CN114206697A - 用于控制混动动力总成的方法和混动动力总成 - Google Patents

用于控制混动动力总成的方法和混动动力总成 Download PDF

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CN114206697A
CN114206697A CN202080055936.8A CN202080055936A CN114206697A CN 114206697 A CN114206697 A CN 114206697A CN 202080055936 A CN202080055936 A CN 202080055936A CN 114206697 A CN114206697 A CN 114206697A
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transmission
torque
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乔治·戈佩尔
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Schaeffler Technologies AG and Co KG
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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Abstract

本发明涉及一种用于控制混动动力总成(100)的方法，所述混动动力总成具有内燃机(ICE)、曲轴(KW)和将驱动扭矩(M(A))传输到驱动轮(AR)上的双离合器变速器(DKG)，所述双离合器变速器具有：第一子变速器(TG1)以及第二子变速器(TG2)，所述第一子变速器具有多个在第一变速器输入轴(GE1)与第一变速器输出轴(GA1)之间可切换的挡位(1，3，5，7)和在曲轴(KW)与第一变速器输入轴(GE1)之间设置的第一摩擦离合器(C1)，所述第二子变速器具有多个在第二变速器输入轴(GE2)与第二变速器输出轴(GA2)之间可切换的挡位(2，4，6，R)和在曲轴(KW)与第二变速器输入轴(GE2)之间设置的第二摩擦离合器(C2)和与第二子变速器(TG2)相关联的电机(EM)。为了能够减轻双离合器(DK)上的负载并且可以更简单地设计双离合器(DK)，在两个子变速器(TG1，TG2)的挡位之间进行换挡之前，电机(EM)以扭矩重叠的方式从内燃机(ICE)接管驱动扭矩的至少一部分并且在摩擦功率至少减少时执行摩擦离合器(C1，C2)的摩擦接合的变换。

Description

用于控制混动动力总成的方法和混动动力总成
技术领域
本发明涉及一种用于控制混动动力总成的方法和一种所属的混动动力总成，所述混动动力总成具有内燃机和将驱动扭矩传输到驱动轮上的双离合器变速器，所述内燃机具有曲轴，所述双离合器变速器具有：第一子变速器以及第二子变速器，所述第一子变速器具有多个在第一变速器输入轴和第一变速器输出轴之间可切换的挡位和在曲轴和第一变速器输入轴之间设置的第一摩擦离合器，所述第二子变速器具有多个在第二变速器输入轴和第二变速器输出轴之间可切换的挡位和在曲轴和第二变速器输入轴之间设置的第二摩擦离合器和与第二子变速器相关联的电机。
背景技术
具有双离合器变速器的混动动力总成从这种现有技术中是充分已知的。在此，至少一个支持内燃机的驱动扭矩的电机关于在内燃机和双离合器变速器之间的分离离合器与内燃机和/或双离合器变速器相关联。从出版物DE101 33 695 A1中已知一种混动动力总成。在此，双离合器变速器分成分别具有多个挡位的两个子变速器，其中各一个子变速器的变速器输入轴能够借助于双离合器的摩擦离合器与曲轴连接，并且子变速器的变速器输出轴在输出侧例如在差速器中会集。在设置在不同的子变速器上的挡位之间的切换借助于所谓的重叠切换以负载切换的方式进行，其方式为：在一个子变速器的摩擦离合器闭合时被驱动并且在另一子变速器中在摩擦离合器断开时挂入后续的挡位，并且重叠地操纵闭合的摩擦离合器和断开的摩擦离合器。在此，在摩擦离合器中补偿在两个变速器输入轴之间的转速差，其中将高的摩擦能量输入到摩擦离合器中，使得所述摩擦离合器必须有关热地和与磨损相关地设计。例如，对于内燃机的对应的功率等级，仅湿式离合器是有利的。
发明内容
本发明的目的是，改进用于控制这种混动动力总成的方法的改进方案和这种混动动力总成的改进方案。尤其地，本发明的目的是，提出一种混动动力总成和一种用于其控制的方法，使得双离合器的摩擦离合器更小地受到负荷。
所述目的通过权利要求1和10的主题来实现。从属于权利要求1的权利要求描绘权利要求1的主题的有利的实施方式。
提出的方法用于控制混动动力总成，所述混动动力总成具有内燃机和将驱动扭矩传输到驱动轮上的双离合器变速器，所述内燃机具有曲轴。内燃机可以构成为具有预设数量的缸的内燃机。内燃机的转动不均匀性可以借助于与曲轴耦联的扭振减振器隔离，在所述扭振减振器中可以集成有离心摆。一个或多个缸可以可切断地构成。
双离合器变速器包含第一子离合器，所述第一子离合器具有多个在第一变速器输入轴和第一变速器输出轴之间可切换的挡位，例如挡位1、3、5、7。在曲轴和第一变速器输入轴之间设有例如湿运行或干运行的第一摩擦离合器。与第一子变速器并联地设有第二子变速器，所述第二子变速器具有多个在第二变速器输入轴和第二变速器输入轴之间可切换的挡位，例如挡位R、2、4、6，具有在曲轴和第二变速器输入轴之间设置的湿运行或干运行的第二摩擦离合器。
变速器输入轴之一，优选具有倒挡的子变速器的变速器输入轴，与电机相关联。这表示，所述电机的转子直接地借助于换挡离合器，例如用于切换挡位的换挡离合器，或者借助于通过皮带或齿轮对的固定传动比转动锁合地与变速器输入轴连接。
挡位的切换自动地借助于换挡离合器和换挡执行器进行。对于每个子变速器可以设有单独的换挡执行器。以优选的方式，可以为两个子变速器设有唯一的换挡执行器，其换挡离合器的操纵元件可以与挡位的选择无关地在主动互锁的意义上操纵。双离合器的摩擦离合器可借助于离合器执行器操纵。摩擦离合器的控制、挡位的切换、内燃机和电机的控制优选地借助于唯一的控制器或借助于多个借助于数据连接例如CAN总线连接的控制器进行。
为了在切换在不同的子变速器上设置的挡位期间保护摩擦离合器，在两个子变速器的挡位之间进行换挡之前，电机以扭矩重叠的方式从内燃机接管驱动扭矩的至少一部分并且在摩擦功率至少减少时执行摩擦离合器的变换。这表示，根据电机的设计方案和期望的驱动扭矩，在变速器侧设置的电机在断开闭合的、传输驱动扭矩的摩擦离合器之前建立扭矩，而内燃机减少扭矩，直至随后在该方法的一个优选的实施方案中电机提供用于车轮的全部驱动扭矩。此后，闭合的摩擦离合器可以无负载地断开并且具有预挂入的下一挡位的断开的摩擦离合器无负载地和同步地闭合，在此之后借助于对内燃机的控制干预已经使其转速与具有仍断开的摩擦离合器的变速器输入轴相适应。
在此，在变速器输入轴分别同步到曲轴的情况下，能够以内燃机的牵引力中断和借助于电机的牵引力补足的方式执行换挡的至少一部分。在此，两个摩擦离合器在无摩擦离合器的扭矩重叠的情况下被操纵，其中电机补偿由于一个摩擦离合器断开引起的内燃机的燃烧扭矩的扭矩减少并且借助于电动机扭矩补偿另一摩擦离合器在牵引力中断之后仍缺失的扭矩建立。例如，在牵引力下借助电机从第一子变速器的挡位切换到第二子变速器的具有更小的或更大的传动比的下一挡位上时，在从内燃机到电机上的扭矩重叠之后，断开第一摩擦离合器并且将曲轴的转速置于第二变速器输入轴的转速，其中闭合第二摩擦离合器并且随后执行从电机到内燃机上的扭矩重叠。
例如，在牵引力下借助电机从第二子变速器的挡位切换到第一子变速器的具有更小的或更大的传动比的下一挡位上时，在从内燃机到电机上的扭矩重叠之后，断开第二摩擦离合器并且将曲轴的转速置于第二变速器输入轴的转速，闭合第一摩擦离合器并且随后执行从电机到内燃机上的扭矩重叠。
以优选的方式借助于对内燃机的扭矩干预执行曲轴到具有下一挡位的变速器输入轴的更高或更低转速的同步。同步在此优选地可以借助于转速控制来设置，其中检测和评估曲轴的转速和变速器转速以及对应的传动比的评估，例如变速器输入轴的转速的评估和必要时参与的挡位的传动比的评估。
在电机设计成与内燃机的当前在换挡期间预设的燃烧扭矩相比具有更小的电动机扭矩或更小的可用的电动机扭矩的情况下，例如可以调节预设的、例如可用的最大电动机扭矩，并且借助于重叠切换由内燃机经由摩擦离合器提供其余的剩余扭矩。这表示，在该情况下执行双离合器变速器的通常意义上的重叠切换，其中重叠切换由电机的可用的或提供的电动机扭矩支持。以所述方式，至少减少在重叠切换期间输入到摩擦离合器中的摩擦能量，使得保护摩擦离合器。
输入到摩擦离合器中的摩擦能量的进一步减少或需要的摩擦功率的减小能够通过如下方式提出，即在摩擦离合器断开从而不参与时，纯电地执行起动过程。此外，可以避免具有摩擦离合器的重叠的推力降挡，其方式为：在期望的延迟的情况下，以能量回收的方式在摩擦离合器优选断开时运行电机并且在子变速器中分别选择和挂入紧接的挡位。在随后期望的牵引运行中，那么内燃机可以借助于扭矩干预置于具有下一挡位的变速器输入轴的转速上并且摩擦离合器同步地闭合。
此外，所述目的通过一种混动动力总成来实现，所述混动动力总成具有内燃机和将驱动扭矩传输到驱动轮上的双离合器变速器，所述内燃机具有曲轴，所述双离合器变速器具有：第一子变速器以及第二子变速器，所述第一子变速器具有多个在第一变速器输入轴和第一变速器输出轴之间可切换的挡位和在曲轴和第一变速器输入轴之间设置的第一摩擦离合器，所述第二子变速器具有多个在第二变速器输入轴和第二变速器输出轴之间可切换的挡位和在曲轴和第二变速器输入轴之间设置的第二摩擦离合器和与第二子变速器相关联的电机；和控制器，所述控制器具有实现用于执行所提出的方法的软件。由于借助于所提出的方法对各个摩擦离合器的保护，双离合器即使在内燃机的高的功率等级的情况下也可以干式地构成。这种干式地构成的双离合器的构造和操纵是更简单的和更成本适宜的，使得可以提出成本有效的和由于通过摩擦离合器的摩擦损失而减小的损耗功率在经济上有利的混动动力总成。
附图说明
本发明根据在图1至6中示出的实施例详细阐述。所述附图示出：
图1示出混动动力总成的原理线路图，
图2示出从不具有电机的子变速器的挡位牵引力升挡到具有电机的子变速器的挡位中的流程图，
图3示出从具有电机的子变速器的挡位牵引力升挡到不具有电机的子变速器的挡位中的流程图，
图4示出从不具有电机的子变速器的挡位牵引力降挡到具有电机的子变速器的挡位中的流程图，
图5示出从具有电机的子变速器的挡位牵引力降挡到不具有电机的子变速器的挡位中的流程图，和
图6示出具有不完整的电动机扭矩的图1和2的换挡过程的流程图。
具体实施方式
图1作为原理线路图示出混动动力总成100，所述混动动力总成具有内燃机ICE和双离合器变速器DKG，所述双离合器变速器具有两个子变速器TG1、TG2。在内燃机ICE的曲轴KW和子变速器TG1、TG2的变速器输入轴GE1、GE2之间设置有双离合器DK，所述双离合器具有两个将曲轴KW与各一个变速器输入轴GE1、GE2连接的摩擦离合器C1、C2。变速器输入轴GE2与电机EM相关联。对此，在示出的实施例中，电机EM的转子直接转动锁合地与变速器输入轴GE2连接。变速器输出轴GA1、GA2在差速器DI中会集，所述差速器对驱动轮AR进行驱动。
在混动动力总成100的示出的实施例中，在子变速器TG1中设有挡位1、3、5、7并且在子变速器TG2中设有挡位2、4、6和倒挡R。以所述方式，直接地和仅电地借助挡位2起动并且借助倒挡R行驶。内燃机ICE的启动可以在摩擦离合器C2闭合且摩擦离合器C1断开和子变速器TG2中的挡位分离时由电机EM启动。纯电行驶以及能量回收优选地借助于挡位2、4、6在摩擦离合器C1断开时进行。
在牵引力下在子变速器TG1和TG2的挡位之间的切换在电机EM的足够可用的电动机扭矩下在没有滑转和将摩擦能量输入到摩擦离合器C1、C2中的情况下进行，以避免摩擦离合器C1、C2上的重叠切换。对此，内燃机ICE的和电机EM的扭矩的重叠在操纵摩擦离合器C1、C2之前进行，使得由混动动力总成100传输到驱动轮AR上的驱动扭矩在换挡时仅由电机EM提供。这种切换的功能在图2至5的流程图200、300、400、500中详细阐述。如果由电机EM，例如由于较小地设计的电机EM和/或由于有限的电供应，仅提供电机EM的电动机扭矩作为内燃机ICE的在切换之前的燃烧扭矩，那么进行重叠切换，其中在切换期间内燃机ICE的缺失的剩余扭矩借助于重叠切换经由摩擦离合器C1、C2提供。所述运行方式在图6的流程图600中详细阐述。
图2参照图1示出在例如子变速器TG1的挡位3牵引力升挡到例如子变速器TG2的挡位4期间混动动力总成100关于时间t的流程图200，其中流程图200的上部部分描绘内燃机ICE和变速器输入轴GE1和GE2关于时间t的转速n，而下部部分描绘内燃机ICE和电机EM以及摩擦离合器C1、C2关于时间t的扭矩M。在所述换挡开始之前，摩擦离合器C1闭合并且变速器输入轴GE1以内燃机ICE的转速转动。变速器输入轴GE2和电机EM的转子由于在摩擦离合器C2断开时已经预选择的挡位的不同的传动比以更小的转速转动。
在时刻t1，同步地降低内燃机ICE的燃烧扭矩并且提高电机EM的电动机扭矩，直至最后在时刻t2，驱动扭矩M(A)完全由电机EM提供。随后在时刻t3才无负载地断开摩擦离合器C1。之后在时刻t3、t4之间例如借助于发动机干预和/或通过短暂接上摩擦离合器C2使内燃机ICE减速到变速器输入轴GE2和电机EM的转速。在时刻t4，摩擦离合器无滑转地且同步地闭合。
在时间点t5，内燃机ICE的燃烧扭矩再次提高并且电机EM的电动机扭矩同样减小，直至驱动扭矩M(A)再次在时刻t6完全由内燃机ICE接管。由电动机扭矩和燃烧扭矩直至时刻t6组成的驱动扭矩M(A)的传输经由相同的变速器输入轴GE1和子变速器TG2的相同的、重新挂入的挡位传输。
图3参照图1示出在例如子变速器TG2的挡位2牵引力升挡到例如子变速器TG1的挡位3期间混动动力总成100关于时间t的流程图300，其中流程图300的上部部分描绘关于时间t的转速n，而下部部分描述关于时间t的扭矩M。
与图2的流程图200的换挡不同，在换挡之前，内燃机ICE、变速器输入轴GE2和电机EM同步地转动。子变速器TG2的挡位在此至少直至时刻t6保持挂入，以便可以传输电机EM的电动机扭矩。内燃机ICE的自时刻t5开始增大的燃烧扭矩相反经由变速器输入轴GE1和子变速器TG1的重新挂入的挡位传输，使得驱动扭矩M(A)功率分支地经由两个子变速器TG1、TG2传输到变速器输出轴GA1、GA2上并且在差速器DI中才会集。
图4和5参照图1示出对应于图2和3的流程图200、300的经由子变速器TG1、TG2变换的挡位的牵引力降挡期间混动动力总成100的流程图400、500。不同于此，在流程图400、500中，具有重新挂入的挡位的对应的变速器输入轴的转速高于之前的挡位的变速器输入轴的转速。与此相应地，在时间点t3、t4之内，内燃机ICE的转速提升，例如借助于发动机干预和/或短暂接上要新挂入的挡位的摩擦离合器。
图6参照图1示出对应于图2的流程图200的在牵引力升挡期间的扭矩M相对于时间t的流程图600，其中所述换挡过程也可以针对在子变速器TG1、TG2之间的挡位的其余切换对应地执行。当电机EM不设计用于由内燃机在换挡之前提供的驱动扭矩M(A)或者例如出于电供应的原因不能提供足够的电动机扭矩M(EM)时，执行所述换挡过程。在所述情况下，内燃机ICE的燃烧扭矩仅以如下程度下降到剩余扭矩M(R)，即剩余扭矩M(R)进而由电机EM提供的电动机扭矩M(EM)产生驱动扭矩。剩余扭矩M(R)在换挡期间经由已经在时间点t3部分闭合的、即滑转地运行的摩擦离合器C2传输。由于小的待传输的剩余扭矩M(R)，到摩擦离合器C2中的摩擦输入小于不提供电机EM的电动机扭矩M(EM)的传统的重叠切换。
附图标记说明
1 挡位 2 挡位 3 挡位 4 挡位 5 挡位 6 挡位 7 挡位 100 混动动力总成 200流程图 300 流程图 400 流程图 500 流程图 600 流程图 AR 驱动轮 C1 摩擦离合器 C2摩擦离合器 DK 双离合器 DKG 双离合器变速器 DI 差速器 EM 电机 GA1 变速器输出轴GA2 变速器输出轴 GE1 变速器输入轴 GE2 变速器输入轴 ICE 内燃机 KW 曲轴 M 扭矩M(A)驱动扭矩 M(EM)电动机扭矩 M(R)剩余扭矩 n 转速 R 倒挡 t 时间 t1 时间点 t2时间点 t3 时间点 t4 时间点 t5 时间点 t6 时间点 TG1 子变速器 TG2 子变速器

Claims (10)

1.一种用于控制混动动力总成(100)的方法，所述混动动力总成具有内燃机(ICE)和将驱动扭矩(M(A))传输到驱动轮(AR)上的双离合器变速器(DKG)，所述内燃机具有曲轴(KW)，所述双离合器变速器具有：第一子变速器(TG1)以及第二子变速器(TG2)，所述第一子变速器具有多个在第一变速器输入轴(GE1)与第一变速器输出轴(GA1)之间可切换的挡位(1，3，5，7)和在所述曲轴(KW)与所述第一变速器输入轴(GE1)之间设置的第一摩擦离合器(C1)，所述第二子变速器具有多个在第二变速器输入轴(GE2)与第二变速器输出轴(GA2)之间可切换的挡位(2，4，6，R)和在所述曲轴(KW)与所述第二变速器输入轴(GE2)之间设置的第二摩擦离合器(C2)和与所述第二子变速器(TG2)相关联的电机(EM)，
其特征在于，在两个子变速器(TG1，TG2)的挡位之间进行换挡之前，所述电机(EM)以扭矩重叠的方式从所述内燃机(ICE)接管驱动扭矩(M(A))的至少一部分并且在摩擦功率至少减少时执行摩擦离合器(C1，C2)的摩擦接合的变换。
2.根据权利要求1所述的方法，其特征在于，在变速器输入轴(GE1，GE2)分别同步到所述曲轴(KW)的情况下，以所述内燃机(ICE)的牵引力中断和借助于所述电机(EM)的牵引力补足的方式执行换挡的至少一部分。
3.根据权利要求2所述的方法，其特征在于，两个摩擦离合器(C1，C2)在无扭矩重叠的情况下被操纵，其中所述电机(EM)在断开摩擦离合器(C1，C2)之前补偿所述内燃机(ICE)的燃烧扭矩的扭矩减少，并且借助于电动机扭矩补偿另一摩擦离合器(C2，C1)在牵引力中断之后仍缺失的扭矩建立。
4.根据权利要求3所述的方法，其特征在于，在牵引力下从所述第一子变速器(TG1)的挡位切换到所述第二子变速器(TG2)的下一挡位上时，在从所述内燃机(ICE)到所述电机(EM)上的扭矩重叠之后，断开所述第一摩擦离合器(C1)并且将所述曲轴(KW)的转速置于所述第二变速器输入轴(GE2)的转速，闭合所述第二摩擦离合器(C2)并且随后执行从所述电机(EM)到所述内燃机(ICE)上的扭矩重叠。
5.根据权利要求3所述的方法，其特征在于，在牵引力下从所述第二子变速器(TG2)的挡位切换到所述第一子变速器(TG1)的下一挡位上时，在从所述内燃机(ICE)到所述电机(EM)上的扭矩重叠之后，断开所述第二摩擦离合器(C1)并且将所述曲轴的转速置于所述第二变速器输入轴(GE2)的转速，闭合所述第一摩擦离合器(C1)并且随后执行从所述电机(EM)到所述内燃机(ICE)上的扭矩重叠。
6.根据权利要求4或5所述的方法，其特征在于，借助于对所述内燃机(ICE)的扭矩干预执行所述曲轴(KW)到具有下一挡位的变速器输入轴(GE1，GE2)的更高转速的同步。
7.根据权利要求1所述的方法，其特征在于，在换挡期间电动机扭矩小于燃烧扭矩时，设定预设的电动机扭矩(M(EM))，并且借助于重叠切换由所述内燃机(ICE)经由至少一个摩擦离合器(C2)提供其余的剩余扭矩(M(R))。
8.根据权利要求1至7中任一项所述的方法，其特征在于，纯电地执行起动过程。
9.根据权利要求1至8中任一项所述的方法，其特征在于，替代推力降挡，以能量回收的方式运行所述电机(EM)。
10.一种混动动力总成(100)，所述混动动力总成具有内燃机(ICE)和将驱动扭矩(M(A))传输到驱动轮(AR)上的双离合器变速器(DKG)，所述内燃机具有曲轴(KW)，所述双离合器变速器具有：第一子变速器(TG1)以及第二子变速器(TG2)，所述第一子变速器具有多个在第一变速器输入轴(GE1)和第一变速器输出轴(GA1)之间可切换的挡位和在所述曲轴(KW)和所述第一变速器输入轴(GE1)之间设置的第一摩擦离合器(C1)，所述第二子变速器具有多个在第二变速器输入轴(GE2)和第二变速器输出轴(GA2)之间可切换的挡位和在所述曲轴(KW)和所述第二变速器输入轴(GE1)之间设置的第二摩擦离合器(C1)和与所述第二子变速器(TG2)相关联的电机(EM)；和控制器，所述控制器具有实现用于执行根据权利要求1至9中任一项所述的方法的软件。
CN202080055936.8A 2019-08-08 2020-07-13 用于控制混动动力总成的方法和混动动力总成 Pending CN114206697A (zh)

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