CN111911294B - 包括电动涡轮的内燃热机的四驱混动车辆及对应控制方法 - Google Patents

包括电动涡轮的内燃热机的四驱混动车辆及对应控制方法 Download PDF

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CN111911294B
CN111911294B CN202010382027.7A CN202010382027A CN111911294B CN 111911294 B CN111911294 B CN 111911294B CN 202010382027 A CN202010382027 A CN 202010382027A CN 111911294 B CN111911294 B CN 111911294B
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internal combustion
electric power
hybrid vehicle
control unit
motor
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CN111911294A (zh
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法布里齐奥·法瓦雷托
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Ferrari SpA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
    • 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
    • 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
    • B60K6/26—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 motors or the generators
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    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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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
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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
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B60—VEHICLES IN GENERAL
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
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  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Supercharger (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明提出一种具有四个驱动轮(2，4)的混合动力车辆(1)，其具有：内燃热机(5)，其将运动传递至第一对驱动轮(4)并具有至少一个气缸(8)，该气缸设有至少一个进气阀(10)并设有排气阀(12)；涡轮(20)，其被设计为通过废气进行旋转；第一电机(26)，其被设计为通过涡轮(20)进行旋转，以产生电能；第二电机(3)，其将运动传递至第二对驱动轮(2)；以及控制单元(30)，其被配置为周期性地确定必须产生的电力(Pdes)和第一电机(26)产生的电力(Peff)，并根据第一电机(26)产生的电力(Peff)与必须产生的电力(Pdes)之间的差异来调节排气阀(12)的开口提前角。

Description

包括电动涡轮的内燃热机的四驱混动车辆及对应控制方法
相关申请的交叉引用
本专利申请要求于2019年5月9日提交的意大利专利申请第102019000006696号的优先权，其全部公开内容通过引用并入本文。
技术领域
本发明涉及一种包括设有电动涡轮的内燃热机的四轮驱动混合动力车辆以及一种对应的控制方法。
背景技术
混合动力车辆包括：内燃热机，其通过设有变速器的传动系将力矩传递至驱动轮；以及至少一个主电机，其电连接至电力储存系统并且机械连接至驱动轮。
在一些混合动力车辆中(例如，如专利申请WO2016028836A1所述)，内燃热机连接至第一对驱动轮(即，后驱动轮或前驱动轮)，而主电机连接至第二对驱动轮(即，前驱动轮或后驱动轮)，并且内燃热机与主电机之间没有直接的机械连接；因此，内燃热机和主电机彼此只能通过四个驱动轮和路面来交换力矩(即，能量)。
结果，必须设有辅助电机，其机械连接至内燃热机并专门用作产生随后被主电机使用(并且通常首先至少部分被储存在电力储存系统中)的电能的发电机。
众所周知，内燃热机可以设有涡轮增压器增压系统，其能够通过利用废气的焓对内燃热机吸入的空气进行压缩并因此增加进气的容积效率来增大由内燃热机产生的功率。
传统上，涡轮增压器增压系统包括设有涡轮和压缩机的涡轮增压器，涡轮沿着排气管道设置，从而通过由内燃热机排出的废气的推力而高速旋转，压缩机通过涡轮进行旋转并沿着空气供给管道设置，以压缩内燃热机吸入的空气。最近建议使用电动涡轮增压器(例如，专利申请US2006218923A1)，该电动涡轮增压器包括至少一个可逆电机，其装配在压缩机和涡轮共用的轴上，从而作为增加压缩机的旋转速度(从而消除所谓的涡轮迟滞(turbo lag))的马达工作，或者作为利用废气的焓来产生电能的发电机工作。替代地，在电动涡轮增压器中，压缩机可以在机械上完全与涡轮无关联，并且可以存在始终且仅作为马达工作并引起压缩机旋转的第一电机以及始终且仅作为发电机工作并通过涡轮进行旋转的第二电机。
发明内容
本发明的目的是提供一种包括设有电动涡轮的内燃热机的四轮驱动混合动力车辆以及一种对应的控制方法，所述混合动力车辆虽然尽可能地简单和轻量，但是仍提供较高性能。
根据本发明，提供了一种具有四个驱动轮的混合动力车辆，其包括：
内燃热机，其将运动传递至第一对驱动轮并具有至少一个气缸，该气缸设有至少一个进气阀并设有排气阀；
涡轮，其被设计为借助于从气缸穿过排气阀流出的废气而进行旋转；
第一电机，其被设计为通过涡轮进行旋转，以产生电能；
第二电机，其将运动传递至第二对驱动轮，并且与内燃热机没有直接的机械连接；以及
控制单元，
该混合动力车辆的特征在于：
混合动力车辆完全不具有从内燃热机的轴接收运动的电机；
控制单元被配置为周期性地确定：必须产生的电力和第一电机产生的电力；并且
控制单元被配置为根据第一电机产生的电力与必须产生的电力之间的差异来调节排气阀的开口提前角。
所附权利要求描述了本发明的优选实施方式并形成了说明书的组成部分。
附图说明
现在将参照示出本发明的非限制性实施方式的附图来描述本发明，其中：
图1是根据本发明的四轮驱动混合动力车辆的示意性平面图；
图2是图1的道路车辆的增压内燃机的示意图。
具体实施方式
在图1中，附图标记1整体表示一种混合动力车辆(或混合驱动车辆)，其设有从电机3接收力矩的两个前驱动轮2并设有从内燃热机5接收力矩的两个后驱动轮4，内燃热机5完全与电机3分开并且无关联(即，在内燃热机5与电机3之间没有直接的机械连接)。
电机3通过设有前差速器的传动系统(是已知的，因此未被示出)而连接至两个前驱动轮2；类似地，内燃热机5通过设有变速器和后差速器的传动系统(是已知的，因此未被示出)而连接至两个后驱动轮4。
电机3是可逆的(即，它既可以作为电动马达工作从而吸收电能并产生机械力矩，又可以作为发电机工作从而吸收机械能并产生电能)并且由控制装置6(特别是电子AC/DC功率转换器，即“逆变器”)进行控制，控制装置6连接至具有化学电池的电力储存系统7。在本申请中，控制装置6是双向装置并且包括连接至储存系统7的直流侧以及连接至电机3的三相交流侧。
根据图2，内燃热机5包括四个气缸8，其各自通过两个进气阀10连接至进气歧管9并且通过两个排气阀12连接至排气歧管11。
阀10和12由相应的凸轮来操作，凸轮通过驱动轴进行旋转。阀10和12的相位通常与理想循环所确立的活塞的对应冲程不一致；由于在阀10和12上施加的加速度不能超过与所使用的材料的抗性有关的特定限制，因此阀10和12的运动起始的提前角为5°至15°，以获得常规开口，而没有瞬时的急跳。首先，阀10和12的运动相对于凸轮的旋转是最小的，然后，阀10和12的升程相对于旋转角度成比例地增大，直到在接近活塞的半冲程时达到最大值。在进气阀10的情况下，为了能够最大程度地填充气缸，后续闭合明显延迟地发生，该延迟的范围相对于BDC(下止点)为35°至70°；这允许利用所吸入的混合物，即使当活塞再次开始提升时，该混合物也由于所获得的速度而保持流入气缸8中。
类似地，排气阀12以相对于BDC的35°至65°的范围内的提前角开始它们的打开。在冲程的该最后部分中，气体膨胀所产生的有用功总是很小，因此便利的是以牺牲膨胀冲程为代价来推进排气冲程。排气阀12的运动与进气阀10的运动类似地进行；然而，排气阀12以相对于TDC(上止点)的2°至30°的范围的延迟闭合，从而利用气体的惯性，即使气体不再被活塞推动，气体也由于所获得的速度而保持流出。
进气歧管4通过进气管道13接收新鲜空气(即，来自外部的空气)，其设有空气过滤器14并由节气阀15调节。沿着进气管道13设有中冷器16，其实现对所吸入的空气进行冷却的功能。排气歧管11连接至排气管道17，其将燃烧产生的废气供应到排气系统，该排气系统将燃烧产生的气体释放到大气中并且通常包括至少一个催化转化器18和设置在催化转化器18下游的至少一个消音器(未被示出)。
内燃热机5包括增压系统，该增压系统又包括设有涡轮20和压缩机21的涡轮增压器19，涡轮20沿着排气管道17设置从而通过从气缸8排出的废气的作用而高速旋转，压缩机21沿进气管道13设置以增加由进气管道13供应的空气的压力，并且在机械上与涡轮20无关联(即，与涡轮20没有任何机械连接)。
沿着排气管道17设有旁通管道22，其与涡轮20并联连接，以使其端部连接在涡轮20的上游和下游；沿着旁通管道22设有废气门阀23，其被设计为调节流过旁通管道22的废气的流速并且由致动器(未被示出)控制。沿着排气管道13设有旁通管道24，其与压缩机21并联连接，以使其端部连接在压缩机21的上游和下游；沿着旁通管道25设有进气泄压阀25，其被设计为调节流过旁通管道24的废气的流速并且由致动器(未被示出)控制。
涡轮20和压缩机21彼此不机械连接，因此它们可以被放置在内燃热机5的不同区域中。涡轮20装配在发电机26上，该发电机26通过涡轮20进行旋转以产生电能；发电机26电连接至控制装置27(特别是电子AC/DC功率转换器)，该控制装置27又连接至储存系统7。压缩机21装配在电动马达28上，该电动马达28使压缩机21旋转；电动马达28电连接至控制装置29(特别是电子AC/DC功率转换器)，该控制装置29又连接至储存系统7。
道路车辆1由控制单元30控制，控制单元30控制道路车辆1的所有部件(例如，电机3和内燃热机5)的运行。
在道路车辆1行驶时，当需要将力矩传递至前轮2时(例如，由于在纯电动模式下需要低速行驶，或者由于后轮4打滑并且不能将驾驶员要求的所有力矩释放到地面)控制单元30将电机3用作马达，并且在道路车辆1减速时将电机3用作发电机。
此外，在内燃热机5的运转期间，控制单元30以彼此完全自主的方式控制使压缩机21进行旋转的电动马达28和通过涡轮20进行旋转的发电机26。换言之，控制单元30对使压缩机21进行旋转的电动马达28进行控制的唯一目的是基于所要求的性能(即，在要由内燃热机5传递的力矩和功率方面)来优化气缸8的进气；另一方面，控制单元30对通过涡轮20进行旋转的发电机26进行控制的唯一目的是优化电能的产生，即，使电力最大化而不损害内燃热机5的运转。
除了由作为发电机工作(即，当道路车辆1正在减速时)的电机3所产生的电能之外，道路车辆1上的电能是由唯一的发电机26产生的；即，除了可以偶尔且短暂地作为发电机工作的电机3之外，在道路车辆1上唯一适合于产生电能的装置是通过涡轮20进行旋转的发电机26。换言之，在道路车辆1上，唯一适合于连续产生电能的装置是通过涡轮20进行旋转的发电机26。因此，道路车辆1完全不具有从内燃热机5的驱动轴接收运动以产生电能的电机。
在使用中，控制单元30周期性地确定必须产生的电力Pdes，以便应对(电机3、电动马达28以及诸如灯、控制构件、信息娱乐系统的其他电力设施的)电能消耗，并在需要时为储存系统7充电；此外，在使用中，控制单元30周期性地确定发电机26产生的电力Peff。
在使用中，控制单元30根据必须产生的电力Pdes与发电机26产生的电力Peff之间的差异来控制排气阀12的开口提前角：
·在必须产生的电力Pdes超过发电机26产生的电力Peff的情况下，增大排气阀12的开口提前角(显然，绝不超过排气阀12的开口提前角的最大值)；
·在必须产生的电力Pdes与发电机26产生的电力Peff(大致)相同的情况下，使排气阀12的开口提前角保持恒定；并且
·在必须产生的电力Pdes小于发电机26产生的电力Peff的情况下，减小排气阀12的开口提前角(显然，绝不小于使内燃热机5的能量效率最大化的、排气阀12的开口提前角的最小值)。
显然，内燃热机5必须设有用于改变凸轮(至少)对排气阀12进行控制的时间的(已知)系统。此外，应指出的是，排气阀12的开口提前角的最大值是完全独立于电能产生需求之外使内燃热机5的能量效率最大化的理想值；另一方面，排气阀12的开口提前角的最大值是避免过度损害内燃热机5的能量效率的极限值。此外，排气阀12的开口提前角的最小值和最大值可以是固定的，也可以根据内燃热机5的发动机工作点而改变。
换言之，当需要增加电能的产生时(例如，在以基本恒定的速度沿着高速公路行驶的情况下，当废气通常具有适度焓时)，控制单元30控制内燃热机5以使能量效率最大化(即，使用使内燃热机5的能量效率最大化的、排气阀12的开口提前角的最小值)；显然，在发电机26产生的电力Peff超过必须产生的电力Pdes的情况下，多余的电力被储存在储存系统7中或被用于增加对作为马达工作的电机3的使用。另一方面，当需要增加电能的产生时(例如，在交通堵塞的城市中心行驶的情况下，当内燃热机5几乎总是空转并因此废气通常具有较小焓时)，控制装置30控制损坏(降低)能量效率的内燃热机5，从而增加由涡轮20产生的机械功率(即被发电机26吸收)；换言之，为了增加废气的焓，控制单元30增大排气阀12的开口提前角，以使废气从排气阀12流出并在较高的压力下流向排气歧管11(因此，不使用这种较高的压力来推动活塞并因此在内燃热机5内产生机械能)。
从某种角度看，通过增大排气阀12的开口提前角，使用了一种布雷顿-焦耳循环，其中空气在气缸8内被压缩和加热(即，气缸8用作压缩和燃烧室)，随后空气在涡轮20中膨胀(部分地，由于膨胀的一部分总是发生在气缸8内，从而至少支持内燃热机5的空转)，从而使发电机26旋转。实际上，通过为排气阀12的打开设置提前量，废气仅部分地在气缸8内膨胀，并且对于其余部分，它们在涡轮20中膨胀，从而引起发电机26的旋转。
在附图所示的实施方式中，涡轮20在机械上与压缩机21无关联，因此，对于增压系统而言，存在两个截然不同的电机：通过涡轮20进行旋转的发电机26以及引起压缩机21进行旋转的电动马达28。根据未在本文中示出的不同实施方式，涡轮20和压缩机21安装在同一轴上(因此，它们总是以相同速度一起旋转)，并且增压系统包括单个可逆电机，其与涡轮20和压缩机21安装在同一轴上并且可以作为发电机工作(由涡轮20操作)，并且在必要时还可以作为马达工作(短时间工作，以消除涡轮增压器响应延迟)；换言之，在该实施方式中，增压系统的单个可逆电机几乎总是用作发电机(由涡轮20操作)，并且偶尔且短时地用作消除涡轮增压器响应延迟的马达。
在附图所示的实施方式中，具有增加进气压力的压缩机21(以及相关的电动马达28)；根据未在本文中示出的不同实施方式，不具有压缩机21(以及相关的电动马达28)，因此内燃热机5不被增压(即，是吸气式发动机)。
本文描述的实施方式可以彼此组合，而不会因此超出本发明的保护范围。
上述道路车辆1具有许多优点。
首先，上述道路车辆1能够产生在任何可能的操作条件下所需的所有电力，即，其能够在任何可能的操作条件下并根据需要增加或减少发电机26产生的电力Peff。特别地，即使在内燃热机5空转时，也可以利用排气阀12的较大开口提前角来产生适当的电力Peff，从而使废气在高压下从气缸8中流出。
此外，上述道路车辆1不具有(直接或间接地)通过内燃热机5的驱动轴而进行旋转的发电机，从而减少了成本、尺寸和重量。
最后，上述道路车辆1易于制造，因为它仅需要使用市场上可获得的已知部件。
附图标记列表
1道路车辆
2前轮
3电机
4后轮
5内燃热机
6控制装置
7储存系统
8气缸
9进气歧管
10进气阀
11排气歧管
12排气阀
13进气管道
14空气过滤器
15节气阀
16中冷器
17排气管道
18催化转化器
19涡轮增压器
20涡轮
21压缩机
22旁通管道
23废气门阀
24旁通管道
25进气泄压阀
26发电机
27控制装置
28电动马达
29控制装置
30控制单元

Claims (8)

1.一种具有四个驱动轮(2，4)的混合动力车辆(1)，包括：
内燃热机(5)，其将运动传递至第一对驱动轮(4)并具有至少一个气缸(8)，所述气缸设有至少一个进气阀(10)并设有排气阀(12)；
单个涡轮(20)，其被设计为借助于从气缸(8)穿过排气阀(12)流出的废气而进行旋转；
第一电机(26)，其被设计为通过涡轮(20)进行旋转，以产生电能；
第二电机(3)，其将运动传递至第二对驱动轮(2)，并且与内燃热机(5)没有直接的机械连接；
压缩机(21)，其被设计为增加气缸(8)的进气压力并且在机械上与涡轮(20)无关联；
第三电机(28)，其被设计为引起压缩机(21)旋转；以及
控制单元(30)，
其特征在于：
混合动力车辆(1)完全不具有从内燃热机(5)的轴接收运动的电机；
控制单元(30)被配置为周期性地确定：必须产生的电力(Pdes)以及第一电机(26)产生的电力(Peff)；并且
控制单元(30)被配置为根据第一电机(26)产生的电力(Peff)与必须产生的电力(Pdes)之间的差异来调节排气阀(12)的开口提前角。
2.根据权利要求1所述的混合动力车辆(1)，其中，控制单元(30)被配置为在必须产生的电力(Pdes)大于第一电机(26)产生的电力(Peff)的情况下增大排气阀(12)的开口提前角。
3.根据权利要求2所述的混合动力车辆(1)，其中，控制单元(30)被配置为不将排气阀(12)的开口提前角增大到超过最大值。
4.根据权利要求1所述的混合动力车辆(1)，其中，控制单元(30)被配置为在必须产生的电力(Pdes)大于第一电机(26)产生的电力(Peff)的情况下减小排气阀(12)的开口提前角。
5.根据权利要求4所述的混合动力车辆(1)，其中，控制单元(30)被配置为不将排气阀(12)的开口提前角减小到超过最小值。
6.根据权利要求5所述的混合动力车辆(1)，其中，最小值是能够完全独立于电能产生需求之外使内燃热机(5)的能量效率被最大化的理想值。
7.根据权利要求1所述的混合动力车辆(1)，其中，控制单元(30)被配置为在必须产生的电力(Pdes)等于第一电机(26)产生的电力(Peff)的情况下使排气阀(12)的开口提前角保持恒定。
8.一种用于控制具有四个驱动轮(2，4)的混合动力车辆(1)的方法，所述混合动力车辆(1)包括：
内燃热机(5)，其将运动传递至第一对驱动轮(4)并具有至少一个气缸(8)，所述气缸设有至少一个进气阀(10)并设有排气阀(12)；
单个涡轮(20)，其被设计为借助于从气缸(8)穿过排气阀(12)流出的废气而进行旋转；
第一电机(26)，其被设计为通过涡轮(20)进行旋转，以产生电能；
第二电机(3)，其将运动传递至第二对驱动轮(2)，并且与内燃热机(5)没有直接的机械连接；
压缩机(21)，其被设计为增加气缸(8)的进气压力并且在机械上与涡轮(20)无关联；
第三电机(28)，其被设计为引起压缩机(21)旋转；以及
控制单元(30)，
其特征在于：
混合动力车辆(1)完全不具有从内燃热机(5)的轴接收运动的电机；
控制单元(30)周期性地确定：必须产生的电力(Pdes)以及第一电机(26)产生的电力(Peff)；并且
控制单元(30)根据第一电机(26)产生的电力(Peff)与必须产生的电力(Pdes)之间的差异来调节排气阀(12)的开口提前角。
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