CN111032401A - 用于混合动力车的内燃机的脉冲启动方法 - Google Patents

用于混合动力车的内燃机的脉冲启动方法 Download PDF

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CN111032401A
CN111032401A CN201880052125.5A CN201880052125A CN111032401A CN 111032401 A CN111032401 A CN 111032401A CN 201880052125 A CN201880052125 A CN 201880052125A CN 111032401 A CN111032401 A CN 111032401A
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M·弗里德里希
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Bayerische Motoren Werke AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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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
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    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

混合动力驱动装置和用于使机动车的混合动力驱动装置运行的方法。混合动力驱动装置包括内燃机、离合器变速器和至少一个电机，所述离合器变速器至少具有分别带有一个离合器的自由的分变速器和电机分变速器。为了启动内燃机，从与自由的分变速器相配的离合器的惯性和/或在自由的分变速器中的旋转提供脉冲能量。

Description

用于混合动力车的内燃机的脉冲启动方法
技术领域
本发明涉及一种用于使机动车的混合动力驱动装置运行的方法、一种混合动力驱动装置和一种机动车。
背景技术
在混合动力车中，可经由拖曳启动来启动内燃机，其中，电机经由离合器提供正转矩，该正转矩作用于内燃机或曲轴。也可以借助小齿轮启动器来启动内燃机。在内燃机被置于连接转速时，例如混合动力车驾驶员的载荷要求不能足够地由电机实现。这可能导致对于驾驶员来说不可接受的情形。此外，内燃机这样的启动需要很多能量，该能量必须由混合动力车的电机提供。
发明内容
本发明的目的在于，缩短直至内燃机开始传递力的持续时间并且对于再启动(追加启动：Zustart)减小电能需求。
所述目的之按照本发明的技术方案通过独立权利要求的特征来实现。本发明的有利的进一步改进方案由从属权利要求得出。
本发明基于如下认识。
在当前的混合动力化的双离合器变速器(DKG)中，其中电机连接在一个分变速器上，为了快速地启动已关闭的内燃机(VM)，在从内燃机关闭的阶段退出时可能产生问题。尤其是在从电动行驶(亦即仅仅通过电机驱动)向混合动力式行驶(在该混合动力式行驶中车辆驱动不仅经由电机而且经由内燃机实现)变换时，直至内燃机具有必需的连接转速为止可能持续一定的时间。这对于应用在低压范围内亦即低于60V运行时的混合动力车来说亦或对于具有高压应用亦即等于/高于60V的混合动力车来说是典型的。
内燃机的启动通过行驶踏板上的载荷要求、离开制动踏板时的要求或者通过通常的运行策略来触发。在此，迄今为止的运行策略开启适当的启动系统，之后借助拖曳启动或经由内燃机的小齿轮启动器，从转速0开始启动该内燃机。接着通过燃料的燃烧，内燃机被置于用于输出的连接转速，并且只有在此之后才耦联至动力传动系并且可有助于使车辆加速。
在这里通常产生如下的时间段，该时间段在不充分实现驾驶员的载荷要求并且没有大量消耗电能的情况下可导致内燃机的锁止直至承受载荷、导致功能故障和针对驾驶员要求不可接受的车辆反应。
所述目的之按照本发明的解决方案通过一种用于使机动车的混合动力驱动装置运行的方法实现。混合动力驱动装置包括内燃机、离合器变速器和至少一个电机，所述离合器变速器至少具有分别带有一个离合器的自由的分变速器和电机分变速器。电机设置在至少一个分变速器上，至少一个另外的分变速器在不连接电机的情况下起作用。所述方法包括如下步骤：打开所述至少两个离合器，用以关闭内燃机；经由电机分变速器驱动或回馈机动车。接收对于内燃机的再启动要求。闭合与自由的分变速器相配的离合器，用于启动内燃机，其中，为了启动内燃机，从与自由的分变速器相配的离合器的惯性和/或在该分变速器中的旋转提供脉冲(冲量)能量。
自由的分变速器不连接到电机上。电机分变速器连接到电机上。两分变速器分别具有一个至内燃机的离合器或者说两分变速器分别配设有一个至内燃机的离合器。
在本发明的一些实施例中，混合动力驱动装置相应于在双离合器变速器拓扑的两个分变速器之一上的所谓P2布置结构。离合器变速器是多挡的并且构成为能自动化切换的。离合器变速器可以具有多个分变速器。至少其中一个连接到电机上并且称为电机分变速器。至少一个另外的分变速器不连接到电机上并且称为“自由的分变速器”。两分变速器可以分别经由一个与分变速器相配的离合器而与内燃机耦联。在这里，各分变速器的离合器可被彼此独立地致动。
在一些实施例中，方法的起点是机动车进入内燃机关闭的行驶阶段中。在此，所述至少两个分变速器(电机分变速器和自由分变速器)的所述至少两个离合器是打开的，以便能关闭内燃机至转速等于零或近似等于零。在此期间，机动车的驱动可经由连接到电机上的那个分变速器实现。车辆被纯电动地驱动或者处于回馈阶段。
如果现在混合动力驱动装置的控制单元接收针对内燃机的再启动要求，则通过脱开挡位来朝向输出装置打开未连接到电机上的自由的分变速器(脱开换挡元件)并且闭合至内燃机的离合器，由此启动内燃机。内燃机的启动在此以脉冲式启动方法依据脉冲能量实现。所需的能量从自由的分变速器的和所属离合器的质量惯性和必要时存在的其他旋转惯性(非均匀转动缓冲器)提供。使用在自由的分变速器中存在的旋转能量用于脉冲启动。
为了能利用脉冲能量，而不对输出装置产生反作用，可在脉冲启动之前打开自由的分变速器中的形成挡位的换挡元件。这可通过打开自由的分变速器中的换挡元件以与输出装置脱联来实现。在闭合与自由的分变速器相配的离合器之前可打开换挡元件。
换言之，给出了一种用于混合动力车辆的内燃机的方法或脉冲启动方法的运行策略，以从发动机关闭的回馈阶段和电动行驶阶段退出。尤其是，脉冲启动方法用在包括具有双离合器变速器的混合动力驱动装置的机动车中。
通过按照本发明的措施给出一种方法，该方法的突出优点在于，明显缩短了直至内燃机开始传递力的持续时间。由此能实现：尤其是对于基于双离合器的变速器拓扑来说更快速地响应启动愿望并且限制电能用于车辆向前推进。此外，行驶舒适性也提高了。用于内燃机的常见的启动系统(诸如拖曳启动或小齿轮启动)可以取消或者如果希望的话用作附加的启动系统。
在一种进一步改进方案中，本方法包括将自由的分变速器调节到低于所述电机分变速器挡位的至少一个挡位。调节自由的分变速器可以根据必要时存在的驾驶员愿望调节到低于电机分变速器的挡位。不用于驱动的连接到输出装置上的分变速器(自由的分变速器)通过闭合切换元件形成低于在电机分变速器中的挡位的至少一个挡位。在这里的目的在于，将(属于自由的分变速器的)离合器的次级侧提高到比属于电机分变速器的离合器的转速高的转速水平。由此实现维持来自离合器惯性和自由的分变速器中的旋转的脉冲能量，该自由的分变速器处于比在电机分变速器中高的水平。
在本方法的一种进一步改进方案中，调节挡位连续地进行。为了提供用于内燃机的必需的脉冲启动能量，并行于所描述的换挡策略(在自由的分变速器中的挡位至少一个挡位低于电机分变速器中的挡位)，在经由电机借助驱动装置的回馈或者电动行驶期间，分别在自由的分变速器中连续调节至少一个低于电机分变速器的挡位。
在本方法的一种进一步改进方案中规定，在自由的分变速器中提供的转速差足以借助脉冲能量启动内燃机。通过可连续进行地调节自由的分变速器中的挡位确保了：在自由的分变速器中存在这样的转速差，由该转速差能随时根据脉冲启动方法通过闭合自由的分变速器的所属离合器来启动内燃机。
在一种进一步改进方案中，本方法包括将内燃机加速到等于自点火转速的转速。当接收到再启动要求时，首先通过打开形成挡位的换挡元件来朝向输出装置中断自由的分变速器并且然后闭合所属的离合器用于启动内燃机。在有些实施例中，鉴于脉冲能量，使内燃机加速到对于自点火所需的转速。接着，内燃机自动升速运行到电机分变速器的同步转速。
在本方法的一种进一步改进方案中规定，当内燃机的转速等于同步转速时，闭合电机分变速器的离合器。当达到同步转速时，闭合电机分变速器的离合器并且机动车的向前推进可经由内燃机确保。
在一种进一步改进方案中，本方法包括将内燃机加速到高于用于连接到电机分变速器的目标转速的转速。当接收到再启动要求时，通过打开形成挡位的换挡元件来朝向输出装置中断自由的分变速器并且然后闭合所属的离合器用于启动内燃机。在有些实施例中，这样实施脉冲启动，使得在连接的内燃机和自由的分变速器之间形成的转速高于用于连接到电机分变速器上的目标转速。
本方法的一种进一步改进方案不排除内燃机连接到自由的分变速器上。然而，这可能与运行策略有关。
优化调节的脉冲能量导致随着达到内燃机的怠速转速而脉冲启动。
在本方法的一种进一步改进方案中规定，经由电机分变速器的驱动包括向前推进机动车和/或制动能量的回馈。在这里，通过电机的向前推进和回馈阶段经由电机分变速器实现。
按照本发明的方法和混合动力驱动装置的所述运行策略的结果是内燃机更快速地连接到输出装置上，用于快速地实现驾驶员愿望或运行策略必要性。同时可提高当在制动回馈阶段中不必克服耦联的内燃机的拖曳力矩时所产生的回馈潜能。
此外说明了一种按照本发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；离合器变速器，所述离合器变速器至少具有分别带有一个离合器的自由的分变速器和电机分变速器；和电机，该电机设置在电机分变速器上。为了启动内燃机，从与自由的分变速器相配的离合器的惯性和/或在该分变速器中的旋转提供脉冲能量。
此外说明了一种按照本发明的用于应用本方法的机动车、尤其是轿车，机动车具有混合动力驱动装置，该混合动力驱动装置包括内燃机、离合器变速器和电机。
由从属权利要求得出本发明的其他进一步改进方案。
现在参照附图描述本发明的特别的实施方式。然而，本发明可以以许多不同的方式实施并且不应解释成限于这里阐述的实施方式；而是提供了这些实施方式，以便本公开是充分和完全的，并且这些实施方式对于本领域技术人员来说完全覆盖本发明的保护范围。在对附图中示出的实施方式的详细描述中使用的术语不应限制本发明。在附图中，相同的标记涉及相同的元件。
附图说明
本发明的进一步的细节可从以下依据附图描述的实施例得出。图中示出：
图1：机动车中的混合动力驱动装置的一个实施例，
图2：一种方法的实施例。
具体实施方式
在图1中示意性示出机动车F中的混合动力驱动装置HA。混合动力驱动装置HA具有内燃机VM、离合器变速器G和电机EM。混合动力驱动装置HA与机动车F的车轮R连接。在本实施例中优选针对后驱的车辆对混合动力驱动装置HA进行描述。同样地，该混合动力驱动装置HA用于前驱的或全轮驱动的车辆。
车辆变速器是多挡的并且能自动化地换挡。在图1中示出典型的拓扑，其中，电机EM的位置可在分变速器TG1、TG2上变化。
离合器变速器G在本实施例中是双离合器变速器，该双离合器变速器具有一个自由的分变速器TG1和一个电机分变速器TG2。两个分变速器经由所属的离合器连接到内燃机上并且借助各分变速器的功率叠加而连接到车辆的输出装置上。电机连接到电机分变速器TG2上。
在所描述的混合动力驱动装置中规定：内燃机VM的启动作为脉冲式启动来实现。所需的或必需的脉冲式启动能量从与自由的分变速器相配的离合器AE1的质量惯性和/或自由的分变速器TG1中的旋转能量提供。
为此，离合器AE1首先具有打滑并且为内燃机VM调制转矩。例如通过离合器AE1至少提供用于启动内燃机VM的发动机启动力矩，然而该发动机启动力矩可随着转速的增大而降低。通过所提供的转矩产生持续时间直至内燃机的力开始传递给输出装置。
为此，由混合动力驱动装置的控制单元(未示出)实施图2中的方法。
图2示出本方法的一种实施例。在本实施例中，起点是进入(S0)内燃机VM关闭的行驶阶段中。双离合器变速器的两个离合器AE1和AE2是打开的(S1)，则内燃机具有转速0。驱动(S2)、以及通过电机EM实现的回馈和向前推进的阶段经由分变速器TG2实现(也参见图1)。
在下一步骤(S3)中，将不用于通过电机实现回馈或向前推进的自由的分变速器TG1通过闭合适当的换挡元件同时至少调节到低于分变速器TG2中的挡位的挡位，以便随时能响应。将离合器AE1的次级侧提高到比离合器AE2的转速高的转速水平。可供使用的脉冲能量处于比在离合器AE2处高的水平。
控制单元接收(S4)驾驶员的针对内燃机VM的再启动要求或者作为混合动力驱动装置的运行策略要求的针对内燃机的再启动要求。为了更清晰起见，在图2中用虚线包括了以再启动要求开始的步骤。
首先通过打开(S5)形成挡位的换挡元件来朝向输出装置中断自由的分变速器TG1。然后闭合(S6)离合器AE1用于启动内燃机。为此，从离合器AE1的惯性和在自由的分变速器TG1中的旋转提供脉冲能量。
鉴于在自由的分变速器TG1和离合器AE1的质量中的脉冲能量，使内燃机VM至少加速(S7)到对于自点火所需的转速。接着内燃机VM向电机分变速器TG2的或所属离合器AE2的同步转速自动升速运行(S8)。当内燃机相对于电机分变速器TG2达到同步转速时，闭合离合器AE2并且接着可经由内燃机VM确保向前推进。
对于一定的应用情况绝对有利的可以是，脉冲启动这样执行，使得在连接的内燃机VM和分变速器TG1之间形成的转速高于用于连接到分变速器TG2上的目标转速(S9)。这借助于图2中的虚线示出。
总之可确定：通过所描述的措施构成一种方法，通过该方法能以简单的方式和形式对混合动力驱动装置的运行提供驾驶员愿望或运行策略要求，方式是：借助来自离合器的惯性和/或在分变速器中的旋转的脉冲能量来启动内燃机。
要注意：在本文献中描述的方法、装置和系统不仅可以单独地而且可以相互组合地用在本文献中描述的方法、装置和系统中。此外，在本文献中描述的方法、装置和系统的所有方面可以以多种多样的方式相互组合。尤其是，权利要求的特征可以以多种多样的方式相互组合。

Claims (10)

1.用于使机动车(F)的混合动力驱动装置(HA)运行的方法，其中，混合动力驱动装置包括内燃机(VM)、离合器变速器(G)和至少一个电机(EM)，所述离合器变速器至少具有分别带有一个离合器(AE1、AE2)的自由的分变速器(TG1)和电机分变速器(TG2)，其中，所述方法包括如下步骤：
a)打开所述至少两个离合器(AE1、AE2)，用以关闭内燃机；
b)经由电机分变速器(TG2)驱动机动车；
c)接收对于内燃机的再启动要求；
d)闭合与自由的分变速器相配的离合器(AE1)，用于启动内燃机；
其中，为了启动内燃机，从与自由的分变速器相配的离合器(AE1)的惯性和/或在自由的分变速器(TG1)中的旋转提供脉冲能量。
2.根据权利要求1所述的方法，此外包括将自由的分变速器(TG1)调节到低于电机分变速器(TG2)挡位的至少一个挡位。
3.根据权利要求2所述的方法，其中，调节挡位连续地进行。
4.根据权利要求1至3之一所述的方法，其中，在自由的分变速器(TG1)中提供的转速差足以借助脉冲能量启动内燃机。
5.根据权利要求1至4之一所述的方法，此外包括将内燃机加速到等于自点火转速的转速。
6.根据权利要求5所述的方法，其中，当内燃机的转速等于同步转速时，闭合电机分变速器(TG2)的离合器(AE2)。
7.根据权利要求1至4之一所述的方法，此外包括将内燃机加速到高于用于连接到电机分变速器(TG2)上的目标转速的转速。
8.根据权利要求1至7之一所述的方法，其中，经由电机分变速器(TG2)实现的驱动包括向前推进机动车和/或制动能量的回馈。
9.机动车(F)的混合动力驱动装置，其包括：
内燃机(VM)；
离合器变速器(G)，所述离合器变速器至少具有分别带有一个离合器(AE1、AE2)的自由的分变速器(TG1)和电机分变速器(TG2)；和
电机(EM)，该电机设置在电机分变速器(TG2)上；
其中，为了启动内燃机，从与自由的分变速器相配的离合器(AE1)的惯性和/或在该分变速器(TG1)中的旋转提供脉冲能量。
10.用于应用根据权利要求1至8之一所述的方法的机动车、尤其是轿车，其中，机动车具有混合动力驱动装置，该混合动力驱动装置包括内燃机、离合器变速器和电机。
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