CN112203886A - 机动车辆的转换器的温度的控制方法 - Google Patents

机动车辆的转换器的温度的控制方法 Download PDF

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Publication number
CN112203886A
CN112203886A CN201980034681.4A CN201980034681A CN112203886A CN 112203886 A CN112203886 A CN 112203886A CN 201980034681 A CN201980034681 A CN 201980034681A CN 112203886 A CN112203886 A CN 112203886A
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China
Prior art keywords
motor vehicle
temperature
converter
work
coupling
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CN201980034681.4A
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English (en)
Inventor
尤汉·米豪
瑞德瓦·哈巴尼
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

本发明涉及一种用于控制机动车辆(1)的功率转换器(300)的温度的方法，该转换器连接车辆的电网(410)和电动装置(110)的第一换流器(112)，电动装置通过第一联接设备(120)联接至车辆的车轮(210、220)，从而驱动车辆，该车辆包括用于冷却包括转换器和第一换流器在内的元件的冷却系统(500)，该控制方法包括将由冷却系统冷却的元件中的一个的温度的当前值与阈值进行比较，并且，在当前值大于阈值时，在第二机动化装置的第二联接设备(140)强制联接至车轮之后，减小驱动车辆的电动装置做功，通过驱动车辆的第二机动化装置(130)的功来补偿。

Description

机动车辆的转换器的温度的控制方法
技术领域
本发明涉及向机动车辆的至少一个安全部件供电的电网的供电，并且更特别地涉及向电网供电的转换器的性能。
背景技术
机动车辆包括多个安全部件，诸如照明系统以及制动辅助装置、牵引辅助装置或者用于控制机动车辆的系统和辅助装置的各种计算机。
向这些安全部件供应电能对于确保机动车辆的正常运行是必不可少的，尤其是对于减少事故风险或事故时的人身伤害是必不可少的。
文献JP2012075228A描述了一种机动车辆，其包括热机、连接至第一换流器的电机、连接至第二换流器的发电机、转换器和用于确保冷却第一换流器、第二换流器和转换器的冷却系统。为了减少温度传感器的数量并防止损坏转换器，当第一换流器的温度的当前值超过阈值时，减小对电机的需求，增大对发电机的需求，并且热机补偿由电机提供的扭矩的减小。
在这样的方法中，冷却系统可能没有足够的能力来同时冷却第二换流器和转换器，从而由于未充分冷却转换器而降低转换器的性能，减少对连接至转换器的电网的电能供应。
发明内容
本发明旨在提出一种确保对转换器进行更好的冷却并因此确保更好地向机动车辆的电网供应电能的方法。
为此目的，首先提出了一种用于控制机动车辆的功率转换器的温度的方法，该转换器连接机动车辆的电网和电动装置的第一换流器，该电动装置通过第一联接设备联接至机动车辆的车轮中的至少一个，以便驱动机动车辆，机动车辆包括用于冷却包括转换器和第一换流器在内的多个元件的冷却系统，控制方法包括将由冷却系统冷却的多个元件中的一个的温度的当前值与阈值进行比较，并且当温度的当前值大于阈值时，减少驱动机动车辆的电动装置做功，由驱动机动车辆的第二机动化装置的功来补偿，该做功减少的补偿包括第二机动化装置的第二联接设备与机动车辆的车轮中的至少一个的强制联接。
因此，该控制方法确保了将对应于驾驶员意愿的扭矩传递至机动车辆的车轮，同时减小了通过冷却装置冷却的除转换器以外的元件对冷却系统的需求，以便确保冷却转换器，以避免损害转换器的性能并保持机动车辆的运行，从而降低事故风险或事故时的人身伤害。
可以单独或组合设置如下的各种附加特征：
-所测量的温度是转换器的温度，以使转换器保持在可接受的运行温度下；
-在电动装置做功减少时，电动装置与机动车辆的车轮中的至少一个分离，以使得冷却系统仅确保转换器的冷却；
-阈值区分为：
增大阈值，从该增大阈值开始，当所测量的温度的当前值增大时，强制将第二机动化装置的第二联接设备联接至机动车辆的车轮中的至少一个，
减小阈值，小于增大阈值，从该减小阈值开始，当所测量的温度的当前值减小时，中断第二机动化装置的第二联接设备与机动车辆的车轮中的至少一个的强制联接，
从而避免在温度阈值未被区分且转换器的温度的当前值基本上等于阈值的情况下，可能发生的在第二机动化装置和至少一个车轮的强制联接与中断强制联接之间的不适时切换；
-当温度的当前值增大时，第二机动化装置所需做的功相对于可由该第二机动化装置实现的最大功的百分比逐渐增大，以便根据转换器的温度将冷却系统的效率集中在转换器上；
-当温度的当前值减小时，第二机动化装置所需做的功相对于可由该第二机动化装置实现的最大功的百分比逐渐减小，以便根据转换器的温度增加由电动装置提供的扭矩；
-在温度的当前值达到最大值之前，当温度的当前值增大时，第二机动化装置所需做的功相对于可由该第二机动化装置实现的最大功的百分比达到平台阶段，该平台阶段在温度的当前值从最大值减小之后保持稳定，从而确保由第二机动化装置提供的功的稳定性；
其次提出了一种机动车辆，包括：
-转换器；
-电网，连接至转换器；
-电动装置，设置有第一换流器，第一换流器通过转换器连接至电网；
-冷却系统，用于冷却包括转换器和第一换流器在内的多个元件；
-由冷却系统冷却的多个元件中的一个的温度传感器；
-第一联接设备，用于联接机动车辆的车轮中的至少一个和电动装置；
-第二机动化装置；
-第二联接设备，用于联接机动车辆的车轮中的至少一个和第二机动化装置；
该机动车辆包括用于实施如上所述的控制方法的装置。
作为变型：
-第二机动化装置包括第二电机；
-第二机动化装置包括热机。
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是机动车辆的图示，示意性地示出了通过转换器向与机动车辆的安全部件连接的电网供电；
图2是电网的供电方法的步骤的示意图；
图3是示出根据转换器温度进行第二机动化装置的联接设备与机动车辆的至少一个车轮的强制联接的曲线图；
图4是示出第二机动化装置所需做的功根据转换器温度而变化的曲线图。
具体实施方式
图1示出了机动车辆1，其包括电动装置110，和用于将电动装置110联接至机动车辆1的后车轮210中的至少一个的第一联接设备120。
根据实施例，第一联接设备120是离合器、爪形联接器、变矩器或者液压系统。
机动车辆1包括第二机动化装置130，和用于将第二机动化装置130联接至机动车辆1的前车轮220中的至少一个的第二联接设备140。
在不同的实施例中，电动装置110适于联接至前车轮220中的至少一个，并且第二机动化装置130适于联接至后车轮210中的至少一个。作为变型，电动装置110和第二机动化装置130适于联接至相同的至少一个车轮210、220。
机动车辆1还包括将电动装置110与向机动车辆1的安全部件供电的电网410连接的转换器300。
安全部件例如是照明系统421、制动辅助系统422或控制这些系统和辅助装置的不同计算机423。
根据所示的实施例，电动装置110包括适于通过第一联接设备120联接至该至少一个后车轮210的第一电机111，以及将电动装置110连接至转换器300的第一换流器112。
转换器300适于确保从电动装置110或从牵引电池150向电网410供应电能，牵引电池150连接至转换器300和电动装置110的第一换流器112。
根据所示的实施例，牵引电池150适于通过电动装置110和/或通过机动车辆1的外部电源来充电。牵引电池150适于向电动装置110供电。
机动车辆1包括第一换流器112和转换器300共用的冷却系统500。冷却系统500允许减少机动车辆1的制造和组装成本并减小由机动车辆1的不同组成元件占据的空间，同时在大多数情况下确保令人满意的运行。
车辆1还包括针对转换器300的温度T的传感器(未示出)。
在不同的实施例中，针对温度T的传感器配置成测量第一换流器112的温度。连接至冷却系统500的第一换流器112相应地减小冷却系统500冷却转换器300的能力。
在所示的实施例中，电网410连接至通过转换器300克服电网410的暂时供电故障的车载电池430。然而，车载电池430不能确保供应长时间的断电或掉电。
当对电动装置110的需求高时，冷却系统500达到其极限，并且无法同时正确冷却电动装置110的第一换流器112和转换器300。电网410因此具有遭受供电中断的风险。
为了改善向电网410供应电能的可持续性，图2所示的用于控制转换器300的温度T的方法1000包括：
-步骤1001，测量转换器300的温度T；
-步骤1002，将该温度T的当前值TC与阈值T1、T2进行比较；
当当前值TC大于、或者大于或等于阈值T1、T2时，
-步骤1003，减小驱动机动车辆1的电动装置110的功；
-步骤1004，通过驱动机动车辆1的第二机动化装置130的功W来补偿电动装置110的做功减小，用于补偿做功减小的步骤1004包括第二机动化装置130的联接设备140与机动车辆1的至少一个前车轮220的强制联接FF。
术语“联接”在此代指机动车辆1的机动化装置和车轮之间的连接，通过这种连接，该机动化装置能够通过车轮使机动车辆1运动。
因此，控制方法1000迫使第二机动化装置130联接至该至少一个前车轮220，即使这种联接不是预先进行的。
联接设备140是指允许将由第二机动化装置130输出的功传递至该至少一个前车轮220的任意装置。
根据实施例，第二联接设备140是离合器、爪形联接器、变矩器或者液压系统。
在所示的实施例中，控制方法1000以规则的时间间隔循环执行。
该控制方法1000确保将对应于驾驶员意愿的扭矩传递至机动车辆1的车轮210、220，同时减小第一换流器112对冷却系统500的需求，以确保转换器300的良好冷却，以避免损害转换器300的性能并保持机动车辆1的良好运行，从而减少事故风险或事故时的人身伤害。
图3示出了，相对于随时间t增大然后减小的转换器300的温度T的当前值TC(上方曲线)，随时间t变化的第二机动化装置130与该至少一个前车轮220的强制联接FF(下方曲线)。
如在图3和图4中可见的，在所示的实施例中，阈值T1、T2被区分成增大阈值T2和减小阈值T1。增大阈值T2大于减小阈值T1。
当转换器300的温度T的当前值TC增大时，在第一时刻t1，当当前值TC大于、或者大于或等于增大阈值T2时，实施第二机动化装置130的联接设备140与该至少一个前车轮220的强制联接FF。
当转换器300的温度T的当前值TC减小时，在第四时刻t4，当当前值TC小于、或者小于或等于减小阈值T1时，实施第二机动化装置130的联接设备140与该至少一个后车轮210的强制联接FF的中断。
由于增大阈值T2和减小阈值T1是不同的，因此避免了在温度T的阈值T1、T2未被区分且转换器300的温度T的当前值TC基本等于阈值T1、T2的情况下，可能发生的在第二机动化装置130与该至少一个前车轮220的强制联接FF和强制联接FF的中断之间的不适时切换。
图4示出了，相对于随时间t增大然后减小的转换器300的温度T的当前值TC(上方曲线)，根据时间t变化的第二机动化装置130所需做的功W相对于可由该第二机动化装置实现的最大功的百分比(下方曲线)。
在大于增大阈值T2的较高的值T3以上，从第二时刻t2开始，当温度T的当前值TC增大时，第二机动化装置130所需做的功W相对于可由该第二机动化装置130实现的最大功的百分比逐渐增大。根据所示的实施例，该增大是线性的。
当温度T的当前值TC减小直至在第三时刻t3达到温度T的较高的值T3时，第二机动化装置130所需做的功W的百分比逐渐减小。根据所示的实施例，该减小是线性的。
根据所示的实施例，第一时刻t1在第二时刻t2之前，第二时刻t2在第三时刻t3之前，并且第三时刻t4在第四时刻t4之前。
优选地，在温度T的当前值Tc达到最大值TM之前，第二机动化装置130所需做的功W的百分比达到平台阶段Wp，该平台阶段Wp在温度T的当前值TC从最大值TM开始减小之后保持稳定。
在其他实施例中，由电动装置110和第二机动化装置130提供的扭矩的不同分配可以优先于本文中描述的控制方法1000。这种分配例如可以在电子轨迹校正器(ESP)的运行期间出于机动车辆1的稳定性的原因、或者响应于四轮驱动驾驶模式而被使用。
根据所示的实施例，在控制方法1000的步骤中，电动装置110与该至少一个后车轮210分离。
在所示的实施例中，机动车辆1、第二机动化装置130包括第二电动装置130a和热机130b。
在不同的实施例中，第二机动化装置130仅包括第二电动装置130a或热机130b。
在所示的实施例中，第二电动装置130a包括通过第二联接设备140联接至后车轮220中的至少一个的第二电机131a，以及将第二电机130a连接至转换器300的第二换流器132a。
牵引电池150优选地连接至第二电动装置130a。牵引电池150适于通过第二电机131a充电。牵引电池150适于向第二电机131a供电。
机动车辆1包括热机130b和第二电动装置130a的连接装置130c，连接装置130c将热机130b联接至该至少一个前车轮220。
根据所示的实施例，机动车辆1还包括交流发电机160，交流发电机160连接热机130b和电网410并且能够确保对电网410的电能供应。
交流发电机160优选地适于起动机动车辆1的热机130b。

Claims (10)

1.一种用于控制机动车辆(1)的功率转换器(300)的温度(T)的控制方法(1000)，所述转换器(300)连接所述机动车辆(1)的电网(410)和电动装置(110)的第一换流器(112)，所述电动装置(110)通过第一联接设备(120)联接至所述机动车辆(1)的车轮(210、220)中的至少一个，以便驱动所述机动车辆(1)，所述机动车辆(1)包括用于冷却包括所述转换器(300)和所述第一换流器(112)在内的多个元件的冷却系统(500)，所述控制方法(1000)包括将由所述冷却系统(500)冷却的多个元件中的一个的温度(T)的当前值(TC)与阈值(T1、T2)进行比较(1002)，并且当所述温度(T)的当前值(TC)大于所述阈值(T1、T2)时，减小(1003)驱动所述机动车辆(1)的电动装置(110)做功，由驱动所述机动车辆(1)的第二机动化装置(130)的功(W)来补偿(1004)，所述控制方法(1000)的特征在于，做功减小的补偿(1004)包括所述第二机动化装置(130)的第二联接设备(140)与所述机动车辆(1)的车轮(210、220)中的至少一个的强制联接(FF)。
2.根据前项权利要求所述的控制方法(1000)，其特征在于，所测量的所述温度(T)是所述转换器(300)的温度。
3.根据前述权利要求中任一项所述的控制方法(1000)，其特征在于，在所述电动装置(110)做功减小(1003)时，所述电动装置(110)与所述机动车辆(1)的车轮(210、220)中的至少一个分离。
4.根据前述权利要求中任一项所述的控制方法(1000)，其特征在于，所述阈值(T1、T2)区分为：
增大阈值(T2)，从所述增大阈值开始，当所测量的所述温度(T)的当前值(TC)增大时，强制将所述第二机动化装置(130)的第二联接设备(140)联接至所述机动车辆(1)的车轮(210、220)中的至少一个，
减小阈值(T1)，小于所述增大阈值(T2)，从所述减小阈值开始，当所测量的所述温度(T)的当前值(TC)减小时，中断所述第二机动化装置(130)的第二联接设备(140)与所述机动车辆(1)的车轮(210、220)中的至少一个的强制联接。
5.根据前述权利要求中任一项所述的控制方法(1000)，其特征在于，当所述温度(T)的当前值(TC)增大时，所述第二机动化装置(130)所需做的功(W)相对于所述第二机动化装置(130)能够实现的最大功的百分比逐渐增大。
6.根据前述权利要求中任一项所述的控制方法(1000)，其特征在于，当所述温度(T)的当前值(TC)减小时，所述第二机动化装置(130)所需做的功(W)相对于所述第二机动化装置(130)能够实现的最大功的百分比逐渐减小。
7.根据前述权利要求中任一项所述的控制方法(1000)，其特征在于，在所述温度(T)的当前值(TC)达到最大值(TM)之前，当所述温度(T)的当前值(TC)增大时，所述第二机动化装置(130)所需做的功(W)相对于所述第二机动化装置(130)所能够实现的最大功的百分比达到平台阶段(Wp)，所述平台阶段在所述温度(T)的当前值(TC)从所述最大值(TM)减小之后保持稳定。
8.一种机动车辆(1)，包括：
转换器(300)；
电网(410)，连接至所述转换器(300)；
电动装置(110)，设置有第一换流器(112)，所述第一换流器(112)通过所述转换器(300)连接至所述电网(410)；
冷却系统(500)，用于冷却包括所述转换器(300)和所述第一换流器(112)在内的多个元件；
针对由所述冷却系统(500)冷却的多个元件中的一个的温度(T)的传感器；
第一联接设备(120)，用于联接所述机动车辆(1)的车轮(210、220)中的至少一个和所述电动装置(110)；
第二机动化装置(130)；
第二联接设备(140)，用于联接所述机动车辆(1)的车轮(210、220)中的至少一个和所述第二机动化装置(130)；
所述机动车辆(1)的特征在于，包括用于实施根据前述权利要求中任一项所述的控制方法(1000)的装置。
9.根据前项权利要求所述的机动车辆(1)，其特征在于，所述第二机动化装置(130)包括第二电机(131a)。
10.根据权利要求8和9中任一项所述的机动车辆(1)，其特征在于，所述第二机动化装置(130)包括热机(130b)。
CN201980034681.4A 2018-05-22 2019-04-16 机动车辆的转换器的温度的控制方法 Pending CN112203886A (zh)

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