CN112172787A - 运行并联式混合动力驱动装置的方法和机动车 - Google Patents

运行并联式混合动力驱动装置的方法和机动车 Download PDF

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Publication number
CN112172787A
CN112172787A CN202010608936.8A CN202010608936A CN112172787A CN 112172787 A CN112172787 A CN 112172787A CN 202010608936 A CN202010608936 A CN 202010608936A CN 112172787 A CN112172787 A CN 112172787A
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motor vehicle
electric
combustion engine
internal combustion
electric machine
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CN112172787B (zh
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B·布拉辛斯基
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Audi AG
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Audi AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
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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
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    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
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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
    • B60K6/22—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
    • B60K6/24—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 combustion engines
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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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    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
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Abstract

本发明涉及一种用于运行具有混合动力装置的机动车的方法以及一种被设置用于执行该方法的机动车。该机动车的动力传动系包括内燃机、至少一个电机以及自动变速器，其中该至少一个电机布置在内燃机与变速器之间，其中在机动车的混合动力运行模式中，以如下方式使纯电动行驶运行的比例最大化：控制自动变速器以得到不小于所规定的最小值的行驶转速，该最小值处在比所述至少一个电机的拐点转速低0转/分至100转/分的范围内。

Description

运行并联式混合动力驱动装置的方法和机动车
技术领域
本发明涉及一种用于运行具有混合动力驱动装置的机动车的方法以及一种被设置用于执行该方法的机动车。
背景技术
在并联式混合动力驱动装置(PHEV)中使用具有传统切换策略的变速器(例如步进式自动变速器)。驱动电机通常放置在内燃机与变速器之间，以使切换策略在电动行驶模式中也起作用。当然实行两种切换策略：传统的针对以内燃机行驶运行优化的第一切换策略，以及针对以纯电行驶模式运行优化的第二切换策略。
针对内燃机优化的切换策略通常提供尽可能低的行驶转速。如果驱动装置处于混合动力运行模式中，则存在混合动力系统的运行策略力求使电动行驶最大化的情况。这是一种目标冲突，因为为实现最大化的电动运行，更高的行驶转速的趋势是理想的，以便调用电机的最大功率。结果是，内燃机早在原本可以电动实现的加速时就起动。如果这出现在仅发生短暂加速(城市区域)而持续地不要求高行驶功率(长距离行驶)的情况中，则导致不利的内燃机负载点以及不必要的废气排放。
文献DE 10 2010 028 936 A1提出一种用于运行混合动力机动车的动力传动系的方法，该动力传动系具有内燃机、电机和自动变速器，其中，在切换过程中将电机的转速提高到基于所能提供的最大转矩的预备转速。在切换过程中首先减小在输出轴上提供的驱动转矩，然后实施真正的切换，之后在输出轴上再增加驱动转矩。通过使两种动力设备的转速在切换过程中同步而提高了舒适性且减低了磨损。
文献DE 103 27 306 A1公开一种用于运行机动车驱动单元的方法，该驱动单元具有内燃机、电机和变速器，其中电机在接合过程中被加速至在拐点转速/额定转速(Knickdrehzahl)范围中的超转速。在内燃机和电机之间设有第一离合器，在电机的输出侧设有第二离合器，在内燃机起动时，电机在第一离合器滑转的情况下以及在第二离合器滑转的情况下以以下转速运行，该转速在闭合第一离合器后以及在第二离合器在负载下滑转的情况下降至如下转速：其数值高于在额外闭合第二离合器的情况下出现的电机转速。
文献DE 10 2010 048 548 A1公开了一种用于运行混合动力车辆的动力传动系的方法，其中，该动力传动系为使效率最大化以内燃机和/或电机模式运行。在此自动地根据混合动力车辆的目标转矩以及运行状态确定该混合动力车辆的运行方式以及根据所确定的运行方式使内燃机和/或电机与动力传动系接合来运行该混合动力车辆。
发明内容
在此背景下，本发明的目的是，提供一种用于运行具有混合动力驱动装置(PHEV)的机动车的方法，该方法避免了内燃机不必要的起动，尤其是在城市交通中。
该目的通过一种具有权利要求1的特征的方法以及一种具有权利要求8的特征的设备实现。本发明的实施方案和改进方案由从属权利要求以及说明书得出。
本发明的主题是一种用于运行机动车的方法，该机动车的动力传动系包括内燃机(VKM)、至少一个电机、以及自动变速器，其中所述至少一个电机布置在内燃机与变速器之间(并联式混合动力装置、PHEV)。
在根据本发明的方法中，在机动车的混合动力运行模式中使纯电动行驶运行的比例最大化，其方式是这样控制自动变速器，以得到不小于规定的最小值的行驶转速。该最小值处在所述至少一个电机的拐点转速以下0转/分至100转/分的范围内。
在本发明范围中，混合动力运行模式被理解为动力传动系的一种运行模式：在该运行模式中有选择性地使用所述内燃机、所述至少一个电机或既使用所述内燃机又使用所述至少一个电机来驱动机动车。如果仅使用所述至少一个电机来驱动机动车，且关闭内燃机，则这在本发明范围内被称为纯电动行驶运行。
电机优选是变流器控制的三相电机，例如磁阻电机、异步电机或永磁电机，其在不超过拐点转速的情况下能够一直维持最大转矩。拐点转速标志了电磁场弱化范围的开始。如果转速超过拐点转速，则最大转矩持续下降。
根据本发明，在混合动力运行中寻求最大化的电动行驶时，总是提高行驶转速，以便调用所述至少一个电机的更高功率，并避免内燃机的起动。在此自动变速器的切换策略依据所述至少一个电机的拐点转速，这意味着，行驶转速正好高到能够调用系统的当前最大可用的电驱动功率。为自动变速器规定最小转速，不能低于该最小转速。该最小转速处在比所述至少一个电机的拐点转速低0转/分至100转/分的范围内。由此根据情况覆盖/协调自动变速器的针对尽可能小的转速设计的基础切换策略。
如果机动车处于混合动力行驶模式中，且最大电行驶功率在当前是合理的并且内燃机被关闭，则向自动变速器要求最小行驶转速。所要求的最小行驶转速比所述至少一个电机的拐点转速低0转/分至100转/分。根据挡位转换、当前的行驶速度级以及机动性的特征曲线确定与拐点转速的目标差距。在较高挡位时，所要求的最小行驶转速与拐点转速的差距小于在较低挡位时。
在本发明的一种实施方式中，当要求起动内燃机时，则停止提高行驶转速。实施该停止是为了不影响内燃机的起动过程。根据该方法的另外的实施方式，当车辆速度为70km/h或更大时，停止提高行驶转速。在该方法的另外的实施方式中，当驾驶员所要求的转矩小于电机的最大转矩时，停止提高行驶转速。
在该方法的一种实施方式中，机动车识别适于使纯电动行驶的比例最大化的情况，并开始提高行驶转速。适于电动行驶的情况例如是在城市区域、尤其是在对排放敏感的区域中行驶；以及堵车或时走时停的交通情况。在高速公路收费站前或过境检查站前的区域也适合纯电动行驶，这是因为那里通常产生等待时间。
在一种设施方式中，根据车辆速度进行情况识别。如果当然车辆速度小于规定的阈值，例如小于70km/h，和/或车辆通常接近停止或完全停止(时走时停)，则这表示适合纯电动行驶的情况，在车辆动力电池荷电状态充足的情况下激活行驶转速提高。
在根据本发明的方法的另一实施方式中，机动车利用卫星辅助定位确定其车辆位置并且参考该车辆位置结合来自数字道路地图的信息来辨识适合纯电动行驶的情况，例如在城市区域中、在对排放敏感的区域中、在高速公路收费站前或过境检查站前的区域中行驶。
在一种另外的实施方式中，来自数字道路地图的信息与由例如交通信息系统传输的关于交通流的信息来辨识堵车区域。
在一种另外的变型方案中，将机动车通过车对X通信接收到的消息用于情况识别。该消息在此具体说明了位于本车辆前方的行驶路段的特性。在考虑到这些特性的情况下，可以确定是否存在适于纯电动行驶的情况。在车对X通信中，机动车与基础设施、例如交通引导系统通信。
在另一实施方式中，通过在机动车中已经实施的功能进行情况识别，例如通过预测性的运行策略，该预测性的运行策略预先根据规划的行驶路线控制至少一个电机的蓄能器的荷电状态，以便为在城市中的纯电动行驶阶段提供足够的能量。
根据本发明的方法的优点还包括，避免了不必要地使用内燃机，这使得燃料消耗更低且废气排放更少(内燃机的短时的频繁起动对例如颗粒排放有非常大的影响)。根据本发明的方法允许在行驶运行中根据需要提高纯电动行驶的比例。本发明的其他优点由说明书得出。
本发明的主题还包括一种机动车，该机动车的动力传动系包括内燃机(VKM)、至少一个电机以及自动变速器，其中所述至少一个电机被布置在内燃机与变速器之间(并联式混合动力装置、PHEV)。
此外机动车还包括用于控制自动变速器的设备(控制装置)，其被布置用于在机动车的纯电动行驶运行中如此控制自动变速器，使得行驶转速不小于规定的最小值，该最小值在比所述至少一个电机的拐点转速低0转/分至100转/分的范围内。
在一种实施方式中，机动车具有如下装置，该装置用于确定机动车是否处于应使纯电动行驶运行的比例最大化的情况中，即确定应尽可能避免起动内燃机的情况。在一种实施方式中，该装置包括在机动车的控制器中实施的功能。在一种实施方式中，所述功能是用于确定当前的车辆速度或车辆速度的时间变化曲线的功能。在一种另外的实施方式中，所述功能是用于确定机动车的动力电池的荷电状态的功能。在一种另外的实施方式中，在控制器中实施预测性的运行策略，该预测性的运行策略预先根据规划的行驶路段控制所述至少一个电机的蓄能器的荷电状态，以便为在城市中的纯电动行驶阶段提供足够的能量。
在一种实施方式中，所述用于确定机动车是否处于应尽可能避免内燃机起动的情况中的装置包括电子导航系统。在一种实施方式中，该电子导航系统通过基于无线电蜂窝层面的移动无线电系统确定车辆位置。在另一种实施方式中，电子导航系统通过导航卫星系统参照坐标确定车辆位置。导航系统因此包括至少一个GPS接收器和/或用于无线电的发送/接收器。电子导航系统被布置用于，将所确定的车辆位置与来自数字道路地图的信息相结合并且识别适合纯电动行驶的情况，例如在城市区域中、在对排放敏感的区域中、在高速公路的收费站前或过境检查站前的区域中行驶。
在一种另外的实施方式中，导航系统被布置用于接收例如由交通信息系统传递的关于交通流的信息。导航系统被布置用于，将来自数字道路地图的信息与关于交通流的信息相结合来辨识堵车区域。
在一种另外的变型方案中，机动车具有用于车对X通信的设备。在车对X通信中，机动车与基础设施、例如交通引导系统通信。将机动车通过车对X通信接收到的消息用于情况识别。所述消息在此具体说明了位于本车辆前方的行驶路段的特性。在考虑到这些特性的情况下，可以确定，是否存在适于纯电动行驶的情况。
换句话说，根据本发明的机动车具有相应的装置以及尤其是具有计算机装置来执行根据本发明的方法。
在不脱离本发明范围的情况下，上面所述的特征当然不仅可以应用在相应给出的组合中，而且也可以应用在其他组合中或者单独地使用。

Claims (10)

1.一种用于运行机动车的方法，该机动车的动力传动系包括内燃机、至少一个电机以及自动变速器，其中该至少一个电机布置在内燃机与变速器之间，其中在机动车的混合动力运行模式中，以如下方式使纯电动行驶运行的比例最大化：控制自动变速器以得到不小于所规定的最小值的行驶转速，该最小值处在比所述至少一个电机的拐点转速低0转/分至100转/分的范围内。
2.根据权利要求1所述的方法，其中，当机动车识别到使纯电动行驶的比例最大化是有意义的情况时，使纯电动行驶运行的比例最大化。
3.根据权利要求2所述的方法，其中所述情况是在城市区域中行驶。
4.根据权利要求2所述的方法，其中所述情况是时走时停的交通情况。
5.根据权利要求2至4之一所述的方法，其中所述机动车根据车辆速度识别所述情况。
6.根据权利要求2至5之一所述的方法，其中所述机动车利用卫星辅助定位结合来自数字道路地图的信息识别所述情况。
7.根据权利要求2至6之一所述的方法，其中所述机动车通过车对X通信识别所述情况。
8.一种机动车，该机动车的动力传动系包括内燃机、至少一个电机以及自动变速器，其中所述至少一个电机布置在内燃机与变速器之间，其特征在于，所述机动车具有用于控制自动变速器的设备，该设备被设置用于，在机动车的纯电动行驶运行中这样控制自动变速器，使得得到的行驶转速不小于规定的最小值，该最小值处在比所述至少一个电机的拐点转速低0转/分至100转/分的范围内。
9.根据权利要求8所述的机动车，该机动车具有用于确定机动车是否处于应当使纯电动行驶运行的比例最大化的情况中的装置。
10.根据权利要求9所述的机动车，其中所述用于确定机动车是否处于应当使纯电动行驶运行的比例最大化的情况中的装置包括电子导航系统，该电子导航系统具有至少一个GPS接收器和/或用于无线电的发送/接收器以及数字道路地图。
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