CN109996696B - 用于控制混合动力车辆挡位改变时可用转矩的方法 - Google Patents

用于控制混合动力车辆挡位改变时可用转矩的方法 Download PDF

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Publication number
CN109996696B
CN109996696B CN201780044263.4A CN201780044263A CN109996696B CN 109996696 B CN109996696 B CN 109996696B CN 201780044263 A CN201780044263 A CN 201780044263A CN 109996696 B CN109996696 B CN 109996696B
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combustion engine
torque
electric machine
power
gear change
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CN109996696A (zh
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L·梅里耶纳
A·科特菲-谢里夫
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Renault SAS
Nissan Motor Co Ltd
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Renault SAS
Nissan Motor Co Ltd
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Abstract

一种用于对在传动系的比率改变期间的可用转矩进行控制的方法，该传动系由燃烧发动机(Mth)、第一电动机器(ME)、以及第二电动机器(2)构成，该热力发动机连接至变速箱(1)的第一输入轴(4)，该变速箱可以将其转矩以不同的传动比传输至车轮，该第一电动机器连接至该变速箱的第二输入轴，该第二电动机器交替地连接至该变速箱的第一输入轴或第二输入轴，其特征在于，在燃烧发动机(Mth)的传动比改变期间，该第二电动机器(2)以再生模式运行并且将其所有功率传输到该第一电动机器(ME)，该第一电动机器使用其补偿在热力发动机的比率改变期间该热力发动机短暂解除联接所导致的被驱动的车轮处的转矩减小。

Description

用于控制混合动力车辆挡位改变时可用转矩的方法
技术领域
本发明涉及混合动力车辆挡位变换过程中可用转矩的控制。
更具体地讲，本发明涉及一种用于对在动力传动系挡位变换过程中的可用转矩进行控制的方法，该动力传动系由燃烧发动机、第一电动机器、以及第二电动机器构成，该燃烧发动机连接至变速箱的第一输入轴，该变速箱可以将其转矩以不同的传动比传输至车轮，该第一电动机器连接至该变速箱的第二输入轴，该第二电动机器交替地连接至该变速箱的第一输入轴或第二输入轴。
背景技术
公开文件WO 2014/207332描述一种此类型的具有多个电动传动比、燃烧发动机传动比、以及混合动力传动比的混合动力传动系，在该传动系中，使来自燃烧发动机和来自至少一个电动机器的转矩组合并施加至车轮。燃烧发动机起源的转矩以“燃烧发动机”传动比传输至车轮，并且来自主电动机器的转矩以“电动机器”比率进行传输。在混合动力模式下，在燃烧发动机传动比改变过程中，来自燃烧发动机的转矩中断。于是对来自主电动机器的转矩进行控制，其方式为使得燃烧发动机与其新传动比同步，而同时将转矩提供给车轮。
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其在燃烧发动机挡位改变过程中可以做出的贡献。如果不能较好地补偿燃烧发动机转矩的中断，则车辆的驾驶者和乘客会感觉到这些挡位变换如、同他们使用了存在转矩中断的半自动变速箱。
因此希望成功地使得车辆的驾驶者和使用者在挡位变换过程中感觉到的转矩中断变得平顺。
减少挡位变换时的可用转矩，在理论上确实能解决此问题。但是，因为其在性能方向具有负面影响，因此这种措施是能不接受的。因此，方案是寻求在挡位变换过程中增加车轮处的转矩。就此而言，任何在于短暂增加车载网络的电压的措施提供了益处。具有使用继电器将电池单元放置成串联或并联以调节输出电压的能力的某些电池系统可能值得注意地有助于减小挡位变换过程中所感觉到的功率缺口。然而，此类系统具有使车辆构架更笨重或者甚至致使其需要重做的缺点。
本发明寻求增加燃烧发动机挡位变换过程中(值得注意的是高速时)的可用转矩，以便使其“功率缺口”平顺而无需专门适配车辆的部件或电气构架。
发明内容
为此，本发明提出，在燃烧发动机传动比改变过程中，第二电动机器应以再生模式操作并且将其所有电功率传输至第一电动机器，然后，该第一电动机器将其用于补偿燃烧发动机短暂解除联接所导致的车轮的转矩减少。
在燃烧发动机及其输入轴解除联接之前，优选地执行以下步骤：
-消除两个电动机器的转矩，
-断开电池继电器，
-将第二电动机器切换到能量回收模式，并且
-减少燃烧发动机的转矩直到其自身的功率与第二电动机器回收的功率相平衡。
附图说明
参照附图阅读对本发明的一个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是混合动力构架的简图，
-图2将该混合动力构架的挡位变换曲线归结在一起，
-图3标识了关于这些曲线所需的传动比，并且
-图4是用于此变速箱的电力网络的电气图。
-图5展示了每个部件的功率，EM功率、HSG功率、CE功率、以及车轮的功率在挡位变换期间如何发展，以及燃烧发动机速度和HT(高电压)网络电压从步骤1到步骤10的对应改变。
具体实施方式
图1的变速箱1例如是“半自动”类型的，这意味着其操作是手动变速箱的操作、但是挡位变换是自动的。该简图指示了被称为HSG(混合动力起动发电机)2的电动机器、实心主轴4上的燃烧发动机3。另一个电动机器5安装在空心主轴6上，该另一个电动机器被称为EM、比第一个电动机器更强大。变速箱7的副轴连接至差速器(未指示)、并且然后连接到车辆的车轮上。
位于副轴7上的第一牙嵌式离合器8允许独立于变速箱的其余部分地修改电动机器EM 5的传动比，以使两个电动机器传动比EV1和EV2可用。位于实心主轴4上的第二牙嵌式离合器9，使得可以独立于电动传动比地修改燃烧发动机3的传动比，以便独立于电动机器传动比地设立两个燃烧发动机比率CE2和CE4。位于传递轴10上的第三牙嵌式离合器11，使得可以在移动到简图右边时设立第三燃烧发动机传动比CE3。可以在任何时刻单独地选择第一电动机器EM上希望的比率，以及燃烧发动机CE单元上的和第二电动机器HSG 2上希望的比率。燃烧发动机比率与电动机器比率的组合使得可以创建由HEVxy指示的混合动力比率，其中，x指示燃烧发动机比率并且y指示EM比率。
在图2中，用于变速箱的这些挡位变换曲线被组在一起。变速箱1使得可以根据“燃烧发动机比率”并且根据“电动机器比率”设立两个电动机器比率ZE1和ZE2、以及四个混合动力传动比Hyb21、Hyb22、Hyb32、Hyb42。这些曲线绘制了根据速度的按照电动传动比和混合动力传动比的最大可获得的力(车轮处的力，以牛顿为单位)。
在目标应用中，可以说是，按照惯例，目标比率始终(不考虑行进速度)是电动比率ZEV，只要这个比率实现驾驶者的转矩需求即可。默认地，所接合的比率成为使得可以实现该需求的最长的混合动力比率。基于这种假设，所需的比率可以分布在像图3的曲线图中。该图使得可以识别在常规驾驶期间容易发生的挡位变换。可见的是，例如，在脚踩到底的加速中，存在着在大约125km/h时从HEV22到HEV32的变换。针对这种挡位变换，第二燃烧发动机比率需要与变速器脱离连接并且与新的燃烧发动机比率同步。通过270V的电池电压，第一机器EM能够例如提供35kW的功率。第二机器HSG能够提供25kW的功率，而燃烧发动机CE提供70kW的功率。因此，在挡位变换之前，由变速箱向车轮提供的全部功率为105kW。在挡位变换之后，变速箱提供基本上相同的功率(如果或在发动机功率变化的情况下。相比之下，在挡位变换过程中，燃烧发动机及HSG组件与车轮脱离连接。于是，仅EM向车轮提供功率，即35kW。
因而，PT(动力传动系)在此挡位变换过程中遭受“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。在挡位变换过程中，可用于加速的功率实际上从80kW下降到10kW。尽管主电动机器EM提供转矩，但加速度的这种下降(下降87％)给驾驶者的印象是他的车辆不再加速。他所感觉到的是与设置了转矩有间断的半自动变速箱的车辆相同。
图4示出了车辆电池12，该车辆电池通过两个继电器13a 13b连接到两个电动机器的逆变器14、16，这些逆变器在电网络上被安装成与逆变器电容器17平行。
所提出的解决方案在于，通过使第二电动机器(HSG)以再生模式操作来增加第一主电动机器EM在燃烧发动机(CE)的传动比改变过程中提供的功率。然后，该第二电动机器的所有功率被传输到第一电动机器，该第一电动机器使用其补偿燃烧发动机短暂解除联接所导致的车轮的转矩减少。出于此目的，增大逆变器的供给电压。在上文所述的实例中，450V的电源而非200V的平均电压允许在使用电网络的常规部件情况下，EM提供大约70kW并且HSG提供大约50kW。因此，增大逆变器的供给电压，以使两个电动机器在挡位改变期间可获得的功率增大。因而，第一电动机器(EM)将第二电动机器(HSG)传输给其的所有功率提供给车轮。
所提出的方法可以应用于例如图1(在该图中，联轴器优选地是牙嵌式离合器或爪形离合器的变速箱，该变速箱的架构在图4中示意性地指示。
该方法按顺序包含以下步骤：
1.消除EM的以及HSG的转矩，
2.断开电池继电器，
3.将HSG切换到再生模式：HSG将逆变器的电容器电压调节至450V并且因此向燃烧发动机的轴提供负的转矩(受限于HSG在450V时的最大功率，即大约50kW)，该负的转矩直接被EM回收作为车轮处的正的转矩，
4.通过以下来消除主牙嵌式离合器上的转矩，即：减小燃烧发动机的转矩直到燃烧发动机的功率与HSG的功率相平衡：功率(CE)＝-功率(HSG)，
5.使主轴上的用于放弃的比率的小齿轮脱离接合，
6.使主轴与目标比率同步：如果该目标比率比放弃的比率长，则通过进一步减小其转矩(CE转矩)使燃烧发动机的速度减小，
7.接合代表新比率的小齿轮并且将燃烧发动机的转矩增加至其最大功率，
8.消除EM的以及HSG的转矩，通过稍微更快速地消除HSG转矩以降低该逆变器电容器的电压，
9.重新连接电池继电器，
10.恢复EM的以及HSG的转矩以满足驾驶者对于转矩的总体需求。
当变速箱为牙嵌式离合器或爪形离合器变速箱时，将燃烧发动机解除联接是通过使得其输入轴的小齿轮脱离接合进行的。该燃烧发动机联接至新传动比是通过将新的小齿轮接合在其输入轴上进行的。
因而，所提出的方法包括以下步骤，在使燃烧发动机以及其输入轴解除联接之前：
-消除两个电动机器的转矩，
-断开电池继电器，
-将第二电动机器切换到能量回收模式，
-减少燃烧发动机的转矩直到其自身的功率与通过第二电动机器回收的功率相平衡。
优选地，第二电动机器HSG的转矩与第一电动机器EM的转矩相比被更快速地消除，以便减小逆变器电容器两端的电压。
在该燃烧发动机已经解除联接之后，在燃烧发动机按照新比率联接到其输入轴上之前，通过控制燃烧发动机(CE)的转矩，使得与该燃烧发动机连接的输入轴4与目标传动比同步。优选地，在燃烧发动机联接之后，转矩增加直至其最大功率。
在挡位变换过程中，变速箱1采用串联混合动力型式的操作，在该操作中，第一电动机器EM能够向车轮提供的功率正好是HSG向高-电压网络提供的功率。燃烧发动机保持HSG的速度。电池12的继电器13a、13b在比率改变期间是断开的。断开这些继电器使得可以用简单的方式增大网络上的电压，从而防止电池吸收由HSG所提供的所有功率。切换电池断开电路，因而使得可以增加在挡位变换期间可以获得的功率。
图5展示了每个部件的功率，EM功率、HSG功率、CE功率、以及车轮的功率在挡位变换期间如何发展，以及燃烧发动机速度和HT(高电压)网络电压从步骤1到步骤10的对应改变。这些曲线示出了本发明所提供的益处。在挡位改变期间在没有补偿的情况下，车轮处的功率将会下降到35kW。借助于本发明，车轮处的功率在三个步骤中保持在70kW，并且在一个步骤中保持在50kW。因而，“功率缺口”保持低于50％。加速度的损失减少，这意味着驾驶者总感觉他有可用于加速的功率。
此外仍有可能的是，增大网络的电压，以便使功率缺口还进一步减小。然而，这种适配可能需要系统的某些部件改变尺寸，而本发明提出的简单控制措施不需要这种改变。
在“温和的混合动力”类别的车辆情况中，其中，主电动机器旨在主要用于“助推”功能，或用于以低速行驶，可以作出选择来将高速时可用的功率限制为该燃烧发动机的可用功率，值得注意的是在脚踩到底加速的情况下，以便电池不会太快耗尽。在所描述的实例中，挡位改变过程中的功率损失此时呈现不多于20kW(与CE的最大功率之差等于70kW)。挡位改变过程中的最小功率等于50kW。
总之，本发明使得高电压(HT)网络的电压在挡位变换过程中短暂增大。本发明的主要益处是，如果在所述实例中网络上的极限保持在450V，则不要对系统进行添加。

Claims (9)

1.一种用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，该动力传动系由燃烧发动机(CE)、第一电动机器(EM)以及第二电动机器(HSG)构成，该燃烧发动机连接至变速箱的第一输入轴(4)，该变速箱能将其转矩以不同的传动比传输至车轮，该第一电动机器连接至该变速箱的第二输入轴(6)，该第二电动机器交替地连接至该变速箱的第一输入轴或第二输入轴，其特征在于，在燃烧发动机(CE)传动比改变期间，该第二电动机器(HSG)在该燃烧发动机与所述车轮解除联接之前切换到再生模式，以便将该第二电动机器的所有功率传输至该第一电动机器(EM)，该第一电动机器使用该功率来补偿使得该燃烧发动机短暂解除联接所导致的该车轮处转矩减小，
并且，该方法包括以下步骤：在该燃烧发动机及其第一输入轴(4)与所述车轮解除联接之前，
-消除这两个电动机器(EM)、(HSG)的转矩，
-断开电池的继电器，
-将该第二电动机器切换到再生模式，
-减少该燃烧发动机的转矩直到其自身的功率与该第二电动机器所回收的功率相平衡。
2.如权利要求1所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，该第一电动机器(EM)将该第二电动机器(HSG)提供给其的动力提供给该车轮。
3.如权利要求1或2所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，车辆电池(12)的继电器(13a，13b)在该挡位变换过程中是断开的。
4.如权利要求1所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，该第二电动机器(HSG)的转矩与该第一电动机器(EM)的转矩相比被更快速地消除，以便使逆变器电容器两端的电压减小。
5.如权利要求1、2、4之一所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，该燃烧发动机解除联接是通过使得其第一输入轴(4)的小齿轮脱离接合来进行的。
6.如权利要求1所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，在该燃烧发动机(CE)已经解除联接之后，通过控制该燃烧发动机的转矩，使与该燃烧发动机连接的该第一输入轴与目标传动比同步。
7.如权利要求4所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，将该燃烧发动机联接到其新传动比是通过将新的小齿轮接合在其第一输入轴(4)上进行的。
8.如权利要求6或7所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，在该燃烧发动机联接之后，该燃烧发动机(CE)转矩增加直至其最大功率。
9.如权利要求1、2、4、6、7之一所述的用于对动力传动系挡位变换过程中的可用转矩进行控制的方法，其特征在于，增加逆变器的供给电压以增加这两个电动机器在挡位变换过程中提供的功率。
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