CN110831799A - 通过增加的电池功率起动混合动力车辆的方法 - Google Patents

通过增加的电池功率起动混合动力车辆的方法 Download PDF

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CN110831799A
CN110831799A CN201880043904.9A CN201880043904A CN110831799A CN 110831799 A CN110831799 A CN 110831799A CN 201880043904 A CN201880043904 A CN 201880043904A CN 110831799 A CN110831799 A CN 110831799A
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clutch
torque
vehicle
battery
power
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伊曼纽尔·科兹
尤汗·米豪
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PSA Automobiles SA
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    • 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
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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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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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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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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Abstract

本发明涉及一种用于混合动力机动车辆的方法，该车辆包括通过离合器(4)传递扭矩的热力发动机(2)、输出扭矩而无需通过离合器(4)来传递该扭矩的由电池(12)供电的牵引电机(10)、用于根据电池(12)的荷电状态来计算该电池所输出的最大授权功率的方法，并且包括用于估计离合器(4)可传递的扭矩的方法，该起动方法的显著之处在于，对于需要离合器(4)的滑动的车辆起动，在检测到离合器(4)可传递的扭矩小于起动该车辆所需的扭矩、并且电池(12)的最大授权功率低于其最大可能功率时，该方法允许通过电池(12)输出大于最大授权功率的功率。

Description

通过增加的电池功率起动混合动力车辆的方法
技术领域
本发明涉及一种用于起动停止或低于速度阈值的混合动力车辆的方法，该车辆配备有热力发动机和牵引电机，并且本发明涉及一种混合动力车辆，其包括用于实施该起动方法的装置。
背景技术
一种称为并联式混合动力车辆的、使用电能的混合动力车辆包括第一机动化装置和第二机动化装置，该第一机动化装置配备有热力发动机，该第二机动化装置包括由储能装置供电的牵引电机，该牵引电机连接至驱动轮而无需通过热力发动机的离合器。以下称为电池的该电能存储装置可以使用所有类型的技术，尤其是电化学储能电池单元或电容。
热力发动机通过具有多个变速比的传动装置连接到驱动轮，该传动装置在其输入端包括离合器，尤其是干式离合器。当以第一变速比起动车辆时，离合器出现滑动，该滑动允许通过该第一变速比使车辆的速度适应发动机的速度。
传递扭矩的离合器滑动形成了热升温功率，其在短时间内几乎不向外散逸并使离合器机构的温度升高。
在某些情况下，尤其是在连续爬坡起动后或车辆载荷过大时，离合器的温度会急剧上升。在这种情况下，离合器传递扭矩的能力减小，这会增加该离合器的滑动及其温度。会出现热力发动机无法再使停止车辆起动的情况。
此外，在要求高扭矩以牵引包括连接至热力发动机的电机的混合动力车辆的情况下，其中该电机可为牵引电池充电，特别由文献WO-A1-201427152提出的一种已知方法限制了该电机吸收的扭矩，以便优先将热力发动机所输出的扭矩传递到驱动轮。
在以控制车辆速度的自动系统进行驾驶的情况下，特别由文献WO-A1-201427153提出的另一种已知的用于牵引相同类型的混合动力车辆的方法限制了由电机吸收的扭矩，以便满足牵引扭矩上的需求。
然而，当离合器在扭矩上的容量受限时，由直接连接至热力发动机的电机输出的扭矩不能帮助车辆从静止状态起动。
此外，某些混合动力车辆包括不通过离合器连接至驱动轮的电机，特别的是该电机可以连接至热力发动机的传动装置。
通常，在混合动力车辆上，牵引电池可输出的由能量管理系统授权的功率取决于该牵引电池的荷电状态，其称为“SOC”(英文术语“State of Charge(荷电状态)”的缩写)。当荷电状态降低时，授权功率也会降低，并且能量管理规则优先选择热力发动机来牵引车辆。
在离合器的扭矩容量大幅降低的情况下，同时电机因牵引电池的荷电状态而提供很小或零扭矩，这会在热力发动机没有通过离合器传递足够的扭矩时导致无法起动的问题。车辆保持不动，客户会将这感知为动力总成出现故障的严重问题。
发明内容
本发明特别旨在避免现有技术的这些缺点。
为此目的，本发明提出了一种用于起动混合动力机动车辆的方法，该车辆包括热力发动机、由牵引电池供电的牵引电机，该热力发动机通过离合器将扭矩传递至驱动轮，该牵引电机将扭矩输出至驱动轮而无需通过离合器来传递该扭矩，该起动方法使用根据电池的荷电状态来计算由电池输出的最大授权功率的方法，并且使用用于估计离合器可传递的扭矩最大值的方法，该方法的显著之处在于，对于需要离合器的滑动的车辆的起动，在检测到离合器可传递的扭矩小于起动车辆所需的扭矩、并且电池的最大授权功率低于其最大可能功率的情况下，该方法允许通过电池输出大于最大授权功率的功率，以便为参与车辆起动的电机供电。
该起动方法的优点在于，尽管存在用于在电池的荷电水平太低时限制该电池所输出的功率的常规规则，然而电机仍可以例外地输出高水平扭矩，该扭矩来自电池可输出的最大功率。
在这种情况下认为，可以例外地允许极少出现这些条件的车辆起步，以避免用户认为车辆的故障严重。
此外，根据本发明的起动方法可以包括以下可彼此组合的特征中的一个或多个。
根据实施例，用于估计离合器可传递的扭矩的方法利用对该离合器的温度的测量或估计。
根据另一实施例，用于估计离合器可传递的扭矩的方法利用在该离合器的先前使用期间对车辆动态的跟踪。
有利地，该起动方法使用取决于车辆的各种运行参数的速度阈值，以确定在起动车辆时离合器的滑动状态低于该阈值。
有利地，该起动方法允许由电池输出的功率可以达到最大可能功率。
本发明还涉及一种混合动力机动车辆，该车辆包括热力发动机以及由电池供电的牵引电机，该热力发动机通过离合器将扭矩传递至传动装置，该牵引电机将其扭矩输出至驱动轮而无需通过离合器来传递该扭矩。该车辆的显著之处在于，包括实施包括上述特征中的任意一个特征的起动方法的装置。
特别地，电机可以连接至由离合器驱动的传动装置的主轴。
附图说明
通过以下参照仅作为示出本发明实施例的示例给出的附图的详细描述，将更好地理解本发明，并且本发明的其他目的、特征、细节和优点将更加清楚地显现，在附图中：
-图1是实施根据本发明的起动方法的混合动力车辆的示意图；并且
-图2是根据电池电量示出可由该电池输出的功率的曲线图。
具体实施方式
图1示出了一种混合动力车辆，其包括通过自动控制的离合器4驱动的热力发动机2、具有不同变速比的传动装置6，该传动装置6连接至该车辆的前驱动轮8。
接收离合器4的运动的传动装置6的输入轴包括由牵引电池12供电的牵引电机10。这样，通过利用由传动装置6提供的不同变速比，电机10可以将扭矩输出至驱动轮8，而无需通过离合器4来传递该电机10的扭矩。
与车辆的监测管理器连接的动力总成的计算机控制该动力总成的运行，以响应驾驶员的要求，同时优化能耗和污染气体的排放。
特别地，混合动力车辆可以仅通过热力发动机2来行驶，离合器4闭合以驱动传动装置6，电机10不传递扭矩。
当通过单个电机10以电动模式行驶时，离合器4断开且热力发动机2停用。电机10通过从牵引电池12获取能量而将发动机扭矩输出至驱动轮8，或者在车辆制动期间，电机10通过产生该电池的充电电流而作为发电机运行。
当以混合动力模式行驶时，热力发动机2以及电机10输出相互补充的扭矩，以响应驾驶员对驱动轮8的扭矩要求。
该车辆包括用于估计可由离合器4传递的扭矩的方法，该方法尤其可以基于该离合器的温度的测量或估计，或者基于在离合器的先前使用期间对车辆动态的跟踪，以确定该离合器可传递的由热力发动机2输出的最大扭矩。
图2根据由百分比表示的电池的荷电状态SOC示出了第一曲线，该第一曲线示出了电池实际可输出的最大可能功率Pmax，该最大可能功率Pmax是恒定的。
第二曲线示出了电池12的最大授权功率Paut，通过在低电池电量时限制功率以保护该电池而根据荷电状态SOC来计算该最大授权功率Paut。特别是，在荷电状态SOC大于40％时，最大授权功率Paut始终等于最大可能功率Pmax，并且在40％以下时线性降低以在0％时变成零值。
代表电流强度与输出电流电压的乘积的最大可能功率Pmax是电池12在给定的运行条件下、特别是温度条件下可输送的功率。应注意到，最大可能功率Pmax是恒定的，其与电池12的充电水平无关。
在最大授权功率Paut过低的情况下，动力总成的能量管理规则优先使用热力发动机2来牵引车辆。同时，如果热力发动机2能够为对电池12的充电提供额外的能量，则可以尤其通过使用电机10来进行该充电。
当车辆在困难条件下起步时，特别是有负载或在斜坡上的车辆，并且该车辆具有可传递小于该起动所需扭矩的受限扭矩的过热离合器4，在电池的荷电状态SOC低下的情况下，遵守最大授权功率Paut，电机10可以输出附加扭矩，该附加扭矩增加到离合器所输出的扭矩，该扭矩不足以允许起动车辆。
因此，出现车辆起动失败，驾驶员认为该起动失败是严重的故障。根据本发明的用于起动车辆的方法代表包括以下步骤的紧急情况。
当起动或发动处于低速的车辆时，根据该车辆的其他运行参数，尤其是驾驶员的动态要求，该方法检查车辆的速度是否低于需要离合器4滑动的阈值。在这种情况下，该方法计算为了起动车辆而需要输出到传动装置6的扭矩。
然后，该方法进行对离合器4可传递的扭矩的估计，该可传递扭矩可以小于所需的扭矩阈值，或者该方法进行对离合器4的温度的估计，该温度可以大于最大温度阈值，从而推断出该离合器可输出的扭矩容量不足以起动该车辆。
在图2所示的示例中，该方法计算出电机10应当输出扭矩以补充由离合器4输出的扭矩，该电机应当输出的扭矩对应于为获得该扭矩而来自电池12的所需功率P1。应注意到，在荷电状态SOC小于20％时，最大授权功率Paut小于所需功率P1，电池12不能正常地满足该要求。
在这种情况下，该方法允许由电池12输出大于最大授权功率Paut的功率。特别是如箭头24所示，如有必要，该方法可以允许输出最大可能功率Pmax。
因此，以通常不常见的方式使得限制牵引电池12的风险的已知方法可以在尽可能多的情况下避免使车辆无法起动。

Claims (7)

1.一种用于起动混合动力机动车辆的方法，所述车辆包括热力发动机(2)、由牵引电池(12)供电的牵引电机(10)，所述热力发动机通过离合器(4)将扭矩传递至驱动轮(8)，所述牵引电机向所述驱动轮(8)输出扭矩而无需通过所述离合器(4)来传递所述扭矩，所述起动方法使用根据所述电池的荷电状态(SOC)来计算所述电池(12)所输出的最大授权功率(Paut)的方法，并且使用估计所述离合器(4)可传递的扭矩最大值的方法，其特征在于，对于需要所述离合器(4)的滑动的车辆起动，在检测到所述离合器(4)可传递的扭矩小于起动所述车辆所需的扭矩、并且所述电池(12)的最大授权功率(Paut)低于所述电池的最大可能功率(Pmax)的情况下，所述方法允许通过所述电池(12)输出大于所述最大授权功率(Paut)的功率，以向参与所述车辆起动的所述电机(10)供电。
2.根据权利要求1所述的起动方法，其特征在于，所述用于估计所述离合器(4)可传递的扭矩的方法利用对所述离合器(4)的温度的测量或估计。
3.根据权利要求1或2所述的起动方法，其特征在于，所述用于估计所述离合器(4)可传递的扭矩的方法利用在所述离合器(4)的先前使用期间对所述车辆的动态的跟踪。
4.根据前述权利要求中任一项所述的起动方法，其特征在于，所述起动方法使用取决于所述车辆的各种运行参数的速度阈值，以确定所述车辆起动时所述离合器(4)的滑动状态低于所述阈值。
5.根据前述权利要求中任一项所述的起动方法，其特征在于，所述起动方法允许由所述电池(12)输出的功率可以达到所述最大可能功率(Pmax)。
6.一种混合动力机动车辆，其包括热力发动机(2)以及由电池(12)供电的牵引电机(10)，所述热力发动机通过离合器(4)将扭矩传递至传动装置(6)，所述牵引电机将其扭矩输出至驱动轮(8)而无需通过所述离合器(4)来传递所述扭矩，其特征在于，包括实施根据前述权利要求中任一项所述的所述车辆的起动方法的装置。
7.根据权利要求6所述的混合动力机动车辆，其特征在于，所述电机(10)连接至由所述离合器(4)驱动的所述传动装置(6)的主轴。
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