CN113104024A - 用于防止机动车传动系中的电机超速的方法 - Google Patents

用于防止机动车传动系中的电机超速的方法 Download PDF

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CN113104024A
CN113104024A CN202110025518.0A CN202110025518A CN113104024A CN 113104024 A CN113104024 A CN 113104024A CN 202110025518 A CN202110025518 A CN 202110025518A CN 113104024 A CN113104024 A CN 113104024A
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electric machine
axle
fahrbahn
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塞巴斯蒂安·克伦普
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Magna Pt & CoKg GmbH
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Abstract

一种用于防止混合动力机动车传动系中的电机超速的方法，机动车传动系具有至少一个车轴，车轴能够至少部分地经由电机驱动，方法包括以下步骤：‑在启动过程期间估算机动车重量，‑持续地计算被驱动的车轴的动态车轴载荷、驱动轮扭矩和所需摩擦系数，‑借助于检测在被驱动的车轴和非被驱动的车轴之间的微打滑来检测车轮失速，‑基于在车轮失速时计算出的驱动轮扭矩和在车轮失速时计算出的被驱动的车轴动态车轴载荷，估算当前的行车道摩擦系数μFahrbahn，‑保持估算的行车道摩擦系数μFahrbahn，直至不再检测到车轮失速，并且同时，‑基于所确定的行车道摩擦系数μFahrbahn和内燃机的当前载荷，确定电机的最大转速nmax，在该最大转速下电机与传动系驱动有效地解耦。

Description

用于防止机动车传动系中的电机超速的方法
技术领域
本发明涉及一种用于避免机动车传动系中的电机超速的方法，所述机动车传动系具有至少一个车轴，所述车轴能够至少部分地经由电机驱动，其中所述电机能够与其余的传动系解耦。
背景技术
在机动车技术中，在许多不同的领域中使用电机。尤其在具有至少一个电机作为驱动单元和至少一个被驱动的车轴的混合动力和电动车领域中，如果所述电机能够以不同的传动比结合到传动系中，那么需要保护电机防止过载，例如超速。因此，相对于与机动车的被驱动的车轴驱动有效地连接或能够驱动有效地连接的电机的最大转速，必须在任意时间保持缓冲转速范围，以便能够在可能的车轮失速的情况下避免通过电机的第二扭矩源而引起的超速。通常，通过考虑对于最坏情况的最大可行的车轮转速梯度来进行该缓冲转速范围的设定，所述最坏情况即所述机动车在裸冰上行进，进而行车道摩擦系数等于零。这大幅限制了电机的效率，因为由于可能的高转速，必须在电机的转子和电机的定子之间保持相应大的气隙。
发明内容
本发明的目的是提出一种方法，所述方法根据行车道摩擦系数提供了使电机动态地解耦的可能性，以便因此能够在电机的转子和定子之间具有最小的气隙的情况下，尽可能最佳地利用转速范围。这又再引起：所述电机能够在更有效的范围中运行，而不会受到使所述电机超速运转的风险。
该需求能够通过根据本发明所述的方法来满足。
根据本发明的方法用于在并联混合动力结构类型中，例如在P2.5或P3设计方案中在机动车传动系中以设计为最小的气隙防止电机超速。所述机动车传动系具有至少一个至少部分地可用的电机，由于第二扭矩源，例如内燃机，所述电机能够被加速超出允许的转速范围，所述第二扭矩源经由与电机不同的传动比与传动系驱动有效地连接或可连接。
根据本发明，该方法包括以下步骤：
-在启动过程期间估算机动车重量，
-持续地、即持久地计算所述机动车的被驱动的车轴(Achse)的动态车轴载荷、驱动轮扭矩和所需摩擦系数，
-通过监控在机动车的被驱动的车轴和非被驱动的车轴之间的微打滑来检测车轮失速(Radabriss)，
-基于在车轮失速时计算出的驱动轮扭矩和在车轮失速时计算出的被驱动的车轴的动态车轴载荷，估算当前的行车道摩擦系数，
-保持估算的行车道摩擦系数，直至不再检测到车轮失速，并且同时
-基于所确定的行车道摩擦系数和内燃机的存在的载荷，确定电机的最大转速，在该最大转速下所述电机与传动系驱动有效地解耦。
所述电机的解耦例如能够经由独立的耦合单元或使在分配给电机的变速器中的挡位脱开来进行。
车轮失速能够理解为下述情况，在所述情况中车轮附着失去，并且机动车的一个或多个车轮不再提供必要的牵引并且打滑。
通过根据本发明的方法例如能够在挡位预选策略中实现关于电机的较大的可变性，因为省去用于避免超速的静态转速阈值。此外，提升了在高转速下的电机可用性，进而提升了其效率。
附图说明
下面示例性地参考附图描述本发明。
图1示出一个图表，所述图表在下述假设的情况下图解说明在机动车传动系中电机的可利用的和潜在可利用的转速范围：所述电机在车轮失速的情况下(μ＝0)经由仍然耦合的内燃机进一步被加速。
图2示出一个图表，所述图表图解说明，只要已知行车道摩擦系数，如果在车轮失速的情况下能够偏离假设μ＝0，能够附加地使用何种转速范围。
图3示意性地示出在P2.5并联混合动力机动车传动系中电机的布置。
图4示意性地示出在P3并联混合动力机动车传动系中电机的布置，所述机动车传动系具有相对于电机单独的、可变的传动比。
图5示出一个图表，所述图表以P2.5并联混合动力布置为例图解示出耦合的电机的关键路径。
图6定性地示出关于所估算的行车道摩擦系数和内燃机的载荷来调整电机的解耦转速。
图7示出在降低电机的极限转速的情况下在浇水的玻璃砖上进行机动车测量的测量局部。
图8示出在检测到车轮失速之后的测量局部，其中随后在没有车轮失速的情况下所需摩擦系数增大。
具体实施方式
在图1中示出的图表中，示出在根据现有技术的P2.5并联混合动力机动车传动系(图3)或P3并联混合动力机动车传动系(图4)中电机4的解耦方式或耦合方式。由于在具有用于电机4的不同的挡位的P2.5布置或P3布置中的由原理所决定的布置，必须始终保持足够大的转速缓冲，以便在不利的传动比组合的情况下，即如果第二扭矩源，即内燃机5以比电机4更小的传动比联接到车轴上，以便预防在车轮失速时电机4的损坏(图5)。
在图3和图4中示意性地示出不同的并联混合动力机动车传动系，即P2.5布置和P3布置。在图3中示意性地示出P2.5并联混合动力机动车传动系。所述内燃机5在此能够经由双离合器8选择性地与第一子变速器6或第二子变速器7驱动有效地连接。所述电机4在此能够与第一子变速器6驱动有效地连接。在图4中示意性地示出P3并联混合动力机动车传动系。所述内燃机5在此能够经由离合器9与主变速器10驱动有效地连接。在P3布置中，所述电机4位于主变速器10的变速器输出端处。所述电机4能够经由另一变速器11与主变速器10的变速器输出端驱动有效地连接。
图5示出一个图表，所述图表以根据图3的P2.5并联混合动力布置为例示出耦合的电机4的关键路径。
在图5中示出的图表中，在横坐标上绘制时间t，而在纵坐标上绘制转速n。以实线示出的特性曲线，即第一特性曲线12和第二特性曲线13，分别示出相应的子变速器6、7的转速nTeilgetriebe 1、nTeilgetriebe 2关于时间t的特性。以虚线示出的特性曲线，即第三特性曲线16和第四特性曲线17，分别示出在车轮失速时相应的子变速器6、7的转速nTeilgetriebe 1、nTeilgetriebe 2关于时间t的特性。
在所述图表中还示出两条水平的实线，即第四线14和第五线15。第四线14表示将电机4的最大转速nmax归一化到第一子变速器6的输入轴上。所述第五线15表示将内燃机5的最大转速nmax归一化到第二子变速器7的输入轴上。
在第四线14和第五线15之间的转速差D基于在电机4和内燃机5之间的所选择的传动比产生。在车轮失速的情况下，超过根据第四线14的电机4的转速会引起所述电机4的损坏，因为所述内燃机5借助仍然可用的扭矩来加速所述系统。
竖直的第六虚线18描述了在第一子变速器6中脱开挡位以保护所述电机的时间点。
在图1中示出的图表中，在横坐标上绘制时间t，而在纵坐标上绘制电机4的转速n。以实线示出的特性曲线因此示出电机4的转速n关于时间t的特性。
图1用于示出在机动车传动系中的电机4的可利用的第一转速范围A和潜在的可利用的第二转速范围B，其中假设：所述电机在车轮失速的情况下(行车道摩擦系数μFahrbahn＝0)经由仍然耦合的内燃机5进一步加速。
在图表中还绘制了两条水平的实线，即第一线1和第二线2。所述第一线1表示所述电机4的最大转速nmax，所述最大转速不允许被超过。在考虑缓冲转速范围的情况下，所述第二线2表示可利用范围的上限。
如已经在引言中描述的那样，相对于电机4的最大转速nmax必须保持缓冲转速范围。该缓冲转速范围基于最大可能的车轮转速梯度nRad和时间间隔Δt，这对于识别和采取措施来保护电机4免于超速是必要的。在所述车轮转速梯度nRad和时间间隔Δt之间的关系在图1中通过所绘制的三角形示出。
可利用的第一转速范围A位于横坐标和第二线2之间。潜在的可利用的第二转速范围B位于横坐标和第一线1之间。
根据图1的电机4的设计，更确切地说是其与机动车传动系的解耦或耦合引起：所述电机4必须更坚固地构成，进而在其转子和定子之间必须具有更大的气隙，这又再引起电机4的效率降低。
如果将用于假设的极限情况的设计方案与行车道摩擦系数μFahrbahn以及第二扭矩源即内燃机5的存在的载荷组合，则所述转速缓冲能够减小了第三转速范围C，以用于保护电机4，所述行车道摩擦系数最终确定下述梯度，借助所述梯度所述电机4在车轮失速的情况下被加速，在所述第三转速范围中能够确保：所述电机4在当前存在的车轮转速梯度nRad下仍能够解耦(图2)。
图2用于说明该第三转速范围C，只要已知行车道摩擦系数μFahrbahn，如果在车轮失速的情况下能够偏离假设μFahrbahn＝0，能够附加地利用所述第三转速范围C。
由于对行车道摩擦系数μFahrbahn的这种了解，能够更自由地确定电机4的尺寸，这引起减小在所述电机4的定子和转子之间的气隙，从而实现效率优化的电机4。
为了估算行车道摩擦系数μFahrbahn和电机4的最大可能的车轮转速梯度nRad，必须持久地提供一些车辆参数。一方面，这是被驱动的车轴的动态车轴载荷以及当前的驱动轮扭矩。
计算当前的驱动轮扭矩在变速器控制设备中进行并且基于存在的离合器扭矩和在相关的子变速器6、7中的当前置入的传动比、以及当前由电机4提供的扭矩乘以其传动比。
为了计算或估算当前存在的车轴载荷，在负责的控制设备中持续地计算动态车辆纵向动力学模型，该模型估算当前的车轴载荷。在每次启动过程期间，同样经由驱动轮扭矩和测量到的车辆加速度来确定用于计算车轴载荷所需的车辆质量。这仅是可能的，因为在启动过程中所述离合器是在传动系中确定车轮扭矩的元件，并且所产生的车轮扭矩在变速器控制设备中是精确已知的。在启动过程中，所述电机4的可能的份额同样能够被认为是尽可能精确的。
现在借助于驱动轮扭矩和所确定的动态车轴载荷持续地计算摩擦系数。该摩擦系数能够被视作为机动车的摩擦系数需求。
如果现在出现车轮失速，所述车轮失速表征为机动车的被驱动的车轴相对于机动车的非被驱动的车轴的微打滑增大，在该情况下所需摩擦系数被冻结。因为现在所述摩擦系数不再仅代表机动车的需求，而是实际上形成了车轮打滑，因此所述摩擦系数能够用作为所估算的行车道摩擦系数μFahrbahn。
借助于该估算的行车道摩擦系数μFahrbahn，现在能够减小相对于电机4的损坏极限(nmax)的转速缓冲。但是，因为所述行车道摩擦系数μFahrbahn仅作为估算存在，因此，所确定的行车道摩擦系数μFahrbahn不直接用于计算，而是添加一个附加的安全阈值，该安全阈值也根据所确定的行车道摩擦系数μFahrbahn被动态选择。
同样地，在同一算法中还考虑了内燃机5的载荷。如果例如电机4的转速已经很高，但是不存在内燃机5的相应的进一步的驱动扭矩，则将转速缓冲选择为小于内燃机5仍提供全扭矩的情况。这引起进一步改进电机4的可用性。
图6示出关于所估算的行车道摩擦系数μFahrbahn和在内燃机5上的存在的载荷M/Mmax的解耦转速的定性图表。在横坐标上绘出在传动系中存在的载荷M/Mmax，在纵坐标上绘出所确定的行车道摩擦系数μFahrbahn，并且在应用轴上绘出所产生的解耦转速n。在载荷M/Mmax增大时，在行车道摩擦系数μFahrbahn低的情况下，所述解耦转速n相应地减小。
图7示出根据测量局部相应地设定和保持所确定的行车道摩擦系数μFahrbahn。竖直的第七虚线24描述了检测到车轮打滑的时间点。在该时间点，即在检测到车轮打滑的时间点，将所输出的行车道摩擦系数减小到当前所计算出的通过第二图形20示出的所需摩擦系数，并且在该处保持，直至在没有打滑的情况下检测到较高的所需摩擦系数(图8)。在通过第五图形23示出的载荷增加的同时，由于通过第一图形19示出的低的所输出的行车道摩擦系数，电机4的通过第四图形22示出的解耦转速降低。
在图8中，在通过第十图形29示出的载荷增加时，不超过通过第八图形27示出的用于识别车轮失速的打滑极限。借助于牵引指示器，将通过第六图形25示出的所输出的行车道摩擦系数与通过第七图形26示出的所需摩擦系数相适应。在这种情况下，不需要通过第九图形28示出的解耦转速的调整。
同样地，所描述的方法也能够用在具有基于打滑的、非持久性全轮驱动的车辆中，因为为了接入全轮驱动，同样需要在主驱动车轴和副驱动车轴之间的打滑，进而也能够检测所述行车道摩擦系数μFahrbahn。
附图标记列表：
n 转速
nmax 最大转速
nRad 最大可能的车轮转速梯度
t 时间
Δt 时间间隔
M 扭矩
Mmax 最大扭矩
μFahrbahn 行车道摩擦系数
1 第一线
2 第二线
3 第三线
4 电机
5 内燃机
6 第一子变速器
7 第二子变速器
8 双离合器
9 离合器
10 主变速器
11 变速器
12 第一特性曲线
13 第二特性曲线
14 第四线
15 第五线
16 第三特性曲线
17 第四特性曲线
18 第六线
19 第一图形
20 第二图形
21 第三图形
22 第四图形
23 第五图形
24 第七线
25 第六图形
26 第七图形
28 第九图形
29 第十图形
A 第一转速范围
B 第二转速范围
C 第三转速范围
D 转速差

Claims (1)

1.一种用于防止混合动力机动车传动系中的电机(4)超速的方法，所述混合动力机动车传动系具有至少一个车轴，所述车轴能够至少部分地经由所述电机(4)驱动，所述方法包括以下步骤：
-在启动过程期间估算机动车重量，
-持续地计算被驱动的车轴的动态车轴载荷、驱动轮扭矩和所需摩擦系数，
-借助于检测在被驱动的车轴和非被驱动的车轴之间的微打滑来检测车轮失速，
-基于在车轮失速时计算出的驱动轮扭矩和在车轮失速时计算出的被驱动的车轴的动态车轴载荷，估算当前的行车道摩擦系数μFahrbahn，
-保持估算的所述行车道摩擦系数μFahrbahn，直至不再检测到所述车轮失速，并且同时，
-基于所确定的所述行车道摩擦系数μFahrbahn和所述内燃机(5)的当前载荷，确定所述电机(4)的最大转速nmax，在该最大转速下所述电机与所述传动系驱动有效地解耦。
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