CN106167021A - 用于在混合动力车辆中回收能量的方法及控制设备 - Google Patents
用于在混合动力车辆中回收能量的方法及控制设备 Download PDFInfo
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- 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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
- F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
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- 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
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- B60K6/22—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 apparatus, components or means specially adapted for HEVs
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- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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Abstract
本发明涉及一种用于在混合动力车辆中回收能量的方法,该混合动力车辆包括内燃机和电机,且具有包括储能装置的车载电气系统,储能装置可在回收操作期间通过电机充电能。本发明还涉及一种用于控制混合动力车辆中的回收操作的设备。根据该方法,如果储能装置(9)的实际能量水平(E_act)低于或等于阈值(E_3),则电机的回收操作的回收功率(P_act)设置为允许以电机的最大发电机能力的回收操作的第一值(P_max)。然而,如果储能装置(9)的实际能量水平(E_act)大于阈值(E_3),则用于回收操作的回收功率(P_act)设置为低于第一值(P_max)且允许以电机(10)的降低的发电机能力的回收操作的第二值(P_lim)。
Description
技术领域
本发明涉及一种用于在混合动力车辆中回收能量的方法,该混合动力车辆包括内燃机和电机,且具有包括储能装置的车载电气系统,储能装置可在回收操作期间通过电机充电能。本发明还涉及一种用于控制混合动力车辆中的回收操作的设备。
背景技术
由于日益严格的排出气体法规和车辆所有者降低操作成本的需求,关于机动车辆的燃料消耗和污染物排放对所述机动车辆作出了越来越高的要求,同时期望实现较高程度的驾驶舒适性。为了实现该目的,从实践中已知给机动车辆配备自动停止/启动设备,借助于其,内燃机可在预定状态下自动地停用和启动。因此,内燃机例如在不需要驱动力时(例如,在交通灯处停止时)自动地停用。一旦又需要驱动力,即,当交通灯变"绿"且驾驶员操作加速踏板时,车辆借助于电动机重新启动。车辆的燃料消耗可以以此方式减少。
此外,从实践中已知的是给机动车辆配备回收系统。除内燃机外,此类混合动力车辆通常包括电机,其取决于驾驶情形以电动机模式或发电机模式操作。在电动机模式中,电机生成额外的驱动转矩,其辅助内燃机,例如,在加速阶段中。然而,在发电机模式中,在车辆减速期间释放的动能转换成电能(回收)。以此方式获得的电能储存在至少一个储能装置中,例如,诸如超级电容储存装置,且可用于其它驱动情形,例如,用于驱动车辆或用于将功率供应至电负载。车辆的效率程度可以以此方式显著提高。
此类车辆中的常规途径是在回收操作期间进行尝试以通过发电机施加尽可能高的比例的期望总体减速且因此恢复最大量的能量,例如,驾驶员通过操作制动脚踏板预先指定的期望总体减速。在此类车辆中,普通操作策略是在回收操作期间以最大发电机功率执行回收,直到车辆中用于接收回收能量的至少一个储能装置充满。然而,可由发电机生成的电能的量取决于充电状态或储能装置的容量。在充满的储能装置的情况中,仅很少电能或完全没有电能可馈送到车载电气系统中,因为储能装置可在其它方面过载,或可破坏电压敏感负载。由发电机输出的功率因此由调节器调整。这意味着发电机(包括逆变器)和储能装置以高功率损失操作,且储能装置通常具有高能量水平,即使取决于储能装置的类型存在使用寿命最佳的能量窗。特别是在超级电容储存器件的情况中,充满状态将储能装置的使用寿命的耐用性降低到不成比例的过大程度。
因此,本发明的一个目的在于提供用于在混合动力车辆中回收能量的改进方法,利用该方法,可避免常规技术的缺点。本发明的目的特别而言提供一种用于在混合动力车辆中回收能量的方法,利用该方法,回收系统中(特别是电动机、逆变器、储能装置和/或线缆中)的功率损失可在回收操作期间减少,且该方法允许节省构件的操作方式。另一个目的在于提供一种用于控制混合动力车辆中的回收操作的设备,利用其可避免常规设备的缺点。
发明内容
这些目的通过具有独立权利要求的特征的设备和方法实现。本发明的有利实施例和应用可从从属权利要求得到,且将在以下描述中部分地参照附图更详细阐释。
根据本发明的第一方面,提供了一种用于在混合动力车辆中回收能量的方法。混合动力车辆包括内燃机、电机和优选的自动停止/启动设备,借助于停止/启动设备,内燃机可在预定状态下自动地停用和启动,且具有包括储能装置的车载电气系统,储能装置可在回收操作期间通过电机充电能。
根据第一方式,如果储能装置的实际能量水平低于或等于在以下文本中表示为E_3的阈值,则用于电机的回收操作的回收功率设置为第一值,在以下文本中也表示为P_max,其允许以电机的最大发电机能力的回收操作。然而,如果储能装置的实际能量水平大于阈值E_3,即,E_act > E_3,则电机的回收操作的回收功率设置为第二值,在以下文本中也表示为P_lim,其低于第一值P_max且允许或限定以电机的降低的发电机能力的回收操作。
值P_lim可设置为低于P_max的固定值或可变值。如果P_lim的值以可变方式设置,则值P_lim可计算成使得储能装置在回收结束时充满,即,在低于回收可能达到的最小速度之后。回收功率由用于控制电机的设备预先指定,以便在电机的回收操作中回收所设置的回收功率的水平下的功率。
因此,根据第一方式,如果能量水平或储能装置的充电状态超过预定水平,则在发电机模式中由电机输出的功率减小到低于最大功率P_max的值P_lim。结果,用于接收回收能量的储能装置和以高功率损失操作的电机的操作阶段可显著缩短,且可实现使得更有效节省构件的操作方式。
根据第一方式,回收能量E_rec对于机动车辆的实际操作状态预计(即,预测或估计),所述回收能量指出如果机动车辆从当前驾驶状态开始至少制动到速度阈值将能够回收多少能量。在此情况中,速度阈值优选指出速度限制,高于其,可在回收操作期间回收能量,且低于其,回收操作不可能。因此,回收能量E_rec估计如果机动车辆制动至静止且例如进入停止/启动模式的停止阶段,可从机动车辆的动能平均回收多少能量。估计该回收能量E_rec提供的优点在于,考虑储能装置的实际能量储存水平,有可能以此方式估计下一回收过程中是否存在能量储存"过载"或与其相关联的功率损失的风险,以及在停止/启动模式的即将停止阶段开始时,是否足够量的能量在储能装置中可用。
在该实施例的有利变型中,阈值E_3限定为储能装置的最大能量水平E_max(即,储能装置在预先指定的操作限制内充满的状态)与预计回收能量E_rec之间的差异,即,E_3=E_max减E_rec。如果实际能量水平E_act精确地对应于阈值E_3,则储存装置可通过回收操作充满至最大水平E_max(如果车辆制动至停止)。如果在回收操作开始时,实际能量水平处于阈值E_3以上,则以发电机的最大能力的常规回收操作将导致功率损失,然而,这根据本发明通过在此情况中将发电机的能力减小至P_lim而避免或至少减少。
预计回收能量E_rec可取决于实际车辆速度、平均车辆减速、车载电气系统负载和回收操作的最大发电机能力P_max确定。因此,预期回收周期或制动周期可从实际车辆速度和假定的平均车辆减速来估计。基于预期制动周期,如果车辆变得静止,可预期回收的能量然后可从假定的回收功率(例如,假定发电机的最大发电机能力P_max)减去实际车载电气系统负载计算。以此方式,可预期回收的能量可基于车辆的当前驾驶状态精确地预测或估计。
此外,特别有利的是预计回收能量E_rec和/或阈值E_3在驾驶期间连续地再计算,以便预计回收能量E_rec和/或阈值E_3的值一旦在车辆状态特别是车辆速度变化时就改变。平均车辆减速可指出在回收过程期间机动车辆减速的平均减速,且可预先储存在机动车辆中。车载电气系统负载的当前值优选对于车载电气系统负载的值确定。作为备选,之前储存的值可用于平均车载电气系统负载。
如果混合动力车辆包括自动停止/启动设备,借助于其,内燃机可在预定状态下自动地停用和启动,根据另一方式,储能装置的能量水平的最小阈值E_min可取决于预计回收能量E_rec和对于停止/启动操作的电动机停止阶段平均需要的最小能量E_stop确定。
在此情况下,对于停止/启动操作的电动机停止阶段平均需要的最小能量E_stop可确定为停止/启动操作的停止阶段期间的启动/停止操作的电动机启动能量E_1和车载电气系统供应的能量要求E_2的和。在此情况中,电动机启动能量E_1指出从储能装置需要多少电能用于热启动内燃机来作为停止/启动操作的一部分,其中电机用作起动器电动机。车载电气系统供应的能量要求E_2可取决于停止阶段中的车辆的平均静止时间和平均车载电气系统负载确定。最小阈值E_min优选在驾驶期间连续地再计算。
以此方式,有可能在车辆静止时确保足够能量可用于基本功能,例如,在停止阶段期间启动电动机和将功率供应至车载电气系统。
该方式的一个有利变型在于,如果储能装置的实际能量水平E_act和预计回收能量E_rec的和大于最小能量E_stop,则对于停止/启动操作的电动机停止阶段平均需要的最小阈值E_min设置为低于最小能量E_stop的值。结果,储能装置管理可进一步优化。如果储能装置的实际能量水平E_act和预计回收能量E_rec的和小于或等于最小能量E_stop,则E_min设置为E_stop的值。
当在驾驶期间低于储能装置的最小阈值E_min时,则储能装置的能量水平E_act可借助于内燃机的负载点的升高来提高。此外,如果储能装置中的能量水平E_act在停止阶段期间降低到对应于电动机启动能量E_1的值,则内燃机可在停止阶段中启动。
储能装置的能量水平在各种情况中对应于储能装置的特定充电水平,使得在本文献的意义内,还有可能类似地使用(替代使用的能量水平值)充电阈值的对应状态,以便储能装置的充电状态应当由本情况中的短语"储能装置的能量水平"代替。举例来说,实际能量水平E_act还可确定为储能装置的实际充电水平(SOC),且阈值E_3然后可限定为充电阈值的对应状态。
上文已经提到电机的回收操作的回收功率的第二值P_lim以可变方式设置。
根据特别优选的设计变型,P_lim在各种情况中设置成使得如果机动车辆从当前驾驶状态至少制动到速度阈值,则储能装置将在随后的回收过程结束时充满,其中上文已经表示为v_min的速度阈值优选指出速度限制,高于其,可在回收操作期间回收能量,且低于其,回收操作不可能。举例来说,P_lim可根据公式P_lim = ((E_max–E_act) + P_on-board*t_rec))/ t_rec计算,其中E_max指出最大能量水平,且E_act指出储能装置的实际能量水平,且P_on-board指出平均假定的或当前的车载电气系统负载,且t_rec指出对于回收过程的持续时间的估计,其可从实际车辆速度v_act和速度阈值v_min之间的差除以假定的平均车辆减速a_brake来估计,即, t_rec = (v_act–v_min)/ a_brake。可变t_rec对应于上述平均制动周期,在此期间,可在回收模式中回收能量。
根据本发明的第二方面,提供了一种用于控制混合动力车辆中的回收操作的设备,混合动力车辆包括内燃机、电机和优选的自动启动/停止设备,借助于其,内燃机可在预定状态下自动地停用和启动,且混合动力车辆具有车载电气系统,其包括储能装置,该储能装置可在回收操作期间通过电机充电能。根据本发明,该设备设计为执行如本文献中描述的方法。为了避免重复,纯粹根据该方法公开的特征也认作是公开的且能够根据设备请求保护。因此,根据本发明的上述方面和特征也适用于该应用。
本发明还涉及一种具有此类用于控制回收操作的设备的机动车辆,特别是公用车辆。
附图说明
下文将参照附图来描述本发明的其它细节和优点,在附图中:
图1示出了混合动力车辆的车载电气系统;以及
图2至图4示出了根据本发明的一个示例性实施例的取决于混合动力车辆的当前操作状态的回收功率的变化。
参考标号列表
1 车载电气系统
2 第一系统元件
3 第二系统元件
4 电压转换器
5 第一储能装置
6 负载电阻器
7 起动机
8 储能装置9的能量水平
9 第二储能装置
10 电机
11 逆变器
12 电线
E_1 电动机启动能量
E_2 车辆停止时的车载电气系统的能量储备
E_3 阈值
E_max 储能装置的最大能量水平
E_act 储能装置的实际能量水平
E_stop 车辆停止时的所需最小能量
E_min 车辆停止时的所需最小能量,考虑了E_rec
E_rec 实际上可回收的能量
P_max 回收操作的最大回收功率
P_lim 回收操作的有限回收功率。
具体实施方式
图1示意性地示出了混合动力车辆特别是公用车辆的车载电气系统1的示例,其从本领域中本来已知。车载电气系统1具有两个系统元件2、3:
第一系统元件2,第一系统电压U1施加到其中且其包括第一储能装置5和负载电阻器6。负载电阻器6由至少一个(优选多个)负载形成。此外,用于内燃机的常规起动机7设在第一系统元件2中。
此外,第二系统元件3,第二系统电压U2施加到其中且其中提供了电机10。电机10设计成启动机动车辆的内燃机(未示出),且用于发电机操作或回收操作,且例如可设计为曲轴起动器发电机。此外,第二储能装置9(例如,可借助于逆变器11连接到电机10的高电容储存器(超级电容储存器))设在第二系统元件3中。第二储能装置9设计成储存在发电机操作或回收操作期间由电机10生成的电荷。第一储能装置5同样可为电阻器存储器或常规铅酸可再充电电池的形式。电线12由图1中的黑色实线标识。
车载电气系统1还包括DC/DC转换器4,其将第一系统元件2双向连接到第二系统元件3。DC/DC转换器4设计成从系统元件2、3中的一个接收DC电压(例如,第一系统元件2以其操作的DC电压),且生成输出电压,其不同于在输入端处接收到的电压。
车载电气系统1或21还包括控制单元(未示出),其经由对应的信号线(未示出)连接到车载电气系统1、21的对应构件,特别是电压转换器4、储能装置5和9且还有电机10。
控制单元接收来自储能装置5、9或充电状态传感器8和来自储能装置9的储存管理系统(未示出)的关于储能装置5、9的充电状态的数据。控制单元还设计成取决于接收到的充电状态将对应的控制信号输出至电压转换器4。取决于由控制单元接收到的控制信号,电压转换器4设计成将能量从第一系统元件2传输至第二系统元件3,且反之亦然。
要强调的是,图1中所示的车载电气系统布局仅为示例性的,且从现有技术中已知用于结合电机和混合动力操作的电能储存器的车载电气系统布局的许多其它变型,根据本发明的方法同样可利用其执行。
根据本发明,控制单元特别而言设计成执行用于控制回收操作的方法,且在该过程中,借助于逆变器11改变电机10的回收功率,这在下文参照图2至图4通过举例示出。
图2在上图中示出了储能装置的能量水平的当前值E_act和车辆的特定操作状态的阈值E_3。下图示出了预先指定的回收功率P_act的对应的值。
图3和图4示出了车辆的其它操作状态中的能量水平E_act、阈值E_3和实际设置的回收功率P_act的对应值。在所述附图中,具有相同参考标号的变量对应于图1中的变量,且将不会单独描述。
在图2中,轴线8指出了储能装置9的水平。能量水平E_max指出了充满的储能装置的能量水平。虚线指出了对应于连续地确定和监测的储能装置9的实际充电状态(SOC)的当前能量水平E_act。
由参考标号E_rec标识的箭头的长度指出了当前指出的回收能量水平。E_rec指出了如果机动车辆从当前驾驶水平开始至少制动到速度阈值v_min,将能够回收多少能量。速度阈值v_min指出了在回收操作期间可回收能量的速度限制。在低于v_min的驾驶速度下不回收能量。
E_rec在驾驶期间连续地计算。为此,平均制动周期从当前车辆速度和储存的平均车辆减速计算,在平均制动周期期间可在回收模式中回收能量。车辆行进越快,则平均制动周期且因此回收阶段的平均持续时间越长。假定回收模式中的电机10的调整的最大发电机能力P_max,减去平均车载电机系统负载的结果为平均回收功率,其乘以平均制动周期,给出预计的回收能量E_rec。
取决于特定回收能量E_rec,能量阈值E_3持续地限定为E_3 = E_max减E_rec。
如果储能装置9的实际能量水平E_act小于或等于阈值E_3,则电机10的回收操作的实际回收功率P_act设置为最大能力P_max,以便回收操作以电机的最大发电机能力发生。
然而,如果储能装置的实际能量水平E_act大于阈值E_3,电机10的回收操作的回收功率P_act却设置为值P_lim,其小于第一值P_max,且允许或限定以电机10的降低的发电机能力的回收操作。
在图2的示例中,实际储能装置水平E_act < E_3,使得P_act调整为值P_max,这在图2中的下图中示出。因此,如果回收操作现在开始,则所述回收操作将以最大回收功率P_max发生。
图3对应于车辆的操作状态,其中实际能量储存水平E_act处于能量阈值E_3以上,使得回收功率P_act在此情况中设置为减小的值P_lim。如果回收操作现在在此情况中开始,所述回收操作将仅以减小的回收功率P_lim发生。
上文已经提到了回收能量E_rec连续地预计,且能量阈值E_3同样以对应的方式连续地调整。图4示出了其中E_3设置成值E_max的示例。例如,这对应于车辆的操作状态,其中实际车辆速度处于阈值v_min以下,使得预计回收能量E_rec的值为零。这得出对于E_3的E_max的值。
此外,图2至图4中示出了能量水平E_1、E_2、E_stop和E_min。由E_stop指出的能量水平指出在停止阶段开始时必须包含在储存装置9中的最小能量水平。能量水平E_stop还由电动机启动能量E_1构成,这是内燃机作为停止/启动操作的一部分的热启动所需的,以及车载电源供应的能量需求E_2。能量需求E_2由停止阶段的车辆的储存的平均静止时间给出,即,停止阶段的假定的平均持续时间,以及停止阶段期间的平均车载电气系统负载。
当电气系统10在电动机停止阶段不可生成任何能量时,储存装置9中的能量升高到阈值E_1,且内燃机然后强制启动。内燃机的停止阶段因此过早中断。这里的一个选择是然后通过电动机对储能装置9再充电,以便如果车辆仍静止,则内燃机然后又可停止,即,驾驶员仍不发出停止/启动操作结束的信号,例如,通过操作加速器踏板。作为备选,内燃机可在内燃机的强制启动之后空转操作,直到驾驶员发出停止阶段结束的信号。
E_min指出了能量水平的阈值,在驾驶期间低于所述阈值时,开始内燃机的负载点升高,以便通过因此生成的过量能量将储能装置充电到至少值E_min。在图2至图4的示例性实施例中,E_min设置为E_stop=E1加E2的值。
根据另一个设计变型,E_min可取决于平均车载电气系统负载、所需的电动机启动能量E_1、平均车辆减速、车辆速度和车辆的预期静止时间连续地再计算。特别而言,E_min可取决于预计回收能量E_rec和对于停止/启动操作的电动机停止阶段平均需要的最小能量E_stop确定。
举例来说,如果储能装置的实际能量水平E_act和预计回收能量E_rec大于最小能量E_stop,则根据该变型的最小阈值E_min可设置成低于最小能量E_stop(未示出)的值。这考虑了可从车辆的实际动能回收足够能量,以便在下一个停止阶段开始时将储能装置9充电到至少值E_stop。如果储能装置的实际能量水平E_act和预计回收能量E_rec的和小于或等于最小能量E_stop,则E_min设置为E_stop的值。
尽管参照特定示例性实施例描述了本发明,但对本领域的技术人员明显的是,可作出多种变化,且其等同方案可用作替代而不脱离本发明的范围。此外,在不脱离相关联的范围的情况下可作出许多变化。因此,本发明不意在限于公开的示例性实施例,而是意在包含落入所附专利权利要求的范围内的所有示例性实施例。特别而言,本发明还提出独立于往回参照的权利要求保护从属权利要求的主题和特征。
Claims (12)
1. 一种用于在混合动力车辆中回收能量的方法,所述混合动力车辆包括内燃机、电机(10)和优选的自动停止/启动设备,借助于所述停止/启动设备,所述内燃机可在预定状态下自动地停用和启动,且所述混合动力车辆具有包括储能装置(9)的车载电气系统(1),所述储能装置(9)可在回收操作期间通过所述电机(10)充电能,其特征在于,所述电机(10)的回收操作的回收功率(P_act)设置如下:
(a)如果所述储能装置(9)的实际能量水平(E_act)低于或等于阈值(E_3),则设置为允许以所述电机的最大发电机能力的回收操作的第一值(P_max);以及
(b)如果所述储能装置(9)的实际能量水平(E_act)大于所述阈值(E_3),则设置为低于所述第一值(P_max)且允许以所述电机(10)的降低的发电机能力的回收操作的第二值(P_lim)。
2. 根据权利要求1所述的方法,其特征在于,回收能量(E_rec)对于所述机动车辆的实际操作状态预计,所述回收能量指出如果所述机动车辆从当前驾驶状态开始至少制动到速度阈值(v_min)将能够回收多少能量,其中所述速度阈值优选指出速度限制,高于所述速度限制,可在所述回收操作期间回收能量,且低于所述速度限制,回收操作不可能。
3. 根据权利要求2所述的方法,其特征在于,所述阈值(E_3)限定为所述储能装置(9)的最大能量水平(E_max)与预计回收能量(E_rec)之间的差异。
4. 根据权利要求2或3所述的方法,其特征在于,所述预计回收能量(E_rec)取决于实际车辆速度、平均车辆减速、车载电气系统负载和所述回收操作的最大发电机能力(P_max)确定。
5. 根据前述权利要求中的任一项所述的方法,其特征在于,所述阈值(E_3)在驾驶期间连续地再计算。
6. 根据前述权利要求2至5中的任一项所述的方法,其特征在于,所述储能装置(9)的能量水平的最小阈值(E_min)取决于所述预计回收能量(E_rec)和对于停止/启动操作的电动机停止阶段平均需要的最小能量(E_stop)确定。
7. 根据权利要求6所述的方法,其特征在于,对于停止/启动操作的电动机停止阶段平均需要的所述最小能量(E_stop)确定为停止/启动操作的停止阶段期间所述启动/停止操作的电动机启动能量(E_1)和车载电气系统供应的能量要求(E_2)的和,其中所述车载电气系统供应的能量要求(E_2)取决于所述停止阶段中的所述车辆的平均静止时间和平均车载电气系统负载确定。
8. 根据权利要求6和7中的任一项所述的方法,其特征在于,如果所述储能装置的实际能量水平(E_act)和所述预计回收能量(E_rec)的和大于所述最小能量(E_stop),所述最小阈值(E_min)设置为低于对于停止/启动操作的电动机停止阶段平均需要的所述最小能量(E_stop)的值。
9. 根据权利要求6至8中的任一项所述的方法,其特征在于,
(a)所述最小阈值(E_min)在驾驶期间连续地再计算;和/或
(b)当在驾驶期间低于所述储能装置的最小阈值(E_min)时,所述储能装置的能量水平(E_act)借助于升高所述内燃机的负载点来提高;和/或
(c)如果所述储能装置中的能量水平(E_act)在停止阶段期间下降到对应于所述电动机启动能量(E_1)的值,则所述内燃机在停止阶段中启动。
10. 根据前述权利要求中的任一项所述的方法,其特征在于,所述电机(10)的回收操作的回收功率(P_act)的第二值(P_lim)设置如下:
(a)在各种情况下设置成使得,如果机动车辆从当前驾驶状态至少制动到速度阈值(v_min),则所述储能装置在随后的回收过程结束时充满,其中所述速度阈值优选指出速度限制,高于所述速度限制,可在所述回收操作期间回收能量,且低于所述速度限制,回收操作不可能;和/或
(b)根据公式P_lim = ((E_max – E_act) +
P_on-board*t_rec))/ t_rec计算,其中E_max指出最大能量水平,且E_act指出所述储能装置(9)的实际能量水平,且P_on-board指出平均车载电气系统负载,且t_rec指出对于回收过程的持续时间的估计,其可从所述实际车辆速度(v_act)与所述速度阈值(v_min)之间的差除以假定的平均车辆减速来估计。
11. 一种用于控制混合动力车辆中的回收操作的设备,所述混合动力车辆包括内燃机、电机(10)和自动停止/启动设备,借助于所述停止/启动设备,所述内燃机可在预定状态下自动地停用和启动,且所述混合动力车辆具有包括储能装置(9)的车载电气系统(1),所述储能装置(9)可在所述回收操作期间通过所述电机(10)充电能,其特征在于,所述设备设计成执行根据权利要求1至10中的任一项所述的方法。
12. 一种具有根据权利要求11所述的设备的机动车辆,特别是公用车辆。
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