CN109649369A - 行驶里程增加的插电式混合动力电动车辆 - Google Patents

行驶里程增加的插电式混合动力电动车辆 Download PDF

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CN109649369A
CN109649369A CN201811147450.8A CN201811147450A CN109649369A CN 109649369 A CN109649369 A CN 109649369A CN 201811147450 A CN201811147450 A CN 201811147450A CN 109649369 A CN109649369 A CN 109649369A
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reciprocating
torque
voltage generator
engine
piston engine
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托比·乔恩·威尔金森
詹姆斯·福斯特
彼得·乔治·布里特
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
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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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  • Engineering & Computer Science (AREA)
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  • Combustion & Propulsion (AREA)
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Abstract

公开了一种行驶里程增加的插电式混合动力电动车辆5，其具有高压发电机22，该高压发电机22通过往复式活塞发动机10经由联轴器11驱动，该联轴器11包括紧固于往复式活塞发动机10的曲轴10C上的飞轮11F、弹性旋转驱动器11S和可驱动地连接到高压发电机22的输入轴22S上的驱动盘11D。电子控制器31用于模拟来自往复式活塞发动机10的输出扭矩(T)的变化并基于模拟的扭矩变化控制高压发电机22所需的驱动扭矩(G)。

Description

行驶里程增加的插电式混合动力电动车辆
技术领域
本发明涉及机动车辆，尤其涉及行驶里程增加的插电式混合动力电动车辆，该插电式混合动力电动车辆具有驱动高压发电机的往复式活塞发动机。
背景技术
行驶里程增加的插电式混合动力电动车辆(Plug-in Hybrid Electric Vehicle，PHEV)通常具有连接到常规的往复式活塞内燃发动机的高压发电机。PHEV被配置为具有车载高压电池，在PHEV停车时通过将车载高压电池连接到主电网来对其充电。然后，存储在高压电池中的电能被用于为高压电牵引马达提供动力以驱动PHEV的一个或多个车轮。
当高压电池的荷电状态下降到低于预定水平时，使用电机来起动发动机，或者使用单独的起动机马达来起动发动机以启动它，并且当它运转时，来自发动机的扭矩被高压发电机用来产生电能，使得即使高压电池几乎耗尽，PHEV也能继续行驶。
然而，往复式活塞发动机产生可能会对高压发电机造成损害的扭转振动，并且因此常规的做法是在发动机的标准飞轮上增加一个较大的附加质量，或者使用双质量飞轮以将这些振动的大小减小到可接受的水平。通过利用(一个或多个)较重的飞轮的旋转质量的惯性，添加的额外质量确保了发动机在运行时更平稳地旋转。
然而，这可能需要将10kg添加到1升发动机的标准飞轮中以实现期望的效果，并且这具有许多缺点。
首先，因为必须运输额外的质量，所以当PHEV在电动模式下运行时，额外的重量减小了范围。由于需要加速较重的车辆并且由于在发动机运转时加速较重的飞轮所需的额外能量而对发动机的燃料经济性具有负面影响，因此额外的质量还将降低PHEV的性能。
发明内容
本发明的一个目的是提供一种行驶里程增加的插电式混合动力电动车辆，其克服或最小化上述缺点。
根据本发明，提供一种行驶里程增加的插电式混合动力电动车辆，其具有往复式活塞发动机、包括驱动至少一个车轮的变速器的传动系、包括低压电存储装置和电子控制器的低压电系统、以及高压电系统，高压电系统包括通过往复式活塞发动机经由联轴器驱动的高压发电机、用于存储来自外部主电源的电能输入的高压电存储装置、电连接到高压存储装置并且布置成选择性地驱动变速器的高压电牵引马达，其中，当往复式活塞内燃发动机运行时，可操作电子控制器以使用模型，基于指示往复式活塞发动机的运行的一个或多个输入产生来自往复式活塞发动机的预期扭矩变化的输出，并且使用来自模型的扭矩变化的输出来控制高压发电机的运行。
可以控制高压发电机以改变驱动它所需的扭矩，以便补偿发动机输出扭矩的预期变化。
高压发电机的运行的控制可以包括通过高压发电机的固定励磁机磁场线圈来改变电流的大小。
电子控制器可以被布置成将来自模型的预期扭矩变化的输出模型提供到驱动路径的动态系统模型，并且使用来自动态系统模型的输出来控制高压发电机的运行，其中驱动路径为从发动机至高压发电机。
可以控制高压发电机，使得驱动该高压发电机所需的扭矩相对于往复式活塞发动机的预期扭矩变化发生相移，从而引导往复式活塞发动机的预期扭矩变化。
由模型产生的预期扭矩变化的输出可部分地基于指示往复式活塞发动机的曲轴的旋转速度的输入。
由模型产生的预期扭矩变化的输出可部分地基于指示往复式活塞发动机的曲轴的旋转位置的输入。
由模型产生的预期扭矩变化的输出可部分地基于指示往复式活塞发动机所要满足的扭矩需求的输入。
由模型产生的预期扭矩变化的输出可以基于往复式活塞发动机的气缸数量和往复式活塞发动机的燃烧正时。
联轴器可包括紧固于往复式活塞发动机的曲轴的一端上的预定惯性的飞轮、比可驱动地连接到高压发电机的输入轴的飞轮惯性低的驱动盘和可驱动地将飞轮连接到驱动盘的弹性旋转驱动器。
附图说明
现在将参考附图以示例的方式描述本发明，其中：
图1是根据本发明的行驶里程增加的插电式混合动力电动车辆(PHEV)的示意图；
图2是形成图1中所示的PHEV的一部分的电子控制器的示意图；
图3是显示PHEV的往复式活塞发动机经由联轴器连接至PHEV的高压发电机的示意图；以及
图4是发动机输出扭矩(T)和发电机驱动扭矩(G)随时间变化之间的关系的示意图。
具体实施方式
具体参考图1至图3，其示出了行驶里程增加的插电式混合动力电动车辆5，该车辆5具有：往复式活塞发动机10(例如汽油或柴油内燃发动机)，该往复式活塞发动机10经由联轴器11驱动高压发电机22；传动系，该传动系包括经由包括差速器16和后驱动轴18的传动系驱动一对后轮7的变速器15、一对前轮6；高压电系统20；以及低压电系统30。应当理解，在其他实施例中，变速器15可以布置成仅驱动前车轮6或所有车轮6、7。变速器15可以是能够提供高压电牵引马达26和后轮7之间的两个或更多个驱动比的任何合适类型。
特别参考图3，联轴器11包括紧固于往复式活塞发动机10的曲轴10C的一端上的预定惯性的飞轮11F、比可驱动地连接到高压发电机22的输入轴22S的飞轮11F惯性小的驱动盘11D、以及可驱动地将飞轮11F连接到驱动盘11D的弹性旋转驱动器11S。弹性旋转驱动器11S可以例如包括插入在飞轮11F和驱动盘11D上的相应支承座之间的多个压缩弹簧。压缩弹簧相对于以曲轴10C和高压发电机22的输入轴22S之间延伸的纵向旋转轴线X-X为中心的圆切向布置。这种弹性旋转驱动装置通常用于摩擦离合器驱动的盘中和双质量飞轮中，并且因此这里将不再详细描述。
这种联轴器的一个优点是，与用于这种发动机的标准飞轮相比，联轴器11的附加质量不会大大增加总质量。
这种联轴器的另一个优点是它具有相对简单的结构并且可以低成本生产。
应当理解，由发动机10提供的扭矩表示输入到包括飞轮11F、弹性旋转驱动器11S和驱动盘11D的联轴器的动态力，该动态力在使用中被传递到高压发电机22的输入轴22S。
高压电系统20包括：高压发电机22，该高压发电机22经由联轴器11通过发动机10驱动；高压配电模块24；高压电存储装置，该高压电存储装置是以48伏电池组25的形式以存储来自外部主电源的电能输入，并且其可经由电源连接器21选择性地连接至外部主电源；高压电牵引马达26，该高压电牵引马达26可电连接到高压存储装置25并且被布置成选择性地驱动变速器15；以及AC(交流电，Alternating Current)至DC(直流电，Direct Current)转换器28，并且其在此示例的情况下将电能提供给低压电池32以对其再充电。
低压电系统30包括：以12伏电池32形式的低压电存储装置；电子控制器31；以及驾驶员需求输入装置，该驾驶员需求输入装置是以连接到加速器踏板的位置传感器33的形式，以将信号提供至指示驾驶员需求的电子控制器31。
在该示例的情况下，高压配电模块24包括控制模块24C和AC至DC转换器24T，该控制模块24C用于控制高压电系统20中形成高压电系统20的各个部件之间的高压电流，该AC至DC转换器24T将电源交流电转换为存储在高压电池25中的高压直流电。应当理解，在一些替代实施例中，AC至DC转换器24T的功能可以由外部单元执行，使得当连接到主电源时，电源连接器21接收正确电压的直流电源以存储在高压电池25中。高压配电模块24的控制模块24C可操作地连接到低压电系统30的电子控制器31并由该电子控制器控制。
应当理解，电子控制器31可以由多个连接的电子单元形成，但是如图1和2中所示，单个单元被布置成控制发动机10、高压发电机22的运行和流向机动车辆5的各个部件的高压电力。
在该示例的情况下，高压发电机22是以无刷交流发电机的形式，其包括在一个轴上端对端地构建的两个交流发电机。两个交流发电机中的较大型或主要的交流发电机产生来自高压发电机22的高压电力输出，并且较小的交流发电机形成用于主交流发电机的励磁交流发电机。通常被称为旋转整流器总成的桥式整流器安装在转子上。励磁交流发电机具有固定磁场线圈和旋转电枢，并且主交流发电机使用具有旋转磁场和固定电枢的相反配置。应当理解，可以使用其他类型的发电机，并且本发明不限于使用这种发电机。
电子控制单元31被布置成改变通过励磁交流发电机的固定励磁机磁场线圈的直流电流的量，从而改变励磁交流发电机的3相输出。该3相输出由安装在转子上的旋转整流器总成整流，并且所得到的DC提供主交流发电机的旋转场并因此提供交流发电机输出。其效果是较小的DC励磁机电流间接地控制来自高压发电机22的主交流发电机部分的高压输出。
高压配电模块24的控制模块24C被布置成以多种不同的操作模式控制高压电流，在下面简要地阐述了其非限制性示例。
a/当需要驱动机动车辆5并且高压电池25中存储有足够的电力时，控制模块24C将来自高压电池25的高压电能提供至高压电牵引马达26；
b/当需要驱动机动车辆5并且高压电池25中存储的电力不足时，控制模块24C将来自高压发电机22的高压电能提供至高压电牵引马达26。当高压电池25的荷电状态下降到低于预定水平(例如但不限于20％)时，高压电池25中存储的电力不足。从高压发电机22向高压电牵引马达26提供高压电能，这将包括向电子控制器31提供发动机10需要运行以提供电力的信号；
c/当需要对高压电池25充电时，控制模块24C在连接到外部主电源时从电源连接器21向高压电池25提供高压电能；并且
d/当需要对低压电池32充电时，控制模块24C将高压交流电电能从高压发电机22提供到AC至DC转换器28，以对低压电池32充电。
在一些实施例中，当机动车辆5静止并且仍然需要对高压电池25充电时，允许发动机10继续运行并且由高压发电机22产生的电能经由AC至DC转换器(未示出)传输以对高压电池25再充电。
每当往复式活塞内燃发动机10运行时，电子控制器31使用燃烧模型35，基于指示往复式活塞发动机10的运行的一个或多个输入，由往复式活塞发动机10来产生预期扭矩变化的输出，并且如以前提到的，在该示例的情况下，改变通过高压发电机22的励磁交流发电机的固定励磁机磁场线圈的励磁电流的大小，使用输出的转矩变化来控制高压发电机22的运行。基本操作原理是控制高压发电机22以改变驱动它所需的扭矩，以便补偿来自发动机10的发动机输出扭矩的预期变化，从而不需要将非常重的飞轮紧固于发动机10上。应当理解，当来自发动机10的扭矩输出(T)变化时，它将导致曲轴10C的瞬时旋转速度的变化，但是如果驱动高压发电机22所需的扭矩(在本文中被称为发电机驱动扭矩(G))以类似的方式变化时，高压发电机22的输入轴22S的旋转速度上所产生的任何波动将显著减小。
现在参照图2，在该示例的情况下，电子控制器31包括扭矩设定点模块34，其功能是设定发动机10所需的扭矩输出，以便将所需水平的电能从高压发电机22提供至高压电牵引马达26，以满足来自机动车辆5的用户的需求。来自用户的对高压电牵引马达26的扭矩的需求被作为驾驶员需求输入而输入到电子控制器31，在这种情况下，驾驶员需求输入是以来自附接到加速器踏板的位置传感器33的输出的形式。
扭矩设定点模块34将指示设定扭矩水平的输出提供至来自发动机10的预期扭矩变化的燃烧模型35。应该理解，可改变来自发动机10的平均扭矩输出的大小以满足高压电牵引马达26的需求。
燃烧模型35接收多个附加输入，该附加输入包括指示往复式活塞发动机10的曲轴10C的旋转速度的输入和指示往复式活塞发动机10的曲轴10C的旋转位置的输入。
燃烧模型35使用所有这些输入以及与发动机配置相关的细节，例如发动机10的气缸数量和发动机10的燃烧正时，以产生指示来自发动机10的预期扭矩变化的输出。
来自模型35的预期扭矩变化的输出被提供给从发动机10到高压发电机22的驱动路径的动态系统模型36。
动态系统模型36使用来自燃烧模型35的输入和诸如从发动机10到高压发电机22的驱动路径的惯性和扭转刚度的参数，以从动态系统模型36产生电输出，如前所述，该动态系统模型36被用于通过改变励磁电流来控制高压发电机22的运行。
由于在从发动机10至高压发电机22的驱动路径中存在弹性旋转驱动器11S，因此驱动高压发电机22所需的驱动扭矩(G)相对于从发动机10预期的扭矩(T)被正相移δ(delta)的量，以便从发动机10引出预期扭矩(T)。这在图4中示出。还需要该相移来补偿用于控制系统的监测信号和来自发动机10的合成扭矩输出(T)之间的变化。
该正相移的效果是，当来自发动机10的扭矩输出(T)增加时，高压发电机22的驱动扭矩(G)在来自发动机10的输出扭矩(T)的预期增加之前增加，并且当来自发动机10的扭矩输出(T)减小时，在来自发动机10的输出扭矩(T)的预期减小之前减小，从而减小高压发电机22的输入轴的峰值加速度。
电子控制器31还包括用于确定机动车辆5的操作模式的模式选择模块37。也就是说，模式选择模块37决定何时使用来自高压电池25的电力为车辆5的高压电牵引马达26供电，以及何时必须通过运行发动机10来驱动高压发电机22来供应为车辆5的高压电牵引马达26提供所需的电力。
尽管在该示例的情况下，关于12伏的电压使用术语“低电压”，并且对于48伏的电压使用“高电压”，但是应当理解，本发明不限于这种电压的使用。
本领域技术人员将理解，尽管已经通过示例参考一个或多个实施例描述了本发明，但是本发明不限于所公开的实施例，并且可以在不脱离所附权利要求限定的发明范围的情况下构造替代实施例。

Claims (10)

1.一种行驶里程增加的插电式混合动力电动车辆，其具有：往复式活塞发动机；传动系，所述传动系包括驱动至少一个车轮的变速器；低压电系统，所述低压电系统包括低压电存储装置和电子控制器；以及高压电系统，所述高压电系统包括通过所述往复式活塞发动机经由联轴器驱动的高压发电机、用于存储来自外部主电源的电能输入的高压电存储装置、电连接到所述高压存储装置并且被布置成选择性地驱动所述变速器的高压电牵引马达，其中，当所述往复式活塞内燃发动机运行时，所述电子控制器可操作以使用模型基于指示所述往复式活塞发动机的运行的一个或多个输入产生来自所述往复式活塞发动机的预期扭矩变化的输出，并且使用来自所述模型的扭矩变化的所述输出来控制所述高压发电机的运行。
2.根据权利要求1所述的车辆，其中，所述高压发电机被控制以改变驱动它所需的扭矩，以便补偿发动机输出扭矩的预期变化。
3.根据权利要求1或2所述的车辆，其中，控制所述高压发电机的运行包括改变通过所述高压发电机的固定励磁机磁场线圈的电流大小。
4.根据权利要求1至3中任一项所述的车辆，其中，所述电子控制器被布置成将来自所述模型的预期扭矩变化的输出模型提供至从所述发动机到所述高压发电机的驱动路径的动态系统模型，并且使用来自动态系统模型的输出来控制所述高压发电机的运行。
5.根据权利要求4所述的车辆，其中，所述高压发电机被控制，使得驱动所述高压发电机所需的扭矩相对于所述往复式活塞发动机的所述预期扭矩变化发生相移，从而引导所述往复式活塞发动机的所述预期扭矩变化。
6.根据权利要求1至5中任一项所述的车辆，其中，由所述模型产生的预期扭矩变化的所述输出部分地基于指示所述往复式活塞发动机的曲轴的旋转速度的输入。
7.根据权利要求1至6中任一项所述的车辆，其中，由所述模型产生的预期扭矩变化的所述输出部分地基于指示所述往复式活塞发动机的曲轴的旋转位置的输入。
8.根据权利要求1至7中任一项所述的车辆，其中，由所述模型产生的预期扭矩变化的所述输出部分地基于指示所述往复式活塞发动机所要满足的扭矩需求的输入。
9.根据权利要求1至8中任一项所述的车辆，其中，由所述模型产生的预期扭矩变化的所述输出基于所述往复式活塞发动机的气缸的数量和所述往复式活塞发动机的燃烧正时。
10.根据权利要求1至9中任一项所述的车辆，其中，所述联轴器包括紧固于所述往复式活塞发动机的曲轴的一端上的预定惯性的飞轮、比可驱动地连接到所述高压发电机的输入轴的飞轮惯性低的驱动盘、以及可驱动地将所述飞轮连接到所述驱动盘的弹性旋转驱动器。
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