转速匹配于理想转速,其特征在于,所述混合动力设备(1)被构造用于:为了匹配实际转速而确定理想转速梯度并且在第二动力装置(10)处设定根据理想转速梯度确定的理想转矩,借助于调节装置由理想转速梯度来确定所述理想转矩,所述调节装置包括预控制装置,所述理想转矩由惯性矩和理想转速梯度来确定。
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