CN110382274B - 混合动力总成中的冲击起动 - Google Patents

混合动力总成中的冲击起动 Download PDF

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Publication number
CN110382274B
CN110382274B CN201880014910.1A CN201880014910A CN110382274B CN 110382274 B CN110382274 B CN 110382274B CN 201880014910 A CN201880014910 A CN 201880014910A CN 110382274 B CN110382274 B CN 110382274B
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Prior art keywords
clutch
internal combustion
combustion engine
electric machine
hybrid drive
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CN110382274A (zh
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B·霍斯
T·容
S·科布勒
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction type
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F02N11/06—Starting of engines by means of electric motors the motors being associated with current generators and with ignition apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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Abstract

用于运行机动车的混合动力驱动装置的方法、一种混合动力驱动装置和一种机动车。所述混合动力驱动装置包括内燃机、电机和冲击起动模块，该冲击起动模块包括两个离合器(KS、K0)和一个飞轮配重。该方法包括以下步骤：打开冲击起动模块的第一离合器；确认对于内燃机的追加起动要求；在第二离合器打开或闭合的情况下，闭合第一离合器用以起动内燃机。

Description

混合动力总成中的冲击起动
技术领域
本发明涉及一种用于运行机动车的混合动力驱动装置的方法、一种混合动力驱动装置和一种机动车。
背景技术
已知用于机动车的混合动力驱动装置，在所述机动车中，在内燃机与传动器之间设置有电机。例如这是以下混合动力驱动装置，其中电机直接耦联到内燃机上(温和混合动力)或者在内燃机与电机之间存在离合器(并联混合动力驱动)。
发明内容
本发明的目的在于，给出一种改善的用于运行混合动力总成的方法。
该目的的按照本发明的解决方案通过按照本发明的用于运行机动车的混合动力驱动装置的方法以及按照本发明的机动车来实现。
本发明基于以下知识。在具有温和混合动力总成的机动车中，通常在内燃机与传动器之间设置有电机，其中，所述电机通过离合器可以与内燃机解耦。然而，这样的混合动力驱动并非为内燃机的冲击起动而设计。
对于机动车的这样的混合动力驱动，电动的起步过程能够作为桥接(brücken)起步：电机从电机零转速开始加速机动车，在此期间，在传动器中闭合所有对于力流所必需的离合器。一种另外的可能性是经由传动器内部的起步元件起步：电机在传动器输入端以确定的转速转动，传动器内部的起步元件(例如离合器)打滑。于是，在起步过程的结束时完全闭合该离合器。
在如图1中所示的动力总成中，内燃机VM的起动通过进行旋转的电机EM和飞轮盘S的惯性力矩实现。在要求内燃机VM的起动的情况下，如果例如达到电机EM的功率极限或者电池的可供使用的容量(SOC)较小，则首先提升电机EM的转速，其中，传动器G的传动器输入端离合器GEK打滑并且将对于推进所需的转矩传递到从动装置A上。如果电机EM的转速足够大，则离合器K向内燃机VM闭合。在此，对于内燃机VM的同步转速处于传动器输入端离合器GEK的转速之上。接着，在传动器输入端离合器GEK中的打滑逐渐消除。
该目的的按照本发明的解决方案通过一种用于运行机动车的混合动力驱动装置的方法实现，其中，该混合动力驱动装置包括内燃机、电机和冲击起动模块。该冲击起动模块包括两个离合器和一个飞轮配重。该方法包括以下步骤：打开冲击起动模块的第一离合器；确认对内燃机的追加起动要求；在第二离合器打开或闭合的情况下，闭合第一离合器用以起动内燃机。所述追加起动要求可以通过混合动力驱动装置的或车辆的控制单元来实现。所述飞轮配重包括转动不均衡消减元件或飞轮。
在按照本发明的方法中，关注从电动行驶过渡到混合动力行驶的过程以及与此相反的过程。
在一种进一步扩展方案中规定，所述内燃机的起动通过交替地操纵冲击起动模块的第一和第二离合器来进行。对此，在某些实施例中打开第二离合器，而同时闭合第一离合器。换言之，第一和第二离合器的闭合或打开并行地或同时地进行。
在一种进一步扩展方案中规定，所述内燃机的起动作为初始起动来实施。初始起动包括在车辆静止的情况下起动内燃机。内燃机的初始起动可以根据追加起动要求发生，即车辆的电池必须为用电器、例如空调设备、座椅加热器等提供电能并且电池的荷电状态将下降到最低限度之下。
在一种进一步扩展方案中规定，所述冲击起动模块在电动起步的情况下起动内燃机，并且借助于闭合的第二离合器使冲击起动模块的飞轮配重与电机相耦联。在某些实施例中，该飞轮配重包括内燃机的转动不均衡消减元件。所述转动不均衡消减元件特别是在电动行驶的情况下与电机相连接，其中，闭合第二离合器。
在一种进一步扩展方案中规定，所述冲击起动模块在发动机-关闭-滑行的情况下起动内燃机。
在一种进一步扩展方案中规定，所述冲击起动模块使内燃机在电动行驶期间起动内燃机。
在一种进一步扩展方案中规定，所述飞轮配重的转速这样选择，使得在追加起动内燃机的情况下所述内燃机的转速在接合飞轮配重之后处于空载转速之上。
在一种进一步扩展方案中规定，所述电机在打开第二离合器之后，在接通内燃机之前，向上换挡至少一个挡位。
换言之，对于电机、特别是在电动行驶中这样选择换挡策略，即使飞轮配重处于这样的转速，使得内燃机在追加起动的情况下在接合飞轮配重之后立即具有在内燃机的空载转速之上的转速。在某些实施例中，转速明显地处于内燃机的空载转速之上。在某些实施例中，内燃机的转速在接合飞轮配重之后接近于用于紧接着的混合动力运行的目标转速。在此，电机在打开离合器之后、在内燃机进入到力流中之前，向上换挡至少一个挡位。
在一种进一步扩展方案中规定，在追加起动内燃机之前这样选择电机的转速，使得在接合飞轮配重之后，使内燃机的转速处于内燃机的固有频率转速与空载转速之间，其中，在接合飞轮配重的至少一个部分阶段中，又闭合或保持闭合第二离合器。电机通过其惯性和/或在力矩方面地来支持内燃机的高速运转。
此外，给出一种按照本发明的机动车的混合动力驱动装置。该混合动力驱动装置包括内燃机、电机和冲击起动模块，该冲击起动模块设置在内燃机与电机之间并且包括第一离合器和第二离合器。为了起动内燃机，在第二离合器打开或闭合的情况下，闭合第一离合器。
在一种进一步扩展方案中规定，该冲击起动模块包括转动不均衡消减元件。
此外，给出一种按照本发明的用于应用所述方法的机动车、特别是轿车，其中，所述机动车具有包括内燃机和电机的混合动力驱动装置。
现在，将参考附图来描述本发明的特定的实施方式。然而，本发明能以很多不同的方式来实施并且不应解释为限制于在此所阐述的实施方式；规定这些实施方式而是为了使该公开充分且完整，并且向本领域技术人员揭露本发明的保护范围。在对各附图中示出的各实施方式详细说明中所使用的术语对于本发明不应当是限制性的。在附图中相同的附图标记涉及相同的元件。
附图说明
本发明的其他细节可以从各实施例中得出，以下根据各附图来描述本发明。图中：
图2示出混合动力总成；
图3借助转速和离合器状态示出电动起步的第一变型方案；
图4借助转速和离合器状态示出电动起步的第二变型方案；
图5借助转速和离合器状态示出发动机-关闭-滑行；
图6借助转速和离合器状态示出从电动行驶出发内燃机的追加起动；
图7A借助转速和转矩示出在车辆静止的情况下内燃机的初始起动的第一变型方案；
图7B借助转速和转矩示出内燃机的初始起动的第二变型方案；
图7C借助转速和转矩示出内燃机的初始起动的第三变型方案；
具体实施方式
在图2中示意性地示出了混合动力总成。混合动力驱动装置HA包括内燃机VM、电机EM和冲击起动模块IM，该冲击起动模块设置在内燃机VM与电机EM之间，并且包括第一离合器KS和第二离合器K0。在离合器KS与K0之间设置有转动不均衡消减元件DU。在某些实施方式中，使用飞轮代替转动不均衡消减元件DU。内燃机VM的起动通过交替地操纵冲击起动模块IM的第一离合器KS和第二离合器K0来实现。
以下所描述的各附图分别涉及一种针对用于运行如在图2中所示的包括P2温和混合动力总成的车辆的混合动力驱动装置HA的方法的运行策略。第一离合器KS使以下也称为DU元件的转动不均衡消减元件DU(双配重飞轮、扭转减震器、转速自适应缓冲器......)与内燃机VM分隔开。
在每幅图中下方的轴给出离合器或转速关于时间的变化。从一种状态到另外的状态的过渡或者从一个转速到另外的转速的过渡在毫秒(ms)范围内。车辆电动地或混合动力地(即以内燃机接通)呈现的各状态包括数秒范围。以LL给出的转速相应于内燃机的空载转速并且在600-900转/分钟之间。
图3借助转速和离合器状态示出电动起步的第一变型方案，也称为电动缓行。在该第一变型方案中，车辆一开始静止，VM和EM的转速为零。在起步时或即将起步之前，电机EM置于一定的转速。在此，闭合第二离合器K0，从而使DU元件也一同加速。通过电机EM的力矩使车辆加速。在此，起步元件处于传动器iAE中。如果未操纵加速踏板并且以恒定的速度缓行，则电机EM加快转动，从而随时能实现内燃机的冲击起动。iAE处于打滑。
在追加起动的该变型方案中，在存在起动要求时，首先闭合第一离合器KS。在此，内燃机VM起动并且加速至出现的同步转速，该转速处于在iAE的转速之上。因此，在iAE上不发生设备改变，而这在从动装置上将可明显感知。接着，在iAE中的打滑逐渐消除，并且内燃机VM承担推进。
只要内燃机VM在第一离合器KS闭合的情况下出现的转速处于传动器iAE的转速之上，就可以实现该追加起动。(在固定挡位中)传动器iAE的转速被认为直接与速度成比例。
图4：根据转速和离合器状态的电动起步的第二变型方案。对于如下情况：在缓行中超过了在图3中的用于第一起动变型方案的极限转速，则类似于图4进行追加起动。在追加起动中，在此首先通过打开第二离合器K0使DU元件的飞轮配重解耦。电机EM可以提供完整的可供使用的用于推进车辆的功率。接着，通过闭合第一离合器KS来起动内燃机VM。直至连接转速仍缺少的转速范围由内燃机VM通过燃烧燃料来实施。在达到传动器输入端转速时转速调节开始将内燃机VM调节到目标转速并且第二离合器K0可以被闭合。最后，内燃机VM接管推进并且电机EM减小其力矩。
图5根据转速和离合器状态示出发动机-关闭-滑行。发动机-关闭-滑行意味着内燃机VM与动力总成分开并且第一离合器KS打开。驾驶员不操纵加速踏板并且因此电机EM不提供正的力矩。因此车辆能或多或少自由地滚动。所有传动器内部的离合器闭合，根据速度来追踪各挡位。第二离合器K0闭合。因此DU元件DU的飞轮配重一直具有与传动器输入端相同的转速。
通过降低nJ的转速来实现自由地滚动。在存在起动要求时，快速打开第二离合器K0。飞轮配重可以自由旋转。通过闭合第一离合器KS来起动内燃机VM并且将其带动(schleppen)至同步转速。接着，内燃机VM通过燃烧燃料来造成转速。在达到传动器输入端转速时，转速调节开始将内燃机VM调节到目标转速并且第二离合器K0可以被闭合。最后，内燃机VM承担推进并且电机EM减小其力矩。
同样进行从发动机-关闭-能量回收出发的追加起动。不同之处在于，在能量回收时的速度由于电机EM上的负力矩而显著降低。
图6借助转速和离合器状态示出从电动行驶出发内燃机的追加起动。从电动行驶出发的追加起动与从发动机-关闭-滑行出发的追加起动(参见图5)相同地进行。在追加起动期间，电机EM为推进车辆可以提供完整的功率。因此可以示出第一车辆反应。
在电动行驶期间，第二离合器K0闭合，因此飞轮配重DU以传动器输入端转速转动。通过合适的传动器换挡策略，该转速能一直保持在适合于冲击起动的转速带内。
基于一些边界条件(低的外部温度、低的电池荷电状态等等)可能发生，在静止状态下在要开始行驶时开始起动内燃机。因为放弃了附加的起动装置，在此也进行内燃机的冲击起动。对此可设想在图7A-7C中所示的三种起动变型方案。曲线的各标记为：
niAE：传动器内部的起步离合器iAE的转速，
nVM：内燃机VM的转速，
nJ：飞轮配重J的转速，
nEM：电机EM的转速，
MEM：电机EM的力矩，以及
KS、K0或iAE：相应的离合器的状态。
图7A借助转速和转矩示出内燃机的冷起动的第一变型方案。第一离合器KS和第二离合器K0在一开始闭合。内燃机VM通过电机的力矩起动。
图7B借助转速和转矩示出内燃机的冷起动的第二变型方案。飞轮配重DU通过电机的力矩置于确定的起动转速。接着，通过闭合第一离合器KS来起动内燃机VM。在此，DU元件和电机的惯性作用于曲轴，以便起动内燃机VM。
图7C借助转速和转矩内燃机的冷起动的第三变型方案并且可以被视为第一与第二变型方案(图7A、7B)的组合：电机和飞轮配重DU在一开始高速转动。只要达到确定的转速，就闭合第一离合器KS。在电机EM的力矩与飞轮配重的和电机EM的惯性的作用下，内燃机VM起动。
应当注意，在本文献中所描述的方法、装置和系统不仅可以单独地、而且也可以彼此组合地使用在本文献中所描述的方法、装置和系统中。此外，在本文献中所描述的方法、装置和系统的每个方面可以以多样的方式彼此组合。特别是，各特征可以以多样的方式彼此组合。

Claims (8)

1.用于运行机动车的混合动力驱动装置(HA)的方法，其中，所述混合动力驱动装置包括内燃机(VM)、电机(EM)和冲击起动模块(IM)，其中，所述冲击起动模块包括第一离合器(KS)、第二离合器(K0)和一个飞轮配重，该方法包括以下步骤：
a)打开冲击起动模块的第一离合器(KS)，
b)确认对于内燃机的追加起动要求，
c)在第二离合器(K0)打开或闭合的情况下，闭合第一离合器(KS)用以起动内燃机，
其中，所述冲击起动模块(IM)设置在内燃机(VM)与电机(EM)之间，所述飞轮配重设置在第一离合器(KS)与第二离合器(K0)之间，
对于电机在电动行驶中选择换挡策略，即，飞轮配重处于这样的转速，使得内燃机(VM)在追加起动的情况下在接合飞轮配重之后立即具有在内燃机(VM)的空载转速(LL)之上的转速，并且电机(EM)在打开第二离合器(K0)之后并且在内燃机(VM)进入到力流中之前向上换挡至少一个挡位。
2.按照权利要求1所述的方法，其中，所述内燃机的起动通过交替地操纵冲击起动模块的第一离合器和第二离合器来进行。
3.按照权利要求1或2所述的方法，其中，所述内燃机的起动作为初始起动实施。
4.按照权利要求1或2所述的方法，其中，所述冲击起动模块在电动起步的情况下起动内燃机，并且借助于闭合的第二离合器使冲击起动模块的飞轮配重与电机相耦联。
5.按照权利要求1或2所述的方法，其中，所述冲击起动模块在发动机-关闭-滑行的情况下或在电动行驶期间起动内燃机。
6.机动车，所述机动车包括混合动力驱动装置，所述混合动力驱动装置包括
-内燃机(VM)，
-电机(EM)，以及
-冲击起动模块，该冲击起动模块设置在内燃机与电机之间，并且包括第一离合器(KS)和第二离合器(K0)以及在所述第一离合器(KS)与第二离合器(K0)之间的飞轮配重，
并且为了起动内燃机，在第二离合器(K0)打开或闭合的情况下，闭合第一离合器(KS)，
其中，所述混合动力驱动装置在应用按照权利要求1至5之一所述的方法的情况下受控制。
7.按照权利要求6所述的机动车，其特征在于，所述机动车是轿车。
8.按照权利要求6或7所述的机动车，其特征在于，所述冲击起动模块的飞轮配重包括转动不均衡消减元件(DU)。
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