CN111801256A - 混合动力驱动车辆的混合动力式动力传动系及运行方法 - Google Patents

混合动力驱动车辆的混合动力式动力传动系及运行方法 Download PDF

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CN111801256A
CN111801256A CN201980016002.0A CN201980016002A CN111801256A CN 111801256 A CN111801256 A CN 111801256A CN 201980016002 A CN201980016002 A CN 201980016002A CN 111801256 A CN111801256 A CN 111801256A
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J·布吕茨基
T·佩邦德
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Abstract

本发明涉及一种用于混合动力驱动的机动车的混合动力式动力传动系，包括：内燃机(1)，该内燃机经由载荷路径传动至车辆车轮，在载荷路径中连接着双质量飞轮(11)，该双质量飞轮具有经由弹簧组弹性耦合的飞轮质量(9、13)；至少一个电机(5)，该至少一个电机能够通过自动变速器(3)传动地接合到载荷路径中，其中，在自动变速器(3)中，内燃机方面的驱动力矩(MBKM)和电机方面的驱动力矩(MEM)能够在功率叠加的情况下叠加成能够驱动车辆车轮的总驱动力矩(Mges)，其中，电子控制单元(19)基于行驶运行参数和/或驾驶员愿望利用目标力矩设定来操控内燃机(1)的发动机控制器(21)和/或电机(5)的电力电子器件(23)，其中，动力传动系具有分析单元(27)，该分析单元识别是否存在会导致转动不均匀性增加的ZMS卡住，在ZMS卡住时双质量飞轮(11)的弹簧组在压缩状态下被卡住，在存在ZMS卡住时，分析单元(27)生成发动机干预信号(SM)，发动机控制器(21)根据该发动机干预信号以力矩冲击来操控内燃机(1)，以使ZMS卡住被松脱。根据本发明，为分析单元(27)配设补偿单元(35)，该补偿单元基于力矩冲击来生成补偿信号(SA)，利用该补偿信号能够以补偿力矩(MA)来操控电机(5)，该补偿力矩补偿所述力矩冲击。

Description

混合动力驱动车辆的混合动力式动力传动系及运行方法
技术领域
本发明涉及一种根据权利要求1的前序部分所述的用于混合动力驱动车辆的混合动力式动力传动系以及根据权利要求6所述的用于运行这种混合动力式动力传动系的方法。
背景技术
这种混合动力式动力传动系除了具有内燃机外还具有可自动切换的变速器，该变速器可通过内燃机轴与内燃机传动连接以及通过电机轴与电机传动连接。该自动变速器可以被设计成，使得电机能够作为起动机/发电机运行以实现变速器的无动力中断的挡位变换、纯电动的行驶运行或混合动力运行；也就是说，电机能够被用作单独的动力源或辅助的动力源或用作用于产生电流和回收电能的起动机或发电机。例如，这类混合动力式动力传动系由文献DE 10 2005 040 769 A1所公开。
在这种本类型的混合动力式动力传动系中，内燃机经由载荷路径传动至车辆车轮。在载荷路径中连接着双质量飞轮，该双质量飞轮具有经由弹簧组弹性耦合的飞轮质量。混合动力式动力传动系的电机通过自动变速器传动地接合到载荷路径中。在自动变速器中，内燃机方面的驱动力矩和电机方面的驱动力矩能够在功率叠加的情况下叠加成能够驱动车辆车轮的总驱动力矩。
混合动力式动力传动系还具有电子控制单元。该电子控制单元在行驶运行中基于行驶运行参数和/或驾驶员愿望按照预先规定来操控内燃机的发动机控制器、自动变速器的变速器控制器和/或电机的电力电子器件/功率半导体器件。
在混合动力式动力传动系中，可以在起动过程中将电机作为起动机来运行，由此向内燃机传递起动力矩。在这种情况下，由电机使内燃机从静止状态开始以非常高的转速梯度加速至目标转速。但这会在混合动力式动力传动系的双质量飞轮中导致ZMS(双质量飞轮)卡住该双质量飞轮卡住增加了转动不均匀性，这时双质量飞轮的弹簧组在压缩状态下卡住。
这种ZMS卡住可以利用ZMS分析单元来识别。在存在这种ZMS卡住时，ZMS分析单元生成发动机干预信号，发动机控制器据此以力矩冲击来操控内燃机，以使ZMS卡住被松脱。
力矩冲击所伴随的短时的力矩增加或力矩降低都会在行驶运行中导致车辆加速度。这种加速度会令驾驶员感到不适，因为这不是根据驾驶员愿望而产生的。
由文献DE 10 2009 043 243 A1已知一种用于运行传动系的方法。从文献DE 102015 221 670 A1已知另一种用于机动车的动力设备。
发明内容
本发明的目的是，提供一种用于混合动力驱动的机动车的混合动力式动力传动系，其中，相比于现有技术能更舒适地进行行驶运行。
该目的通过权利要求1或6的特征实现。本发明的优选的改进方案在从属权利要求中公开。
根据权利要求1的特征部分，为能够用于辨别ZMS卡住的ZMS分析单元配设补偿单元。该补偿单元基于使ZMS卡住被松脱的力矩冲击来生成补偿信号，利用该补偿信号能够以补偿力矩来操控电机，该补偿力矩补偿所述力矩冲击。
本发明的中心思想是，在为了松脱被卡住的双质量飞轮而短时间增加或降低力矩时，同时通过电机向传动系施加起到反作用的补偿力矩。在此也就使双质量飞轮的卡住被松脱，而不会使车辆获得额外的加速度。在此情况下，在电机方面的补偿力矩因此这样反作用于在内燃机方面的力矩冲击，使得该力矩冲击不会影响到输出至车辆车轮的总输出力矩，从而使内燃机方面的力矩冲击以功率平衡的方式进行。
在第一中实施变型中，由分析单元所引入的力矩冲击可以是突然的、短时的转矩增加，而电机方面的起反作用的补偿力矩是突然的、短时的转矩降低。
替代于此，由分析单元所引入的力矩冲击是突然的、短时的转矩降低，而电机方面的起反作用的补偿力矩是突然的、短时的转矩增加。
附图说明
下面根据附图来说明本发明的实施例。
附图示出：
图1示出混合动力驱动的机动车的混合动力式动力传动系的粗略的示意性方框图；
图2以另一方框图示出了用于实现本发明的电子控制单元的彼此连接的程序单元。
具体实施方式
在图1中示出的混合动力式动力传动系包括内燃机1、自动变速器3和电机5。内燃机1通过内燃机轴7与双质量飞轮11的在内燃机侧的飞轮质量9连接。该双质量飞轮在变速器侧的飞轮质量13与自动变速器3的变速器输入轴15连接。沿周向方向观察，未示出的弹簧组作用在飞轮质量9、13之间。自动变速器3在输出侧具有所绘示的、与机动车的车桥的车桥差速器15传动连接的正齿轮级St1，由此形成了载荷路径，通过该载荷路径使内燃机方面的驱动力矩MBKM能够输出到车桥上。此外，电机5通过电机轴17以及通过第二正齿轮级St2与自动变速器3传动连接。
在自动变速器3中，根据所设定的行驶运行方式，由电机5产生的驱动力矩MEM和由内燃机1产生的驱动力矩MBKM能够在功率叠加的情况下被叠加成总驱动力矩Mges，利用该总驱动力矩能够驱动车桥。而在起动过程中，电机作为起动机起作用，利用该起动机来向内燃机1传递起动力矩。在此情况下，电机5使内燃机1从停止状态开始以非常高的转速梯度加速至目标转速。这可能导致位于混合动力式动力传动系中的双质量飞轮11的ZMS卡住。
在图1中示出的混合动力式动力传动系还具有电子控制器19，其基于行驶运行参数以及驾驶员愿望利用目标力矩设定来操控内燃机1的发动机控制器21以及电机5的电力电子器件23，或利用用于挡位调节的切换信号来操控自动变速器3的变速器控制器25。图1以及图2是为了便于理解本发明而绘制的。因此这两个附图都仅是粗略简化的示图，并不表达混合动力式动力传动系的实际构造，也不表达控制单元19以及控制器21、23、25的实际软件架构。
图2中示出了能够用于实现本发明的对于本发明重要的程序单元。据此，电子控制单元19具有ZMS分析单元27，ZMS分析单元检测是否存在ZMS卡住。这种ZMS卡住会导致转动不均匀性的增加，这就混合动力式动力传动系的运转平稳性而言是不利的。在输入端侧，ZMS分析单元27与转速传感器29连接，该转速传感器检测在混合动力式动力传动系中的实际转速nist。在信号技术方面在后面连接的计算单元31从实际转速nist中计算出运转不平稳信号SL，该运转不平稳信号被提供给ZMS分析单元27的信号输入端。
此外，在ZMS分析单元27的信号输入端上还施加由λ调节装置(氧调节装置/空燃比调节装置调节装置)生成的信号λ。在ZMS分析单元27中通过将Lambda信号(氧信号/空燃比信号)λ与运转不平稳信号SL相比较来进行分析：基于在当前运行情况下的这两个参数是否存在ZMS卡住。
如果存在这种导致转动不均匀性增加的ZMS卡住，则ZMS分析单元27生成发动机干预信号SM，发动机控制器21据此以力矩冲击来操控内燃机1，以使ZMS卡住被松脱。
如从图2中还可看到的，ZMS分析单元27在其信号输出端与补偿单元35信号连接。在补偿单元35中基于力矩干预信号SM生成补偿信号，电力电子器件23根据该补偿信号以补偿力矩MA操控电机5，该补偿力矩补偿了所述力矩冲击或反作用于该力矩冲击。
在此，电机方面的补充力矩MA这样反作用于内燃机方面的力矩冲击，使得力矩冲击不影响到输出至车辆车轮的总输出力矩，由此以功率平衡的方式进行该力矩冲击，从而不会由于力矩冲击造成使驾驶员不适的车辆加速度。
上面提到的用于识别ZMS卡住的ZMS分析单元27可以集成到发动机失火识别功能中，如文献DE 10 2015 221 670A1所述那样。因此具体参照该公开文本。

Claims (5)

1.一种用于混合动力驱动的机动车的混合动力式动力传动系，包括：内燃机(1)，该内燃机经由载荷路径传动至车辆车轮，在载荷路径中连接着双质量飞轮(11)，该双质量飞轮具有经由弹簧组弹性耦合的飞轮质量(9、13)；至少一个电机(5)，该至少一个电机能够通过自动变速器(3)传动地接合到载荷路径中，其中，在自动变速器(3)中，内燃机方面的驱动力矩(MBKM)和电机方面的驱动力矩(MEM)能够在功率叠加的情况下叠加成能够驱动车辆车轮的总驱动力矩(Mges)，其中，电子控制单元(19)基于行驶运行参数和/或驾驶员愿望利用目标力矩设定来操控内燃机(1)的发动机控制器(21)和/或电机(5)的电力电子器件(23)，其中，动力传动系具有分析单元(27)，该分析单元识别是否存在会导致转动不均匀性增加的ZMS卡住，在ZMS卡住时双质量飞轮(11)的弹簧组在压缩状态下被卡住，在存在ZMS卡住时，分析单元(27)生成发动机干预信号(SM)，发动机控制器(21)根据该发动机干预信号以力矩冲击来操控内燃机(1)，以使ZMS卡住被松脱，其特征在于，为分析单元(27)配设补偿单元(35)，该补偿单元基于力矩冲击来生成补偿信号(SA)，根据该补偿信号能够以补偿力矩(MA)来操控电机(5)，该补偿力矩补偿所述力矩冲击。
2.根据权利要求1所述的混合动力式动力传动系，其特征在于，电机方面的补偿力矩(MA)反作用于内燃机方面的力矩冲击，使得该力矩冲击不会影响到输出至车辆车轮的总输出力矩(Mges)，即，以功率平衡的方式进行内燃机方面的力矩冲击。
3.根据权利要求1或2所述的混合动力式动力传动系，其特征在于，由分析单元(27)所引入的力矩冲击是突然的、短时的转矩增加，起反作用的补偿力矩(MA)是突然的、短时的转矩降低。
4.根据权利要求1或2之一所述的混合动力式动力传动系，其特征在于，由分析单元(27)所引入的力矩冲击是突然的、短时的转矩降低，起反作用的补偿力矩(MA)是突然的、短时的转矩增加。
5.一种用于运行根据上述权利要求之一所述的、用于混合动力驱动的机动车的混合动力式动力传动系的方法。
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