CN110386125A - 用于运行机动车的方法 - Google Patents

用于运行机动车的方法 Download PDF

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CN110386125A
CN110386125A CN201910312238.0A CN201910312238A CN110386125A CN 110386125 A CN110386125 A CN 110386125A CN 201910312238 A CN201910312238 A CN 201910312238A CN 110386125 A CN110386125 A CN 110386125A
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clutch
motor
arrangement
power train
state
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CN110386125B (zh
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A·霍泽尔
U·费尔德曼
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Audi AG
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • 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
    • B60K6/22—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
    • B60K6/38—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 driveline clutches
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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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
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    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

用于运行机动车(1)的方法，该机动车具有电机(2)和离合装置(3)，该离合装置在第一离合状态中使所述电机(2)与传动系(4)联接以及在第二离合状态中使所述电机(2)从传动系(4)分离，其中，所述方法具有如下步骤：a)检测离合信息，该离合信息表明：所述离合装置(3)是处于第一离合状态还是第二离合状态，b)分析再生条件，再生条件的满足与离合信息相关，其中，当所述离合装置(3)处于第二离合状态时满足再生条件，或只有当所述离合装置处于第二离合状态时才满足再生条件，以及c)当满足再生条件时，通过将电机(2)作为发电机运行来对电机进行制动。

Description

用于运行机动车的方法
技术领域
本发明涉及一种用于运行机动车的方法。此外本发明还涉及一种机动车。
背景技术
机动车的运行优选越来越多地通过电动机实现。在所谓的混合动力车辆中还设有内燃机，其中所述机动车既能够通过电动机又能够通过内燃机驱动。这是有利的，因为由于蓄能器的容量有限，所以电动车的续航里程相比于配备了内燃机的机动车而言更小。
为了增加电动车的续航里程，证实合适的是，在制动过程中将释放的动能回收或再生。在公开文本DE 11 2012 000 892 T5中公开了一种用于机动车的制动设备，该机动车的电机能够作为发电机运行。该发电机在制动过程期间将该机动车的动能转换为电能并用于给机动车的电蓄能器/蓄电池充电。
发明内容
本发明所基于的问题是，给出一种相比之下得到改进的、用于运行机动车的方法，这种方法尤其是在机动车的效率和电蓄能器的运行时长方面得到改进。
该任务根据本发明通过一种用于运行机动车的方法实现，其中所述机动车具有电机和离合装置，该离合装置在第一离合状态中使电机与传动系联接，在第二离合状态中使电机从传动系分离，其中所述方法包括如下步骤：
a)检测离合信息，该离合信息表明：所述离合装置是处于第一离合状态还是第二离合状态，
b)分析再生条件，再生条件的满足与离合信息相关，其中，当所述离合装置处于第二离合状态时满足再生条件，或只有当所述离合装置处于第二离合状态时才满足再生条件，以及
c)当满足再生条件时，通过将电机作为电动机运行来制动电机。
通过所述方法可以有利地实现，在电机从传动系解耦时可能存储在电机的转子中的转动能不会因为在电机中的耗散或摩擦而损耗，而是被回收。通过在该方法步骤中将电机作为发电机运行的方式将存储在转子中的机械能转换为电能且因此能够将该机械能用于不同目的。由此能够改善机动车的效率。
如果所述离合装置在第一离合状态中运行，即如果所述电机与传动系联接，则所述电机可以被用作驱动机动车的电动机。为此所需的电能在此由电蓄能器提供。电机的转矩在此可以通过传动系的构件传递至机动车车轮上。尤其是传动系可以具有被设计为万向轴的驱动轴以及所述离合装置。此外传动系可以具有与驱动轴联接的差速器，其中两个与差速器联接的输出轴可以分别与机动车的一个车轮连接。
而如果所述离合装置在第二离合状态中运行，则所述电机从传动系分离，因此所述电机可以不再被用于驱动机动车。但在此情况下电机的转子仍可能处于旋转状态中，尤其是当所述电机在此之前被用于驱动机动车时。在此情况下可以满足再生条件，其中所述电机可以被作为发电机使用。但也可以是，再生条件的满足与其他条件相关。例如只有当所述电机具有特定的最小转速时才满足再生条件，这是因为否则可能不能有效地进行再生。附加地或替代地，再生条件的满足可以与如下的预估的时间相关：所述离合装置预计将在第二离合状态中保持多久。如果所述电机仅短暂地分离，那么保持该旋转可能是有利的。
在根据本发明的方法中可以提出，为所述机动车设置控制装置，其中该控制装置通过驱控尤其是机电的执行器使所述离合装置从第一离合状态向第二离合状态中转换，反之亦然。控制装置此外可以被设计用于，存储和/或以传感器检测所设定的离合状态。再生条件的分析可以通过控制装置进行。在此适合的是，在分析再生条件时可以分析通过控制装置存储的或检测的关于离合装置的离合状态的信息。
可以想到，如果满足了另一再生条件，则所述电机也能够在第一离合状态中作为发电机运行。满足该另外的再生条件的前提是：该车辆被制动或操纵了该机动车的制动踏板。由此通过作为发动机运行的电机能够将机动车的动能转换为电能且输送给电蓄能器。对该另外的再生条件的分析也可以通过控制装置进行。
在根据本发明的方法中可以提出，检测至少一个与机动车运行状态有关的运行信息，其中再生条件的满足还额外与运行信息相关。该运行信息可以涉及电机的转速，只有当转速大于规定的转速限值时，才能够满足再生条件。例如，转速限值可以是每分钟一转。如果电机的转速小于该限值，就没有意义进行再生，因为存储在电机中的转动能过小，以至于不能够通过回收获得能量。转速的检测可以通过电机上的传感器进行。
运行信息或其他的运行信息可以与机动车速度有关。因此例如合理的是，如果机动车停止时，不满足再生条件。如果机动车例如停在红灯处且因此马上将开始行驶，则可以将电机中存储的转动能例如用于机动车的启动过程，因此不应制动电机。
其他运行信息可以涉及蓄能器的荷电状态。如果蓄能器处于满电状态，则进行存储在电机中的能量的再生是没有意义的。而是可以通过电机中或传动系中的摩擦对电机的转子进行制动。
其他运动信息可以涉及内燃机的预计的启动。如果马上要进行启动，则存储在电机中的能量可以不用于再生而是用于启动内燃机。另选地，当然可以把再生的能量用于机动车的其他电子系统。
在根据本发明的方法中可以提出，检测至少一个与机动车运行状态有关的车辆信息，其中，如果所述离合装置处于第一离合状态中，那么在满足与车辆信息相关的离合条件时，所述离合装置向第二离合状态中转换。如果满足了离合条件，那么所述离合装置向第二离合状态中转换，即所述电机从传动系分离。例如，车辆信息可以涉及对制动系统的操纵，在此例如可以在执行全制动时所述离合装置从第一离合状态中向第二离合状态中转换，即所述电机从传动系分离。
车辆信息可能与运行信息相同或者包含了该运行信息。在此情况下，该相同的信息可能导致所述离合装置向第一离合状态中转换，所述电机就此在完成了离合状态转换后被作为发电机运行来进行再生。这例如可以在如下情况下是有意义的：所述电机被实施为混合动力车辆且通过内燃机进行驱动，或者该车辆在(内燃机)脱开的状态中“滑行”。
在根据本发明的方法中可以提出，在离合装置处于第一离合状态且满足驱动条件时，由电机驱动机动车。可以例如在如下情况下满足该驱动条件：机动车驾驶员操纵加速踏板。驱动条件的分析也可以通过控制装置进行。
在根据本发明的方法中，在满足再生条件时由电机再生的能量被用于对所述电蓄能器或另外的电蓄能器充电。由此能够延长电蓄能器的运行时长，因为这样存储的能量能够重新被用于驱动机动车或用于运行其他电部件。
在所述第一离合状态中，所述电机通过变速器与传动系的部件联接，其中该变速器将电机的转速转换为传动系的部件的转速。电机的转速可以大于传动系的部件的转速，即，在由电机驱动所述部件时变速器的传动比大于1。这实现了，能够使用构造得较小且快速转动的电机进行驱动，利用变速器使该电机的转矩得到提高。变速器可以例如被设计为行星齿轮变速器，其通过与电机连接的轴与驱动轴或传动系联接。
本发明还涉及一种具有电机、离合装置和控制装置的机动车，离合装置在第一离合状态中将所述电机与传动系联接，在第二离合状态中将所述电机从传动系分离，控制装置被设计用于根据权利要求之一所述的方法控制电机运行。
控制装置可以如所述那样被布置用于，通过尤其是机电的执行器控制所述离合装置，确切地说使该离合装置从第一离合状态向第二离合状态中转换以及反之。控制装置以适宜的方式可以被布置用于，检测和/或存储当前的离合状态。此外控制装置可以被布置用于，检测且必要时分析电蓄能器的荷电状态。
根据本发明的机动车的一种改进方案，变速器使所述电机在第一离合状态中与传动系的部件联接，其中该变速器将电机的转速转换为传动系的部件的转速，其中电机的转速大于传动系的部件的转速。
针对根据本发明的方法所述的特征连同所述的优点相应地能够转用于根据本发明的机动车。
附图说明
本发明的其他优点和细节由下面所述实施例以及借助附图得出。附图示意性示出：
图1示出根据本发明的机动车的实施例，和
图2示出根据本发明的方法的实施例的流程图。
具体实施方式
图1示意性示出机动车1。所述机动车1具有电机2，该电机通过离合装置3能够与机动车1的传动系4的部件5联接。在所示实施例中，传动系4的部件5是被设计为万向节轴的驱动轴。传动系4还包含机动车1的车轮6。车轮6通过差速器(未示出)与传动系4的部件5连接。传动系4的其他部件出于清晰性原因未被示出。机动车1此外具有电蓄能器8，其中存储了尤其是用于驱动机动车1的能量。
所述离合装置3能够在第一离合状态中和第二离合状态中运行。在第一离合状态中，所述电机2通过所述离合装置3与传动系4的部件5联接。在此情况下所述电机2可以作为电动机用以驱动机动车1，即该电机将存储在电蓄能器8中的电能转换为机动车1的动能。所述电机2在此情况下起到机动车1的驱动电机的作用。在电机2与传动系4的部件5之间的联接在此通过变速器12实现，该变速器被布置用于，将电机2的转速转换为传动系4的部件5的转速，其中电机2转动得比部件5更快。在第二离合状态中，电机2通过离合装置3与传动系4的部件5分离。
针对机动车1提出，可能存储在电机2的转子中的转动能在第二离合状态中、即在电机2从传动系4分离时能够通过作为发电机运行的电机2再生或被回收以用于不同目的。对此将在下面详述。
图2中示出了用于运行机动车1的方法的流程图。在步骤S1中检测与机动车1的运行状态有关的车辆信息。该车辆信息可以例如表明：是否执行了全制动或者机动车1是否应由内燃机11驱动，为此该内燃机与传动系4联接。
在步骤S2中，控制装置7分析与车辆信息相关的离合条件。如果满足了离合条件，则控制装置7在步骤S3中驱控机电的执行器9，该执行器使所述离合装置3转换到第二离合状态。此外，控制装置7存储离合装置3的当前的离合状态。
相反如果未满足离合条件，则在步骤S4中控制装置7通过传感器(未示出)检测离合装置3的离合状态。另选地，可以这样进行检测：控制装置3之前就已经存储了当前的离合状态。在步骤S5中控制装置7接下来检查：所述离合装置3是位于第一离合状态中还是第二离合状态中。
如果所述离合装置3位于第一离合状态中，则从步骤S1开始重复所述方法，以便在接下来的行驶运动中监控车辆信息和离合状态。
如果所述离合装置3处于第二离合状态中，例如这或者是因为离合装置在步骤S3中被转换至第二离合状态中，或者是因为在步骤S5中识别到了该离合状态，那么在步骤S6中检测运行信息，其中该运行信息还涉及电机2的转子的转速，该转速由传感器10检测到并传输给控制装置7。
在步骤S7中，控制装置7分析与运行信息和离合装置3的离合状态相关的再生条件。只有当所述离合装置3处于第二离合状态中时，才能够满足再生条件。在所示实施例中，通过在步骤S5中检查离合状态或者通过在步骤S3中主动选择第二离合状态，因而在步骤S7中保证满足了部分条件，所以原则上可以不必重新检查离合状态。如之后还要阐述的，但也可行的是：控制装置可以在后台例如继续监控车辆信息且据此独立于所示方法步骤改变离合状态。因此可以有利地在步骤S7中明确地重新检查，所述离合装置是否处于第二离合状态中。
此外在步骤S7中，只有当电机2的转速大于预先规定的转速限值时，才满足了再生条件。转速限值可以例如是每分钟一转。如果存储在电机2的转子中的转动能过小，则不适合进行再生。
此外可以分析其他运行信息，在步骤S7中再生条件的满足可能与这些其他信息相关。这些其他信息可以例如涉及机动车1的速度和/或电蓄能器8的荷电状态。尤其是如果电蓄能器满电，则不适合进行再生。
如果不满足再生条件，那么在步骤S8中结束所述方法且可以直接或者在经过确定的等待时间之后从步骤S1开始重复所述方法。如果满足了再生条件，那么在步骤S9中将所述电机作为发电机运行。在此存储在电机2的转子中的能量被回收且有利地不因为摩擦而损耗。以这种方式再生的能量被用于对机动车1的电蓄能器8充电。此外可以想到，再生的能量被用于机动车1的其他耗电器，例如空调设备等。
在整个方法过程期间，机动车1的行驶运行都由控制装置7在后台监控。在该监控中，分析反向离合条件(Rückkopplungsbedingung)，其中如果满足了反向离合条件，则将所述离合装置3从第二离合状态转换至第一离合状态。这例如在如下情况下进行：所述离合装置3位于第二离合状态中且所述电机2应当被用于驱动机动车1。
出于完整性原因要提到的是，在所述方法中电机2不仅能够在所述离合装置3位于第二离合状态中时作为发电机运行，而且也能够在离合装置处于第一离合状态中时作为发电机运行。在此情况下，特别是在机动车1制动时适宜的是，机动车1的动能通过将电机作为发电机运行的方式转化为电能。由此产生的或回收的电能例如被输送给电蓄能器8，由此对该电蓄能器充电。由此使电蓄能器8的运行时长得到延长且因此改善了机动车1的效率。

Claims (9)

1.一种用于运行机动车(1)的方法，该机动车具有电机(2)和离合装置(3)，该离合装置在第一离合状态中使所述电机(2)与传动系(4)联接以及在第二离合状态中使所述电机(2)从传动系(4)分离，其中，所述方法具有如下步骤：
a)检测离合信息，该离合信息表明：所述离合装置(3)是处于第一离合状态还是第二离合状态，
b)分析再生条件，再生条件的满足与离合信息相关，其中，当所述离合装置(3)处于第二离合状态时满足再生条件，或只有当所述离合装置处于第二离合状态时才能满足再生条件，以及
c)当满足再生条件时，通过将电机(2)作为发电机运行来进行对电机(2)的制动。
2.根据权利要求1所述的方法，
其特征在于，
检测至少一个与机动车(1)的运行状态有关的运行信息，其中再生条件的满足还与该运行信息相关。
3.根据权利要求2所述的方法，
其特征在于，
所述运行信息描述电机(2)的转速，只有当转速大于规定的转速限值时，才能够满足再生条件。
4.根据上述权利要求之一所述的方法，
其特征在于，
检测与机动车(1)的运行状态有关的至少一个车辆信息，其中，如果所述离合装置(3)处于第一离合状态中，那么在满足与车辆信息相关的离合条件时，使所述离合装置(3)转换到第二离合状态。
5.根据上述权利要求之一所述的方法，
其特征在于，
在离合装置(3)处于第一离合状态且满足驱动条件时，由电机(2)驱动机动车(1)。
6.根据上述权利要求之一所述的方法，
其特征在于，
在满足再生条件时将电机(2)作为发电机使用以用于给至少一个电蓄能器(8)充电。
7.根据上述权利要求之一所述的方法，
其特征在于，
在所述第一离合状态中，所述电机(2)通过变速器(12)与传动系(4)的部件(5)联接，其中该变速器(12)将电机(2)的转速转换为传动系(4)的部件(5)的转速，电机(2)的转速大于传动系(4)的部件(5)的转速。
8.一种具有电机(2)、离合装置(3)和控制装置(7)的机动车，离合装置在第一离合状态中使所述电机(2)与传动系(4)联接，在第二离合状态中使所述电机(2)从传动系(4)分离，控制装置被设计用于根据上述权利要求之一所述方法控制电机(2)的运行。
9.根据权利要求8所述的机动车，
其特征在于，
在所述第一离合状态中，由变速器(12)使所述电机(2)离合状态与传动系(4)的部件(5)联接，其中该变速器(12)将电机(2)的转速转换为传动系(4)的部件(5)的转速，其中电机(2)的转速大于传动系(4)的部件(5)的转速。
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