CN105835866A - Method for operating hybrid vehicle - Google Patents

Method for operating hybrid vehicle Download PDF

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Publication number
CN105835866A
CN105835866A CN201610075330.6A CN201610075330A CN105835866A CN 105835866 A CN105835866 A CN 105835866A CN 201610075330 A CN201610075330 A CN 201610075330A CN 105835866 A CN105835866 A CN 105835866A
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CN
China
Prior art keywords
motor
energy
drivetrain
mixed power
vehicle driven
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CN201610075330.6A
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Chinese (zh)
Inventor
S.赫夫勒
T.莱姆克
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of CN105835866A publication Critical patent/CN105835866A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

According to the method for operating a hybrid vehicle, leaving the current gliding operation strategy of the hybrid vehicle and closing the driving system of the hybrid vehicle; the method is intended to verify whether a reduction of the closing of the drive train needed time to be achieved through the recuperation energy value can be improved by use of an electrical support and if this is the case, insert the electric assistance.

Description

Method for operation of hybrid vehicle
Technical field
The present invention relates to a kind of method for operation of hybrid vehicle, wherein, by the current Guan Bi of drivetrain sliding operation reserve and carrying out described motor vehicle driven by mixed power by leaving described motor vehicle driven by mixed power in the way of handling a brake pedal and being controlled, and wherein, after described drivetrain closes, it is used for regenerating by the kinetic energy of described motor vehicle driven by mixed power.In addition, the present invention relates to a kind of computer program, this computer program is arranged for performing each step of the method according to the invention, and relates to a kind of machine-readable storage medium, is stored on this machine-readable storage medium according to the computer program of the present invention.Additionally, the present invention relates to a kind of electronic controller, this electronic controller is arranged for running a motor vehicle driven by mixed power by means of the method according to the invention.
Background technology
Electric clutch system makes the drivetrain automatization with the vehicle of manual shifted transmission and dry friction clutch.The detection of the pedal travel of clutch pedal is realized by a sensor in such systems, and this sensor produces an electronic control signal, and this control signal is delivered to motor controller.Described motor controller calculates the nominal position of described clutch and such as by the CAN being arranged in vehicle and actuator communication from described control signal.
The electrified power-assisted of drivetrain and regenerative system for making conventional truck such as work on the basis of the voltage of 48 volts.This kind of system includes an air cooled motor and a lithium ion battery, this motor also is indicated as motor, and it has integrated electronic installation (power-assisted regenerating device, Boost Rekuperation Maschine, abbreviation BRM), described integrated electronic installation has until the power of 10kW.Additionally, this kind of system is equipped with so-called DC/DC current transformer, it is for the power transmission on 14 volts of traditional In-vehicle networkings.These systems can realize the supply of the high power consumption device of regenerative process and distraction procedure and potential electricity by 48 volts of In-vehicle networkings.
Described motor such as substitutes in motor vehicle driven by mixed power lighting generator load and with internal combustion engine by means of a transmission band direct-coupling, in the case of these motor vehicle driven by mixed powers, only in the case of internal combustion engine, spraying into disappearance and time motor overcomes the trailing moment of internal combustion engine, just can advance with pure electricity.It is directly coupled to the motor on internal combustion engine described in because and the most only there is the least power, so this operation only can be implemented under the low speed, such as, implement when starting.
If driver leaves all travel board during travelling, then generally make fuel be disappeared and make vehicle to be decelerated by the towing of air drag, resistance to rolling and internal combustion engine to spraying in internal combustion engine.In order to reduce the decelerating drag of vehicle and thus in order to extend the rolling stage of vehicle, by means of " sliding " operation reserve, in the case of manual shifted transmission, it is provided with opening of drivetrain by opening described clutch.Under this operation reserve, the rolling distance of vehicle significantly improves and the most finally saves fuel.Because described drivetrain was opened during coast period, so internal combustion engine can free-runing operation or be turned off (abgeschaltet).
Achieving so-called promotion when sliding period brake activation pedal and couple (Schubeinkuppeln), wherein said internal combustion engine is only brought on rotating speed of target by the described electric clutch of Guan Bi.Reduce slippage subsequently, until next can be with of completely closed described clutch.During whole process, do not spray into fuel and motor be rotated accelerating and taking on rotating speed of target only by the kinetic energy of vehicle.
In order to maintain the comfortableness for driver in this, the transmission torque of clutch must be held smaller, this is because the deceleration of vehicle otherwise can be caused the strongest.Difference according to transmission input with the intensity of brake pedal relatively, this process last for several seconds.
For not having the vehicle of energy regenerating probability, until the time closing described drivetrain is pure comfortableness problem and does not bring the shortcoming on energy.If but vehicle has the motor direct-coupled with internal combustion engine in drivetrain, energy can utilize this motor to be partially recovered by regeneration in the case of brake pedal, then can produce conflicting between comfortableness and possible regeneration when promoting coupling.
Probability if there is energy regenerating, then regain from vehicle and negatively evaluated in principle, this is because this energy can not be recovered for the energy pulling internal combustion engine again.If this process also lasts long for comfortableness reason, then can lose additional energy due to vehicle windage within this time, this energy can not be reproduced again.While it is true, promote coupling should carry out in the case of not starting internal combustion engine or there is no fuel consumption, this is because driver has only handled described brake.
Summary of the invention
The method according to the invention is for running a motor vehicle driven by mixed power, in the method, motor vehicle driven by mixed power current slides operation reserve by the Guan Bi of drivetrain by leaving and carry out motor vehicle driven by mixed power in the way of handling a brake pedal and being controlled, and wherein, utilize the kinetic energy of motor vehicle driven by mixed power to regenerate after described drivetrain closes.This process employs motor direct-coupled with internal combustion engine and an electric clutch system, this electric clutch system has been required in order to not have the promotion coupling of the standard of motor.
When the minimizing for the time needed for closing described drivetrain caused for determining the input (Einsatz) by assisting because of electricity in the result of a detection can improve the energy value by described regeneration is to be obtained, carry out the input of described electricity auxiliary according to the present invention.The core of the present invention is to solve the comfortableness during promoting coupling and conflicting between regeneration in the following way, i.e., for each promotion coupling process, by calculating a balance for required Energy input and then desired energy harvesting for the promotion coupling accelerated according to method and carrying out about the accelerated decision promoting the input coupled by means of this balance.Find the best compromise of comfortableness and efficiency by this way.
By the relatively early input process of regeneration can in general than not putting into, electric auxiliary recovers energy more.But be because this input consumed energy, so a detection is set as follows, i.e. contrasted with described energy harvesting by this Energy input.Only for this detection, there is the situation of positive balance in the stage promoting coupling, connect described electricity auxiliary.The most described promotion is coupled just as the most only being carried out by starting of clutch.
Advantageously, the Guan Bi of the drivetrain of motor vehicle driven by mixed power performs by means of an electric clutch.Thus, the present invention can provide a signal of telecommunication, and clutch can control by means of this signal of telecommunication.
It is also advantageous that, electricity auxiliary is carried out by means of the motor of motor vehicle driven by mixed power.This motor is the existing ingredient of the hybrid power scheme of vehicle and such as directly couples with internal combustion engine by means of a transmission band.Thus, when in internal combustion engine when spraying into disappearance, described motor can adjust the rotating speed of internal combustion engine.The task of motor is to be risen to the most as follows on transmission input by the rotating speed of internal combustion engine, i.e. drivetrain is feasible by closing described electric clutch and closing.Regenerative process can be more early started, without occurring that comfortableness is lost by this accelerated Guan Bi of drivetrain.
It is also advantageous that by regenerating in the detection whether energy value to be obtained can be enhanced, energy value i.e. energy expenditure needed for assisting for electricity compare with the energy value desired by the regeneration by relatively early starting i.e. energy harvesting.When desired energy value is bigger, carry out the input of described electricity auxiliary.
Advantageously, electricity auxiliary only can be performed in the case of brake pedal deflects in the range of the threshold value equal to or less than such as 20 percentage ratios of maximum deflection.If brake pedal is handled strongly, then reduced the most by force the kinetic energy of described motor vehicle driven by mixed power by friction brake and do not reoffer described regeneration.Thus, this method the energy balance known can be inaccurate.
It is also advantageous that, the information about desired energy value and the information about the energy value required when electricity assists provide with digital characteristic curve data mode.They can easily recall in method flow and be used for the comparison in digital processing unit.
Computer program according to the present invention is arranged for performing each step of the method according to the invention, especially when it ran on an arithmetical unit or an electronic controller.The electronic controller of a routine is capable of the execution of the method according to the invention, without carrying out structural change thereon.To this end, described computer program is stored in according on the machine-readable storage medium of the present invention.The electronic controller according to the present invention is obtained by running the computer program according to the present invention on the electronic controller of a routine.This electronic controller is arranged for carrying out operation of hybrid vehicle by means of the method according to the invention.
Accompanying drawing explanation
Embodiments of the invention are explained the most in detail.
Wherein:
Fig. 1 shows the view of the exemplary of the hybrid drive for motor vehicles；
Fig. 2 shows that the view for the algorithm according to the present invention skid regulated when promoting coupling, this promotion coupling have the electricity auxiliary by motor；
Fig. 3 shows the view of the comparison between the measurement and do not have with electricity auxiliary promoting coupling process；
Fig. 4 shows the graphics view of required ENERGY E, and this energy is as the function of the transmission input of auxiliary when promoting coupling；
Fig. 5 shows the view of regenerated energy E, this regenerated energy as startup and the transmission input in the brake pedal with 20 percentage ratios until rotating speed nVeh=1100min-1Between the function of speed discrepancy；
Fig. 6 shows that rotating speed loses nVerlustView, the loss of this rotating speed as from motor starting until the function of speed discrepancy closed between startup and the transmission input of drivetrain；
Fig. 7 shows the view of overall energy balance E, this overall energy balance as in the brake pedal with 20 percentage ratios, startup when electricity assist type promotes coupling and transmission input until rotating speed nVeh=1100min-1Between the function of speed discrepancy；
Fig. 8 shows the view for the algorithm according to the present invention determined, this decision is about the input by the electricity auxiliary of motor.
Detailed description of the invention
There is a likelihood that in the case of direct-coupling between the automatic drivetrain at motor vehicle driven by mixed power and motor 2 and the internal combustion engine 1 that figure 1 illustrates, i.e., internal combustion engine 1 by means of motor 2 with the pure rotational speed regulation being electrically driven and thus and achieving when drivetrain is opened, and by burning provide energy.Utilizing this probability is not to be that the kinetic energy utilizing clutch 3 and then vehicle performs to make the internal combustion engine 1 rotational speed regulation to transmission input, but utilizes motor 2 and electric energy to perform.
In an embodiment of the method according to the invention, energy is activated for rotating speed adaptation and then the very fast Guan Bi of drivetrain faster, in order to reclaim the most again ratio for this more energy of input energy.To this end, first one regulation must the most dynamically carry out described rotating speed adaptation and the most not reduce driving comfort.In this regulation, different regulation parts must so be assigned to (motor and clutch) on two torque adjusting devices in described drivetrain so that achieves the optimization compromise between comfortableness and kinetics.
Must be noted that the electricity auxiliary by motor 2 does not negatively impact the overall energy balance of braking procedure, promote coupling process (Schubeinkuppelvorgang) to belong to described braking procedure.Therefore consume with the energy of electricity form significantly more quickly make the rotating speed of internal combustion engine 1 and variator 4 close to so that can more early regenerate.
This method calculates by electronic data characteristic, that provided by means of form and performs in the current point of operation of motor vehicle driven by mixed power or not perform this auxiliary the most meaningful.This kind of characteristic curve data are such as known by test and are such as stored in just as controller for motor in central control unit.It remains important that a part for the adjustment (Einregelung) of transmission input performs with electric clutch for travelling sensation, in order to realize the deceleration of vehicle, this is because this is consistent with driver's expection when brake pedal.
The dynamics promoting coupling process to be assisted by motor 2 is also improved, this is because clutch and thus drivetrain are by Guan Bi quickly the situation that thus can preferably avoid so-called " change mind (English: Change of Mind) " in addition to by the advantage on the energy of described method.In these cases, occurring other requirement running or starting for internal combustion engine 1 in following time section, internal combustion engine 1 is drawn on variator rotating speed by described clutch normal in this time section with promoting in the case of coupling two to four seconds durations.Because towing time utilization electricity auxiliary is the shortest, so this situation substantially occurs less.
Fig. 1 shows an exemplary of the hybrid drive in motor vehicles.Described hybrid drive includes internal combustion engine 1 and a motor 2, and described internal combustion engine and motor are connected directly to one another by means of transmission band in this example embodiment.Showing the clutch 3 of electric clutch system between internal combustion engine 1 and variator 4, the ingredient of this electric clutch system not figure 1 illustrates.Being disposed with a driving vehicle bridge 5 on the outfan of variator 4, this driving vehicle bridge is connected with driving wheel 6.
Fig. 2 shows an embodiment of the method according to the invention for operation of hybrid vehicle.In the case, skid regulated (Schlupfregelung) and Torque distribution utilizes the electricity auxiliary by motor 2 to carry out in the stage promoting coupling.
Realize the pi regulator that this regulation and the rotating speed of distribution and skid regulated 7 include having pre-control, pi regulator calculates portion P 8 and I part 9 dividually.Arranging rough rotating speed adaptation utilizes the actuator for portion P 8 to carry out and synchronization utilizes the actuator for I part 9 to carry out.The moment of inertia of this Adjust and use internal combustion engine 1 and motor trailing moment 13 pre-control, this is because it must be overcome chronically by clutch 3.
In order to constitute clutch rated moment 15, in addition to described motor trailing moment 13, also need to speed discrepancy 19 and I coefficient 21Ki Schub, in order to constitute I part 9 by means of integrator 38.
Calculating for the rated moment 18 of motor 2 make use of speed discrepancy 19 and the characteristic curve field 39 attached troops to a unit to constitute gradient 11.Additionally inquire into from moment of inertia 41JMotorPart.Gradient 11 and power coefficient 40 P COEFFICIENT K is make use of when determining described portion P 8R Schub。
When constituting gradient 16 for closing for clutch, in addition to for the fixed value of torque and the exemplary preset of two power preset values, also pay close attention to clutch torque 14.
Gradient 17 for opening for clutch is such as determined by the predetermined fixed value that 300Nm is per second.
It follows that these parts 8 and 9 calculated are transferred on motor 2 and/or electric clutch 3.It is achieved in described regulation and identical torque is always set in summation, but utilize the different torque adjusting device in drivetrain to arrange.Employing identical rotating speed and skid regulated 7 in the case of the promotion coupling without electricity auxiliary, simply institute's moment is transferred on electric clutch 3.
Following input parameter, i.e. transmission input 10, the gradient 11 of speed discrepancy, motor rotary speed 12, motor trailing moment 13 and clutch torque 14 is provided for rotating speed and skid regulated 7.It is generally required to they calculate current speed discrepancy.Here, this speed discrepancy is corresponding to the speed discrepancy between transmission input and motor rotary speed.Rotating speed and skid regulated 7 provides the clutch rated moment 15 as output parameter, the gradient 16 closed for clutch and the gradient 17 opened for clutch and the rated moment 18 for motor.
Rotating speed and skid regulated 7 achieves the described trailing moment the most at least transmitting described internal combustion engine 1, and therefore vehicle is decelerated for driver just as in the case of motor braking procedure.
Thus making motor unload, this motor obtains portion P and inertia portion from pre-control.Thus, this deceleration keeps constant for driver.The part being integrated only causing remaining slippage to reduce (Restschlupfabbau) in the scope that speed discrepancy is the least is transferred on described clutch.The torque thus preventing motor must be changed again at the end of described regulation.
Fig. 3 shows the comparison between those the promotion coupling process of the electricity auxiliary not having and having by motor 2 and potential conflict.The time trend of multiple parameter is shown in rotating speed (n)-time (t) curve chart or torque (M)-time (t) curve chart.Show the trend of the moment 22 of the trend of transmission input 10, the trend of motor rotary speed 12, the trend of clutch torque 14 and the motor 2 relevant to car speed.With unit min-1The vertical coordinate shown in the left side belong to the rotating speed n of parameter 10 and 12.Vertical coordinate shown in You Bian shows the scale of moment M for parameter 14 and 22 with unit Nm.In the case of electricity assists, show the characteristic curve of parameter by means of each coherent characteristic curve and the characteristic curve of parameter is shown with point-dotted line in the case of not there is electricity auxiliary.
This diagram is from the beginning of zero second time point, and vehicle is on this time point and slides in (Segeln) operation reserve.In this stage, electric clutch 3 and thus drivetrain be open and internal combustion engine 1 be off.Therefore, the value for motor rotary speed 12, clutch torque 14 and motor 2 torque 22 is zero.Transmission input 10 has substantially 2600min in this example embodiment-1Value.Because described vehicle continues to roll, so obtaining the rotating speed caused by vehicle wheel rotational speed on transmission output in sliding operation reserve.This rotating speed is converted into the transmission input 10 relevant to the gear being linked into and transmission ratio.
The time point 23 indicated by means of vertical line starts the described process promoting coupling, such as by handling driver's expection of described brake pedal.
For the situation of the promotion coupling with electricity auxiliary, connecting described motor 2, this can walk in the gradient of the moment 22 of motor 2 and upwards identify.Realize the steep grade of motor rotary speed 12 by starting motor 2, illustrate with the coherent line of motor rotary speed 12.Another moment for accelerating described motor is produced by clutch 3.Clutch torque 14 improves and is maintained in reached value.After motor rotary speed 12 and transmission input 10 match (Angleichen), clutch 3 closes and described clutch torque 14 steeply raises.In this case, clutch 3 and then drivetrain on startup between put 23 beginning after within 1.9 seconds, be closed.From the beginning of this time point, the kinetic energy of vehicle can be used for regeneration.The beginning run along with the generator-type of motor 2, the moment 22 illustrated of motor 2 extends in a negative scope, this is because energy is generated and is not consumed.
Not there is shown in phantom by means of for identical parameters of the process of replacement of electricity auxiliary by motor 2.Can recognize that, regenerative process the most on startup between put 4.1 seconds after 23, i.e. evening 2.2 seconds just input.
Fig. 3 shows that in block section 24 two times promoted described by between coupling process compare and show in block section 25 and puts into, the corresponding of regeneration, the difference obtained on point in the case of transmission input 10.Can recognize that, the rotating speed with electricity auxiliary loses according to numerical value with-100min-1Value the most less.In the case of not having electricity auxiliary, rotating speed loss is-390min-1。
Be only capable of compared with the probability early putting into regeneration realized by the Energy input indicated in block section 26 and only when by regeneration obtain than must in block section 26 for the more energy of the energy input by motor 2 time, be only advantage.In order to the most effectively design this input, this method establishes one in a preposition step for the energy balance for expending and using and thus can relate to such relevant decision, that is, promotion is the most more effective in the case of being coupling in and not having electricity auxiliary or have electricity auxiliary.
Always when can be added by described measure be recovered to energy more more than the energy that must expend for described process time, electricity auxiliary be only relative to tradition promote be coupling on energy be worth.Two different calculation procedures are had to carry out in the observation on energy of described process.
It is first necessary to detection the most roughly: there is the flexible program assisted of motor 2 relative to not there is motor 2 promote coupling the most not have the shortcoming on energy or whether these shortcomings are compensated by results kinetically.
Next has to check for: promote whether the regeneration of coupling process can reclaim the most again on startup for the energy assisted by linking.
First calculation procedure should be understood that by the auxiliary of motor 2 be correct on energy.Must be known as this must expend how many energy for this.Fig. 4 is min about unit-1Transmission input 10 show the required ENERGY E in units of Wh.The figure illustrated is known by by means of the measurement data shown in little cross by interpolation.It is connected the average regenerating power of described promotion coupling process with PBRM=5.4kW is learned.
Along with the time from the 1.9s with the example shown in Fig. 3 that electricity assists is saved, at 2500m-1Exemplary selection transmission input in the case of obtain the energy of E=5400*2.85/3600=1.5Wh.
This energy can be regenerated by the very fast Guan Bi of drivetrain with being attached.If considering η for energy feed-in and withdrawalBatteryThe battery efficiency of=0.9, then still reclaimed with 2.13Wh than for the auxiliary more energy of energy needed for 2.1Wh according to Fig. 4.
Can not only consider the loss of time promoting coupling owing to not having electricity auxiliary in this computation, and consider that form is that rotating speed loses nVerlustKinetic energy rejection.In order to quantify this loss, it is considered to the energy of interface regeneration (Anschlussrekuperation).
For this in Figure 5 about transmission input 10nVehDraw the ENERGY E through regeneration that unit is Wh, wherein start with regeneration.Figure for the second gear 35, third gear 36 and fourth speed position 37 is determined from scattered measured value by interpolation, and these measured values illustrate in the graph by means of little cross.With the brake pedal of substantially brake pedal ratio (BrkPed_ratio)=20% until n in these are measuredVeh=1100min-1Transmission input 10 be reproduced.
How many energy can have been read due to n in the chart of Fig. 5Too much loss=-245min-1Too much loss be not reproduced.This energy can also calculate the electricity auxiliary utilizing motor 2 to (angerechnet).Third gear performs respectively compare measurement, gradient approximately constant in this third gear and be-1.4Wh/100min-1。
Thus can regenerate the more multi-energy of 3.42Wh by having the coupling that promotes of electricity auxiliary.The more multi-energy of 2.78Wh is obtained in the case of considering efficiency.Generally speaking, this example process obtains the real advantages of 5.09Wh, but only needs 2.1Wh by the electricity auxiliary of motor 2.For have electricity auxiliary promote coupling relative to do not have electricity auxiliary promote coupling for decision in the case of this illustrate on energy meaningful.This method controls described motor 2 subsequently and controls described electric clutch 3 correspondingly.
The Guan Bi for drivetrain and the electric energy of startup can have been reclaimed the most again should constructively knowing in the second calculation procedure from when.For this need to figure 4 illustrates input by energy and the energy being reproduced that figure 5 illustrates.
The kinetic energy of vehicle is lost equally in there is the promotion coupling of electricity auxiliary of motor 2.The most therefore rotating speed loss n is also needed toVerlustFor calculating.With min-1This rotating speed loss for unit illustrates for the second gear 35, third gear 36 and fourth speed position 37 about transmission input 10 in figure 6.The measurement data drawn by means of the cross in chart disperse impact based on friction brake and can not being excluded due to the operation mistake of driver.The straight line 35,36 and 37 illustrated is produced by affiliated distributing measurement data by interpolation.Utilize these understanding measured can calculate regeneration potential for the promotion coupling with electricity auxiliary.
First when due to driver requested promotion coupling process, detect described transmission input nVeh, it is derived from until closing the energy needed for described drivetrain.The kinetic energy lost is expressed as rotating speed loss nVerlustAnd deduct from transmission input.Whether, from this rotating speed, regeneration potential is known and thus can contrast, be worth in energy point of view by the electricity auxiliary of motor 2.
Potentiality according to calculating above are drawn relatively from startup transmission input in the figure 7 under different gears.This view and transmission input nVehShow the energy value E that unit is Wh relatively.Show the image 35 for the second gear, the image 36 for third gear and the image 37 for fourth speed position.
In this view it can be seen that the function in fourth speed position is worth under each transmission input.In third gear, from nVeh=1400min-1The transmission input that starts rise and just achieve positive overall energy balance, in the second gear, promote the auxiliary of coupling process until n by motor 2Veh=1700min-1Need energy more more than recuperable energy.
The understanding observed according to energy, must make decision according to current vehicle-state in the method, i.e. whether should assist described promotion coupling process, because this is always the most meaningful on energy by electricity.In the method flow process, it was now to carry out the inquiry according to Fig. 8 before selecting a promotion coupling process.
In principle, only when the friction brake of motor vehicle driven by mixed power is not handled the most by force, auxiliary is the most meaningful, this is because can regenerate less energy in this case.Can determine according to the understanding in Fig. 8 in the case of weak operating brakes relatively with transmission input 10 and the gear 28 being linked into, whether auxiliary is worth.The characteristic curve of this algorithm is applied with additional surplus according to Fig. 7.
In order to make decision in block section 27, need transmission input 10, the information about the gear 28 being currently linked into and the information for brake pedal situation 20 as input parameter.
When brake pedal situation 20 is in less than or equal to time in the range of 20 percentage ratios of total pedal travel on the time point that this method starts, and the first detection 29 just provides a positive output signal.The preset value of such as 20 percentage ratios provides in block section 34.Whether this value especially changes relatively with following situation, i.e. be provided with in brake pedal and how strong respond to have in the case of handling for that regenerate, the most not handle described friction brake so-called " lost motion " and described friction brake.This changes according to model and the difference of manufacturer in vehicle.
Based on the information about the gear 28 being linked into, from characteristic curve field 32 shown in Fig. 7, storage, select a characteristic curve.When transmission input 10 is in this characteristic region selected, the second detection 30 just provides a positive output signal.
The output signal of the first detection 29 and the output signal of the second detection 30 are bonded to each other by joint portion 31.When two detections 29 and 30 have respectively produced a positive output signal, the output signal of joint portion 31 is also positive.If this situation, then produce one for utilizing the signal of the electricity auxiliary by motor 2 promoting coupling process as the result 33 determining 27.If the output signal of joint portion 31 is negative, then produce and export one for performing the signal promoting coupling without electricity auxiliary as the result 33 determining 27.
The advantage of the described embodiment of the method according to the invention is optimally to take full advantage of regenerated energy in the case of braking during coast period in the vehicle with electric clutch system and motor direct-coupled with internal combustion engine 12.Making full use of of this optimization considers comfortableness aspect and has thus reclaimed energy as much as possible, without damaging comfortableness or the most even further improving comfortableness and kinetics.

Claims (10)

1. for the method for operation of hybrid vehicle, wherein, by the current Guan Bi of drivetrain sliding operation reserve and carrying out described motor vehicle driven by mixed power by leaving described motor vehicle driven by mixed power in the way of handling a brake pedal and being controlled, and wherein, after described drivetrain closes, it is used for regenerating by the kinetic energy of described motor vehicle driven by mixed power, it is characterized in that, following situation is carried out to the input of electricity auxiliary, i.e., the result of detection determines: the minimizing (or minimizing of kinetic energy rejection) in order to close the time needed for described drivetrain caused by the input that assists because of electricity, the energy value to be obtained by described regeneration can be improved.
The most in accordance with the method for claim 1, it is characterised in that the Guan Bi of the drivetrain of described motor vehicle driven by mixed power is carried out by means of an electric clutch (3).
3. according to the method described in claim 1 or 2, it is characterised in that described electricity auxiliary is carried out by means of the motor (2) of described motor vehicle driven by mixed power.
4. according to the method one of claims 1 to 3 Suo Shu, it is characterized in that, in order to the minimizing of the time needed for closing described drivetrain realizes in the following way, that is, the motor rotary speed (12) of the internal combustion engine (1) of described motor vehicle driven by mixed power is by improving with starting of described internal combustion engine (1) direct-coupled motor (2).
5. according to the method one of Claims 1-4 Suo Shu, it is characterized in that, when whether detection can be enhanced by the energy value that described regeneration is to be obtained, with the regeneration by relatively early starting, needed for described electricity auxiliary energy value will be treated that intended energy value contrasts, further, for treating to carry out when intended energy value is bigger the input of described electricity auxiliary.
6. according to the method one of claim 1 to 5 Suo Shu, it is characterised in that be only in during described detection equal to or less than time in the range of a threshold value when the deflection of described brake pedal, just carry out the input of described electricity auxiliary.
7. according to the method one of claim 1 to 6 Suo Shu, it is characterised in that be provided with the form of digital characteristic curve data about until the information of intended energy value and the information about energy value required during in described electricity auxiliary.
8. computer program, described computer program is arranged for carrying out each step according to the method one of claim 1 to 7 Suo Shu.
The most machine-readable storage medium, stores thereon according to the computer program described in claim 8.
10. electronic controller, described electronic controller is arranged for running a motor vehicle driven by mixed power by means of according to the method one of claim 1 to 7 Suo Shu.
CN201610075330.6A 2015-02-04 2016-02-03 Method for operating hybrid vehicle Pending CN105835866A (en)

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CN109878339B (en) * 2017-12-06 2024-05-10 曼卡车和巴士股份公司 Method for operating a motor vehicle

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