CN109843685A - 用于执行蠕动充电运行的方法和用于其的混合动力传动系 - Google Patents

用于执行蠕动充电运行的方法和用于其的混合动力传动系 Download PDF

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CN109843685A
CN109843685A CN201780063403.2A CN201780063403A CN109843685A CN 109843685 A CN109843685 A CN 109843685A CN 201780063403 A CN201780063403 A CN 201780063403A CN 109843685 A CN109843685 A CN 109843685A
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transmission
sub
wriggling
charging
motor
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CN109843685B (zh
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雅克·普罗斯特
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Magna Pt Co Ltd
Magna PT BV and Co KG
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Magna Pt Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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  • Engineering & Computer Science (AREA)
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  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明涉及一种用于借助于机动车辆的混合动力传动系(10)执行蠕动充电运行的方法，其中所述混合动力传动系(10)具有内燃机(12)和双离合变速器(16)，所述双离合变速器包含第一摩擦离合器(20)、第一子变速器(22)、第二摩擦离合器(24)和第二子变速器(26)，其中电机(34)与所述第二子变速器(26)的输入端连接，其中所述电机(34)与电储能器(40)连接并且构成用于在发电机运行中给所述电储能器(40)充电，其中所述蠕动充电运行包含：在蠕动行驶期间给所述电储能器(40)充电，在所述蠕动行驶中所述第一摩擦离合器(20)在滑动运行中将驱动功率从所述内燃机(12)传输到所述第一子变速器(22)中，其中所述蠕动充电运行设计为具有至少一个充电阶段(LP)和至少一个中间阶段(ZP)的交替的运行，在所述充电阶段中给储能器(40)充电，在所述中间阶段中不给所述储能器充电。

Description

用于执行蠕动充电运行的方法和用于其的混合动力传动系
技术领域
本发明涉及一种借助于机动车辆的混合动力传动系来执行蠕动充电运行的方法，其中混合动力传动系具有内燃机和双离合变速器，所述双离合变速器包含第一摩擦离合器、第一子变速器、第二摩擦离合器和第二子变速器，其中电机与第二子变速器的输入端连接，其中电机与电储能器连接并且构成用于，在发电机运行时给电储能器充电，其中蠕动充电运行包含：在蠕动行驶期间给储能器充电，其中第一摩擦离合器在滑动运行中将驱动功率从内燃机传输到第一子变速器中。
此外，本申请涉及上述类型的混合动力传动系，其中控制装置构成和设计用于执行上述类型的方法。
背景技术
集成有双离合器变速器的混合动力传动系实现多种混合动力功能，其中电机连接在子变速器的输入端上。例如经由在其输入端上连接有电机的子变速器使得电的行驶运行是可行的。纯内燃机的运行利用这两个子变速器是可行的，其中能够以不中断牵引的方式执行换挡。叠加运行或加速运行同样是可行的。
此外可行的是，当电机处于发电机运行时，即例如在制动时进行再生或者也通过提高内燃机的负载点的方式，给电储能器充电。在这种情况下，内燃机被操控为，使得所述内燃机除了行驶功率要求外还提供附加的功率，所述附加的功率于是可用于驱动电机从而给储能器充电。
这种充电运行在此一方面可如此实现：与电机相关联的子变速器与输出装置脱耦并且与电机相关联的摩擦离合器被闭合，使得用于推进机动车辆的驱动功率例如经由第一摩擦离合器传输，而用于驱动电机的功率出于给储能器充电的目的经由第二摩擦离合器传输。
通常也可以考虑的是，经由第一离合器传输全部组合的功率，其中在这种情况下与电机相关联的子变速器与输出装置耦联并且与电机相关联的第二摩擦离合器被打开。在后一种情况下，第一离合器不仅必须传输用于推进机动车辆的功率而且必须传输用于给储能器充电的功率。
通常在离合器完全闭合时进行功率传输，使得在该离合器中产生的摩擦功率归零。
然而，借助于这种动力传动系也使得所谓的蠕动行驶是可行的。在这种情况下，机动车辆的速度小于如下速度，在所述速度中内燃机以最小转速(例如空转转速)旋转并且在双离合变速器中接通最低的前进挡(通常为前进挡1)。如果车辆应当以这种低于最小速度的蠕动速度来运动，那么与最低的挡相关联的摩擦离合器必须在滑动下运行。在这种情况下，在传输该功率的离合器中产生摩擦功率，所述摩擦功率是行驶力矩或起动力矩的函数，并且必要时也是充电力矩的函数。
当车辆例如应当保持在斜坡上时，于是出现类似的状态，而不操作制动器(所谓的坡路保持功能)。
在这种情况下也优选的是，内燃机提供驱动功率，所述驱动功率一方面经由与起动挡相关联的摩擦离合器传输。在该摩擦离合器中于是产生如下摩擦力矩，所述摩擦力矩对应于起动力矩。另一方面，如果在该状态中仍应当给电储能器充电，那么经由与电机相关联的另一离合器传输内燃机的功率，其中与电机相关联的离合器在这种情况下同样对应于充电力矩产生摩擦功率或者完全地闭合，在所述情况中在该离合器中基本上不产生摩擦力矩。
因为上述行驶状态“蠕动行驶”和“坡路保持”通常能够持续较长的时间，所以在这种情况下会引起至少如下离合器的大的热负荷，经由所述离合器传输起动力矩。
发明内容
在该背景下本发明的目的是，提出一种用于执行蠕动充电运行的改进的方法。
上述目的通过根据权利要求1所述的用于借助于机动车辆的混合动力传动系来执行蠕动充电运行的方法来实现，其中混合动力传动系具有内燃机和双离合变速器，所述双离合变速器包含第一摩擦离合器、第一子变速器、第二摩擦离合器和第二子变速器，其中电机与第二子变速器的输入端连接，其中电机与电储能器连接并且构成用于在发电机运行中给电储能器充电，其中蠕动充电运行包含：在蠕动行驶期间给储能器充电，其中第一摩擦离合器在滑动运行中将驱动功率从内燃机传输到第一子变速器中，并且其中蠕动充电运行设计为交替的运行，其具有至少一个充电阶段和至少一个中间阶段，在所述充电阶段中给储能器充电，在所述中间阶段中不给储能器充电。
此外，上述目的通过上述类型的混合动力传动系实现，其中控制设备构成和设计用于执行根据本发明的方法。
通过将蠕动充电运行设计为交替的运行，能够降低从内燃机处传输驱动功率的第一摩擦离合器的热负荷。
通常在此可以考虑的是，在中间阶段中例如简单地打开第二摩擦离合器和/或电机进入空转状态，以便以这种方式中断充电过程。在这种情况下优选的是，以相应的方式调整(尤其降低)由内燃机提供的功率，以便执行具有恒定的速度的蠕动行驶。
而在充电阶段中，在该实施方式中可行的是，例如相对于所要求的平均充电功率提高充电功率。
换言之，如果要求特定的充电功率，那么在交替的充电运行中在蠕动行驶期间可行的是，在充电阶段以较高的功率充电而在中间阶段中不充电，使得在关于充电阶段和中间阶段的时间平均中实现所要求的充电功率。
然而，在一个优选的实施方式中提出，在中间阶段中电机作为马达运行并且提供用于蠕动行驶的驱动功率，使得能够进一步降低内燃机的经由第一摩擦离合器传输的驱动功率。
换言之，在这种情况下在中间阶段中建立加速运行，其中对于蠕动行驶而言不仅经由第一摩擦离合器传输内燃机的驱动功率而且传输电动机的驱动功率，优选经由第二子变速器传输电动机的驱动功率。
这实现：在中间阶段中再次明显降低第一摩擦离合器的热负荷，其中在充电阶段中再次以与所要求的充电功率相比更高的充电功率来充电，以便最后在关于充电阶段和中间阶段的时间平均中能够提供所要求的充电功率。
根据另一优选的实施方式，在充电阶段中闭合第二摩擦离合器，使得驱动功率从内燃机经由第二摩擦离合器输送给电机，所述电机作为发电机运行并且提供用于给储能器充电的电能。
第二摩擦离合器在此能够优选完全闭合，使得在这种情况下在第二摩擦离合器中基本上不产生相关的摩擦功率并且就此而言对于第二摩擦离合器不会出现热临界状态。
根据另一整体上优选的实施方式，第二子变速器在充电阶段中与传动系的输出装置脱耦。
换言之，在第二子变速器中所有切换离合器优选是打开的。由此能够以不受输出装置处的状况影响的方式进行电机的充电。
此外整体上有利的是，第二子变速器在中间阶段中与传动系的输出装置耦联。
经由第二子变速器与输出装置的耦联，例如能够建立加速运行，而在中间阶段中第二摩擦离合器不被闭合。换言之，在中间阶段中第二摩擦离合器优选是打开的。
通常可行的是，第一子变速器与双离合变速器的奇数的前进挡相关联而第二子变速器与偶数的前进挡相关联。然而同样可行的是，第一子变速器与双离合变速器的偶数的前进挡相关联而第二子变速器与奇数的前进挡相关联。
此外整体上有利的是，第一子变速器与双离合变速器的奇数的前进挡相关联并且在蠕动充电运行期间在第一子变速器中接入前进挡1，即一般用于起动的起动挡。
由此能够执行具有在第一摩擦离合器的输入元件和输出元件之间的尽可能小的转速差的蠕动行驶。
根据另一优选的实施方式，在此第二子变速器与偶数的前进挡相关联，其中在第二子变速器中在中间阶段期间接入前进挡2。
在这种情况下，加速运行能够经由前进挡2建立。这实现：出于蠕动行驶的目的并且出于减少第一摩擦离合器的负载的目的在输出装置上提供高的力矩。另一方面，在必要时后续的运行中保持接入第二挡，以便例如建立常规的内燃机的行驶模式。
此外有利的是，储能器在充电阶段中以充电功率来充电，其中储能器在中间阶段中以加速功率来放电，其中充电功率的量值大于加速功率的量值。
充电功率与加速功率的比值优选在1.5:1至6:1的范围中，尤其在2:1至4:1的范围中。
通常在上述类型的动力传动系中可行的是，经由与电机相关联的第二摩擦离合器传输用于储能器的所期望的充电功率(在内燃机的负载点提高时)。如果用于将驱动功率传输到第一子变速器上的第一摩擦离合器具有转速差，即例如在起动或者蠕动时，那么力矩必须较高并且引起该离合器的较高的热负荷。通过交替的运行能够实现：在离合器的热负荷较低时实现所要求的充电功率，其方式是，在充电阶段中以明显更高的充电功率充电，使得平均上实现所要求的充电功率。
整体上因此产生较长的蠕动时间或者实现较高的平均充电功率。随后达到摩擦离合器的热极限。充电阶段的持续时间与中间阶段的持续时间的比值优选在0.25:1至4:1的范围中，尤其在0.5:1至2:1的范围中，优选为1:1。
需理解的是，之前所提到的并且接下来仍将阐述的特征不仅可在分别提出的组合中使用，而且也可在其它组合中使用或者单独使用，而不脱离本发明的范围。
附图说明
本发明的实施例在附图中示出并且在接下来的描述中详细阐述。附图示出：
图1示出在充电阶段期间根据本发明的混合动力传动系；
图2示出在中间阶段期间图1的混合动力传动系；以及
图3示出电机功率关于时间的时间流程图和其它变量在建立交替的蠕变充电运行时的时间流程图。
具体实施方式
在图1中示意性地示出机动车辆的动力传动系并且通常以10表示。动力传动系10包含内燃机12、出自燃料罐14的燃料。此外，动力传动系10包含双离合变速器16。双离合变速器16包含双离合装置18，所述双离合装置具有第一摩擦离合器20。第一摩擦离合器20的输入元件与内燃机12连接。第一摩擦离合器20的输出元件与用于奇数的前进挡的第一子变速器22连接。23示意性地表明第一子变速器22的切换离合器，借助于所述切换离合器能够切换第一子变速器的挡。
双离合装置18还包含第二摩擦离合器24，所述第二摩擦离合器的输入元件同样与内燃机12连接。第二摩擦离合器24的输出元件与第二子变速器26连接，所述第二子变速器与偶数的前进挡相关联。27示意性地表明第二子变速器26的切换离合器。
第一子变速器的切换离合器23和第二子变速器的切换离合器27分别用于使第一或第二子变速器22、26与输出装置28耦联或者脱耦。
输出装置28与动力传动系10的差速器30连接，其中差速器30用于将驱动功率分配到被驱动的轮32L、32R上。
动力传动系10还包含电机34，所述电机与第二子变速器26的输入端连接。所述连接装置例如能够是将电机34与第二子变速器26的输入轴连接的正齿轮组，或者是将电机34与第二子变速器26的轮组连接的正齿轮组。
38表示控制装置，所述控制装置用于操控电机34并且必要时能够承担其它控制功能。
40示意性地示出电储能器，例如电池，所述电储能器同样由控制装置38控制，并且所述电储能器与电机34电连接，以便要么给电机提供用于马达运行的电功率要么在发电机运行中从电机中获得电功率。
在图1中还示出，内燃机以转速nV旋转并提供扭矩TV。相应示出，电机36以转速nEM旋转并且提供扭矩TEM。在输出装置28上测量转速nAB并且提供输出力矩TAB。
图1以示意性的方式示出交替的蠕动充电运行的充电阶段LP。
在蠕动充电运行中电储能器40在蠕动行驶期间充电，其中第一摩擦离合器将驱动功率从内燃机12在滑动运行中传输到第一子变速器22中。在第一子变速器22中在此通过切换相关联的切换离合器23优选接入通常所使用的起动挡，尤其前进挡1，使得驱动功率被传输到输出装置28上。
在蠕动行驶中速度低至使得第一摩擦离合器20必须在滑动中运行，以便避免内燃机22的转速掉落至低于最小转速(例如空转转速)。
因此在蠕动行驶期间在第一摩擦离合器20中通常产生摩擦功率，如在图1中示意性通过箭头在第一摩擦离合器20处所表明的那样。
在图1中示出的充电阶段中，第二摩擦离合器24完全地闭合，并且第二子变速器26的所有切换离合器27是打开的，使得第二子变速器26出于空挡置中。因此，由内燃机12提供的功率被分为用于推进机动车辆的驱动功率和用于给电储能器40充电的充电功率。
蠕动充电运行根据本发明设计为交替的运行，所述交替的运行包含至少一个在图1中示出的充电阶段和至少一个中间阶段，在所述充电阶段中储能器40被充电，在所述中间阶段中储能器40不被充电。
中间阶段因此能够通过如下方式建立：第二摩擦离合器24被打开。在这种情况下，必要时为了维持恒定的蠕动行驶需要降低内燃机12的驱动功率。而在充电阶段中，于是能够以较高的充电功率充电，使得在充电阶段和中间阶段上平均可实现所要求的充电功率。
然而，在一个优选的实施方式中，在中间阶段中发生所谓的加速运行。这在图2中在ZP中示出。在这种情况下第二摩擦离合器24是打开的而第一摩擦离合器20始终在滑动中运行，以便实现蠕动行驶，更确切地说，利用通过内燃机12产生的驱动功率。然而与此同时电机36提供驱动功率来推进机动车辆，为此关闭第二子变速器26的切换离合器27中的一个，尤其与前进挡2相关联的切换离合器。因此，建立加速运行，其中驱动功率不仅由电机36提供而且由内燃机提供。
因为因此内燃机12仅须提供较小的驱动功率，所以能够在根据图2的中间阶段ZP期间降低在第一摩擦离合器20中产生的摩擦功率。
图3示出时间流程图，其中电机的功率PEM以实线示出，其中示出关于时间的平均充电功率更确切地说，通过由点组成的曲线示出，其中在输出装置28处提供的扭矩TAB通过由三角形构成的线示出并且其中由第一摩擦离合器20传输的扭矩T20通过虚线示出。
可以看到，在图3的时间流程图中示出的蠕动充电运行中实现交替的运行，其中中间阶段ZP和充电阶段LP进行交替。中间阶段和充电阶段能够分别具有在1秒至20秒的范围中的持续时间，优选在3秒至10秒的范围中，尤其在3秒至7秒的范围中。
还可以看到，在中间阶段ZP中由电机分别提供呈加速功率PB形式的、在大致1500瓦的水平中的正的驱动功率PEM。在充电阶段LP中分别由电机36接收相应地在此负地示出的、在-4500瓦的水平中的充电功率PL。由此产生-1500瓦的平均的充电功率
此外可以看到，在中间阶段ZP中明显降低由摩擦离合器20传输的扭矩T20，使得在中间阶段期间明显降低摩擦离合器20的热负荷。
在输出装置上提供的扭矩TAB在蠕动充电运行时优选保持恒定，如通过由三角形构成的线所示出的那样。
在中间阶段ZP中“缺少的”扭矩由电机36提供。
所给出的功率值仅是示例值。也可行的是，以例如6000瓦的充电功率PL充电并且以2000瓦的加速功率PB工作，使得平均可实现2000瓦(在量值上)的充电功率。其它值组合和/或中间阶段与充电阶段的持续时间的比值自然以相应的方式是可行的。
此外显而易见的是，图3的图表针对恒定的、在输出装置上提供的扭矩TAB示出。如果根据驾驶员要求需设定不同的力矩，那么其它参数能够以相应的方式来调整。
相对于如下蠕动充电运行，能够在根据本发明的交替的运行中使第一摩擦离合器20中的平均摩擦功率减少大约20％，在所述蠕动充电运行中持续地经由第一摩擦离合器传输驱动功率并且持续地闭合第二摩擦离合器从而持续地产生充电功率。

Claims (9)

1.一种用于借助于机动车辆的混合动力传动系(10)执行蠕动充电运行的方法，其中所述混合动力传动系(10)具有内燃机(12)和双离合变速器(16)，所述双离合变速器包含第一摩擦离合器(20)、第一子变速器(22)、第二摩擦离合器(24)和第二子变速器(26)，其中电机(34)与所述第二子变速器(26)的输入端连接，其中所述电机(34)与电储能器(40)连接并且构成用于在发电机运行中给所述电储能器(40)充电，其中所述蠕动充电运行包含在蠕动行驶期间给所述电储能器(40)充电，在所述蠕动行驶中所述第一摩擦离合器(20)在滑动运行中将驱动功率从所述内燃机(12)传输到所述第一子变速器(22)中，
其中所述蠕动充电运行设计为交替的运行，所述交替的运行具有至少一个充电阶段(LP)和至少一个中间阶段(ZP)，在所述充电阶段中给储能器(40)充电，在所述中间阶段中不给所述储能器充电。
2.根据权利要求1所述的方法，其中在所述中间阶段(ZP)中使所述电机(34)作为马达运行并且提供用于所述蠕动行驶的驱动功率，使得能够降低所述内燃机(12)的经由所述第一摩擦离合器(20)传输的驱动功率。
3.根据权利要求1或2所述的方法，其中在所述充电阶段(LP)中所述第二摩擦离合器(24)闭合，使得驱动功率从所述内燃机(12)经由所述第二摩擦离合器(24)输送给所述电机(34)，所述电机作为发电机运行并且提供用于给所述储能器(40)充电的电能。
4.根据权利要求1至3中任一项所述的方法，其中所述第二子变速器(26)在所述充电阶段(LP)中与所述动力传动系(10)的输出装置(28)脱耦。
5.根据权利要求1至4中任一项所述的方法，其中所述第二子变速器(26)在所述中间阶段(ZP)中与所述动力传动系(10)的输出装置(28)耦联。
6.根据权利要求1至5中任一项所述的方法，其中所述第一子变速器(22)与奇数的前进挡相关联，并且在所述蠕动充电运行期间在所述第一子变速器(22)中接入前进挡1。
7.根据权利要求1至6中任一项所述的方法，其中所述第二子变速器(26)与偶数的前进挡相关联，并且在所述中间阶段(ZP)期间在所述第二子变速器(26)中接入前进挡2。
8.根据权利要求2至7中任一项所述的方法，其中所述储能器(40)在所述充电阶段(LP)中以充电功率(PL)充电，其中所述储能器(40)在所述中间阶段(ZP)中以加速功率(PD)放电，并且其中所述充电功率(PL)的量值大于所述加速功率(PD)的量值。
9.一种混合动力传动系(10)，具有内燃机(12)和双离合变速器(16)，所述双离合变速器包含第一摩擦离合器(20)、第一子变速器(22)、第二摩擦离合器(24)和第二子变速器(26)，其中电机(34)与所述第一子变速器(26)的输入端(36)连接，其中所述电机(34)与电储能器(40)连接并且构成用于在发电机运行中给储能器(40)充电，并且所述混合动力传动系具有控制装置(38)，所述控制装置构成和设计用于执行根据权利要求1至8中任一项所述的方法。
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