CN109952225A - 控制混合动力传动系的电力牵引系可用功率的方法和装置 - Google Patents

控制混合动力传动系的电力牵引系可用功率的方法和装置 Download PDF

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Publication number
CN109952225A
CN109952225A CN201780041040.2A CN201780041040A CN109952225A CN 109952225 A CN109952225 A CN 109952225A CN 201780041040 A CN201780041040 A CN 201780041040A CN 109952225 A CN109952225 A CN 109952225A
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electrically powered
voltage
power
machine
combustion engine
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CN109952225B (zh
Inventor
A·科特菲-谢里夫
L·梅里耶纳
L·勒马奥
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Renault SAS
Nissan Motor Co Ltd
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Renault SAS
Nissan Motor Co Ltd
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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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
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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
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Inverter Devices (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
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Abstract

一种用于控制动力传动系(GMP)的电力牵引系上的可用功率的方法，该动力传动系由以下各项组成：燃烧发动机，该燃烧发动机能够以不同的传动比将其转矩传递至车轮；第一电动机器(ME)；第二电动机器(HSG)，该第二电动机器交替地连接至该动力传动系(GMP)中的该燃烧发动机的输入轴或该第一电动机器(ME)的输入轴；以及向这些电动机器供电的电池，其特征在于，这些电动机器的供电电压由安排在该电池的端子与这些电动机器的端子之间的DC/DC电压转换器(13)建立，该转换器能够向这些电动机器施加与该电池电压(Ubat)相等的电压、或者实际上高于该电池电压的电压(Udc)。

Description

控制混合动力传动系的电力牵引系可用功率的方法和装置
技术领域
本发明涉及混合动力车辆的电力牵引系上的可用功率的控制。
更确切地，其目的是一种用于控制动力传动系的电力牵引系上的可用功率的方法，该动力传动系由以下各项组成：燃烧发动机，该燃烧发动机能够以不同的传动比将其转矩传递至车轮；第一电动机器第二电动机器，该第二电动机器交替地连接至该动力传动系中的该燃烧发动机的输入轴或该第一电动机器的输入轴；以及这些电动机器的供电电池。
背景技术
公开文件WO 2014/207332描述了这种类型的具有多个电动式、燃烧式、以及混合动力式的比率的混合动力驱动装置，在混合动力式比率中，燃烧发动机和至少一个电动机器的转矩沿车轮方向相加。燃烧产生的转矩以“燃烧”传动比传递至车轮，并且主电动机器的牵引转矩以“电动”比率传递。在混合动力模式(将燃烧和电力牵引组合)下的燃烧传动比变化期间，燃烧发动机的转矩中断。然后，驱动辅助电动机器的转矩以使燃烧发动机与其新比率同步，同时通过主电动机器向车轮提供转矩。
实际上，车辆的电气架构、尤其是主电动机器上的可用功率，限制了对其的输入。保持纯电力牵引直至相对较高的速度(例如，最大为80km/h)受到电池电压水平的限制。即使在满电量时，电压通常也太弱，而不能产生全部所希望的牵引电功率。这种现象随着电量状态的减少而恶化。当两个电动机器的功率可以组合时，尽管辅助电动机器输入功率(受到电压水平限制)，但电力牵引系的性能仍然不足。
此外，如果在燃烧比率变化期间几乎没有对燃烧扭矩的中断加以补偿，则车辆的驾驶员和乘客感觉到这种换挡类似于具有转矩间断的自动化的变速器的换挡。
因此，希望改善尤其是不可再充电的混合动力车辆上的电力牵引系的性能，以具有针对纯电动驱动的更高的功率、并且缓和在燃烧牵引系的比率变化期间感觉到的转矩间断。
发明内容
本发明的目的是增加可用功率，以提升电动驱动可达到的速度、并且减轻在燃烧传动比变化期间的功率缺口。
为此目的，本发明提出了这些电动机器的供电电压由安排在该电池的端子与这些电动机器的端子之间的DC电压[ML1]转换器建立，该转换器能够向这些电动机器施加与该电池电压相等的电压、或者高于该电池电压的电压。
此措施使得可以增加电力牵引系上的可用功率，尤其是在高速时。
在本发明的具体实施例中，当驾驶员通过其加速器踏板的加速请求保持较弱时，电压转换器在电动机器上施加该电池的电压，而当驾驶员请求强加速时，在这些电动机器上施加高于该电池电压的电压。
安排在电池的端子与电动机器的端子之间的DC电压[ML2]转换器可以根据所要求的条件施加与电池电压相等的电压、或高于该电池电压的电压。
本发明使得可以同时解决所列举的两个技术问题，这两个技术问题是例如在地面电力网上不可再充电的原动力混合动力传动系中遇到的，其中车载电压为约200V，并且容量相对较低为几百瓦特小时(Wh)。
本发明优选地用于动力传动系上，该动力传动系由以下各项组成：燃烧发动机，燃烧发动机连接至第一变速器输入轴，该燃烧发动机能够以不同的传动比将其转矩传递至车轮；第一电动机器，该第一电动机器连接至变速器的第二输入轴；以及第二电动机器，该第二电动机器交替地连接至变速器的第一输入轴或第二输入轴。
附图说明
参照附图阅读对本发明的具体实施例的以下说明将更好地理解本发明，在附图中：
-图1是混合动力架构简图，
-图2将其换挡曲线归结在一起，
-图3识别了相对于这些曲线所要求的比率，
-图4是电动机器的电路的简图，
-图5叠加了在强加速情况下的速度曲线和加速器踏板下压曲线，
-图6示出了电路中电压的相应变化，
-图7示出了功率的组合，并且
-图8展示了本发明针对燃烧比率变化的使用。
具体实施方式
图1的变速器1例如是“自动化”类型的，即其操作是手动变速器的操作，但是档位变换是自动的。该简图示出了称为HSG(意思是高压起动发电机)5的电动机器、以及实心主轴4上的燃烧发动机3。在空心主轴6上安装有比第一电动机器更强大、称为ME的另一电动机器2。变速器的副轴7连接至差速器(未示出)，然后连接至车辆的车轮。
位于副轴7上的第一爪式离合器8使得可以独立于变速器的其余部分而改变电动机器ME 2的比率，以便具有两个电动比率EV1和EV2。位于实心主轴4上的第二爪式离合器9使得可以独立于电动比率而改变燃烧发动机3的比率，以便独立于电动比率而建立两个燃烧比率Th2和Th4。位于传递轴10上的第三爪式离合器11使得可以在其向简图中的右侧移动时建立第三燃烧比率Th3。可以在每个时刻独立地选择第一电动机器ME 2上所希望的比率、以及燃烧发动机单元Mth 3和第二电动机器HSG 5上所希望的比率。燃烧比率和电动比率的组合使得可以产生混合动力比率，表示为HEVxy，其中x是燃烧发动机的比率，并且y是ME的比率。
图2中变速器的挡位变换曲线组在一起。变速器1使得可以根据“燃烧比率”和“电动比率”来建立两个电动比率ZE1和ZE2、以及四个混合动力比率Hyb21、Hyb22、Hyb32、Hyb42。曲线根据速度绘制了可实现的(车轮处的力，以牛顿为单位)对电动比率和混合动力比率的最大影响。
在预期使用中，可以同意目标比率总是(不管移动速度)电动比率ZEV，一旦这个比率使得可以执行驾驶员的转矩请求。默认地，接合比率成为最长的混合动力比率，从而使得可以执行该请求。在这些情况下，所请求的比率可以分布在图表上，如图3所示。此图使得可以识别在常规驱动期间可能发生的比率变化。可以看出，在完全加速时，大约在125km/h存在着从HEV22到HEV32的转换。对于这种换挡，必须将所建立的第二燃烧比率与驱动断开，以使燃烧发动机以其新比率同步。电池电压为270V时，第一机器ME可以提供35kW的功率。第二机器HSG可以提供25kW的功率，而燃烧发动机Mth提供70kW的功率。于是在换挡之前，变速器向车轮提供的总功率为105kW。在换挡之后，变速器提供基本上相同的功率(如果或在燃烧发动机的功率变化的情况下)。然而，在换挡过程中，燃烧发动机和HSG组件与车轮断开连接。于是，仅ME向车轮提供功率，即35kW。
在此挡位变换期间，动力传动系遭受功率缺口。在125km/h时，车辆的空气动力学特性所吸收的功率大约是25kW。在换挡过程中，可用于加速的功率实际上从80kW转到10kW。尽管主电动机器ME提供转矩，但这种加速度下降(87％)给驾驶员的印象是车辆不再加速。其感觉是一种提供有具有转矩间断的自动化的变速器的车辆。
这些问题的解决方案是通过控制此原动力传动系的电力牵引系上的可用功率，该原动力传动系主要由燃烧发动机Mth、两个电动机器ME和HSG、以及电动机器的供电电池组成，其中，主机器ME可以以不同的传动比将其转矩传递至车轮，并且辅助电动机器HSG交替地连接至燃烧发动机的输入轴或主电动机器ME的输入轴。
如上所指出，旨在改善这种动力传动系的电力牵引系的性能，尤其是如果其被安装在不可再充电的混合动力车辆上。目的是在长时间的电力牵引驱动期间具有更高的功率、以及缓和在燃烧牵引系的挡位变换期间车辆的驾驶员和使用者感觉到的转矩间断。
图4中突出显示了此双重问题的解决方案，该图示出了车辆的牵引电池12，该牵引电池通过DC-DC转换器13连接至两个电动机器ME、HSG的逆变器14、15，这些逆变器通过逆变器电容器16并联安装在电力网上。所提出的控制装置包括安排在电池12的端子和电动机器的端子之间的DC电压[ML3]转换器13。此转换器可以向这些电动机器施加与电池电压Ubat相等的电压、或者高于该电池电压的电压Udc。在这种装置中，电动机器ME、HSG的供电电压优选地通过安排在转换器13与其输入端子之间的逆变器14、15来调节。该装置还优选地包括位于转换器的输出端子之间的电容器16。根据此简图，本发明提供了增设在牵引电池与两个电动机器的逆变器之间的尤其是“升压”类型的DC-DC电压转换器。
图5至图8展示了本发明解决在“串联式混合动力”模式下长时间电动驱动期间的功率问题的方式，其中由燃烧发动机驱动来作为发电机的辅助电动机器向主电动机器提供补充电功率。
当驾驶员通过其加速器踏板的请求保持较弱时，主电动机器ME可以通过以电池12的电压供电来单独提供车辆的牵引。在这种情况下，DC-DC转换器13在电动机器上施加该电池的电压Ubat。辅助机器HSG不提供功率。
一旦驾驶员请求强加速(参见图5)，转换器13就向电动机器的电路施加高于电池电压Ubat的电压Udc(参见图6)。一旦辅助机器HSG由燃烧发动机驱动来作为发电机，电压上升就使得可以增加该辅助机器的发电功率水平PHSG(图7)。于是，主电动机器ME提供的电力牵引功率PM等于电池的功率PBAT与辅助电动机器的功率PHSG之和。
DC-DC转换器13还可以在燃烧比率变化期间在电动机器上施加高于电池电压Ubat的电压Udc。图8展示了在HEV22至HEV32比率变换期间(参见图2和图3)车辆中的功率分布，其中，燃烧发动机的速度从4500rpm降低至约3000rpm。
在换挡过程中应用的策略分为几个步骤。参考图中所展示的从第二燃烧比率变换至第三燃烧比率(Mth2至Mth3)的情况，这些步骤如下：
-步骤1，提升电压：一旦请求换挡(在t0)，转换器就将电压10调节至约400V的水平；
-步骤2，传递转矩：在换挡之前，功率主要由燃烧发动机(PICE)提供；此燃烧功率水平从t1至t2降低至HSG能够吸收的最大水平(此处为50KW)：从t1开始，HSG被逐渐驱动来作为发电机，直至吸收燃烧发动机的功率(从t2开始)；
-步骤3，摘开接合：在t2，提供给车轮的所有功率是由电动机提供，没有转矩经过爪式离合器，并且可以启动比率为Th2的爪式离合器的摘开接合；
-步骤4，同步燃烧发动机速度：在t3，动力传动系被置于“串联式混合动力”模式；通过控制燃烧发动机的功率降低，施加到主轴(燃烧发动机+HSG)上的总转矩变为负值并且速度下降；
-步骤5，接合：在t4，发动机速度达到与比率Th3相对应的值；然后启动相应的爪式离合器的接合；
-步骤6，恢复转矩：在t5，一旦连接了爪式离合器，通过逐步驱动HSG来执行类似于步骤2的操作。
总之，具有：
-在电动机器的电路上，通过转换器13电压Udc的增加，
-燃烧发动机与由其驱动来作为发电机的辅助电动机器之间的转矩传递，
-燃烧比率的脱离联接，
-燃烧发动机速度与待接合的新比率的同步，
-燃烧发动机与其新比率的联接，
-通过逐步驱动辅助电动机器，在燃烧牵引系上的转矩恢复，并且
-在电动机器的电路上，通过转换器电压的降低。
在换挡过程中，由HSG提供的电功率被传输至主电动机器，该主电动机器将其完全用于车轮的牵引。在不通过转换器增加电压的情况下，ME将不能够具有这种能量输入，并且由于在换挡过程中在恢复之前燃烧功率的降低，加速水平将下降。通过电压的暂时增加，加速水平保持基本上恒定。
电压转换器可以集成到与ME和HSG逆变器相同的壳体中，但也可以集成到牵引电池组中。于是，可以去除电池连接继电器，因为转换器可以提供将电池与电力网连接/断开连接的功能。在这种配置中，可以通过转换器对逆变器的电容器进行预充电。
总之，本发明使高压(HV)电力网的电压在挡位变换过程中瞬时上升。由于本发明，通过以再生模式操作第二电动机器HSG，增加了在串联式混合动力模式下和在燃烧发动机Mth的传动比变化期间由第一主电动机器ME提供的功率。其全部电功率被传输至第一主电动机器。该第一主电动机器可以将其用来增加在串联式混合动力模式下电动机器的可用的电功率、或者补偿由燃烧发动机暂时脱离联接引起的车轮转矩的减小。

Claims (8)

1.一种用于控制动力传动系的电力牵引系上的可用功率的方法，该动力传动系由以下各项组成：燃烧发动机，该燃烧发动机能够以不同的传动比将其转矩传递至车轮；第一电动机器(ME)第二电动机器(HSG)，该第二电动机器交替地连接至该动力传动系中的该燃烧发动机的输入轴或该第一电动机器(ME)的输入轴；以及这些电动机器的供电电池(12)，供电电压由安排在该电池的端子与这些电动机器的端子之间的DC电压转换器(13)建立，其特征在于，该转换器(13)能够在这些电动机器上施加与该电池的电压(Ubat)相等的电压、或者在驾驶员要求强加速时并且在燃烧比率变化期间施加高于该电池的电压的电压(Udc)。
2.如权利要求1所述的功率控制方法，其特征在于，当该驾驶员通过其加速器踏板的加速要求较弱时，该电压转换器(13)在这些电动机器上施加该电池的电压(Ubat)。
3.如权利要求1或2所述的功率控制方法，其特征在于，当由该燃烧发动机驱动该辅助电动机器(HSG)来作为发电机时，这些电动机器的电压上升使由该辅助电动机器提供的电功率(PSHG)增加。
4.如权利要求3所述的功率控制方法，其特征在于，该主电动机器(ME)提供的电力牵引功率(PM)等于该电池的功率(PBAT)与该辅助电动机器的功率(PHSG)之和。
5.如前述权利要求之一所述的转矩控制方法，其特征在于，该方法包括以下步骤：
-在这些电动机器的电路上，通过该转换器(13)增加电压(Udc)，
-在该燃烧发动机与由其驱动来作为发电机的该辅助电动机器之间传递转矩，
-使燃烧比率脱离联接，
-使该燃烧发动机速度与待接合的新比率同步，
-将该燃烧发动机与其新比率联接，
-通过逐步驱动该辅助电动机器(HSG)来恢复燃烧牵引系上的转矩，并且
-在这些电动机器的电路上，通过该转换器(13)降低电压。
6.一种用于控制动力传动系的电力牵引系上的可用功率的装置，该动力传动系由以下各项组成：燃烧发动机(3)，该燃烧发动机能够以不同的传动比将其转矩传递至车轮；第一电动机器(ME)第二电动机器(HSG)，该第二电动机器交替地连接至该动力传动系中的该燃烧发动机的输入轴或该第一电动机器(ME)的输入轴；以及这些电动机器的供电电池(12)，DC电压转换器(13)被安排在该电池的端子与这些电动机器的端子之间，其特征在于，该电压转换器能够在这些电动机器上施加与该电池电压(Ubat)相等的电压、或者在驾驶员请求强加速时并且在燃烧比率变化期间施加高于该电池的电压的电压(Udc)。
7.如权利要求6所述的功率控制装置，其特征在于，这些电动机器(ME，HSG)的供电电压通过逆变器(14，15)来调节，这些逆变器被安排在该转换器(13)与这些电动机器的输入端子之间。
8.如权利要求7所述的功率控制装置，其特征在于，该功率控制装置包括位于该转换器(13)的输出端子之间的电容器(16)。
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