WO2009036606A1 - Procédé de fonctionnement économique de moteur thermique possédant un système de servocommande - Google Patents

Procédé de fonctionnement économique de moteur thermique possédant un système de servocommande Download PDF

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Publication number
WO2009036606A1
WO2009036606A1 PCT/CN2007/002793 CN2007002793W WO2009036606A1 WO 2009036606 A1 WO2009036606 A1 WO 2009036606A1 CN 2007002793 W CN2007002793 W CN 2007002793W WO 2009036606 A1 WO2009036606 A1 WO 2009036606A1
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Prior art keywords
power
motor
engine
control unit
demand
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PCT/CN2007/002793
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English (en)
French (fr)
Inventor
Hong Lv
Original Assignee
Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd.
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Publication date
Application filed by Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd. filed Critical Guilin Geely Stars Oil-Electric Hybrid Engine Co., Ltd.
Priority to PCT/CN2007/002793 priority Critical patent/WO2009036606A1/zh
Priority to CN2007801007504A priority patent/CN101918259B/zh
Publication of WO2009036606A1 publication Critical patent/WO2009036606A1/zh

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    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K2006/262—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 the motor or generator are used as clutch, e.g. between engine and driveshaft
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to an economical operation method of an engine having a servo control system, which enables the fuel engine to operate on an optimum efficiency curve and can avoid operation in a low power and high power range with high fuel consumption, and only operates at optimum efficiency.
  • the economic range of the curve to achieve the same amount of fuel to obtain greater mechanical energy, to achieve further energy savings.
  • the fuel engine has an optimum speed-to-load torque curve, called the optimum efficiency curve.
  • the curve is connected by the lowest point of the unit mechanical energy consumption on each equal power line, that is, the engine output on the optimal efficiency curve.
  • the same amount of mechanical energy consumes the least amount of fuel.
  • the fuel consumption per unit of mechanical output of the engine is significantly higher than the middle of the curve, and the low power and high power range in which the engine operates at the optimum efficiency curve is still not economical.
  • a mechanical shifting mechanism such as a step-variable transmission or a continuously variable transmission (CVT)
  • CVT continuously variable transmission
  • the engine is the only source of power. There are no other units that provide energy or absorb energy.
  • the engine can only provide torque or speed for the load. Although there are gears for different speeds and torques, it is difficult to ensure that the engine is operating on the optimum efficiency curve, and it is even more difficult to avoid operation between low power and high power zones.
  • the control unit When the fuel engine is connected to the servo loading device, the control unit stores the engine optimal efficiency running curve data, and sets the torque value on the optimal efficiency curve obtained according to the engine speed as the servo driver setting loading torque, so that the engine can always work. On the best efficiency curve, energy saving is achieved. Better fuel economy can be achieved if the fuel engine is able to avoid the low power and high power range with high fuel consumption on the optimum efficiency curve.
  • the object of the present invention is to design a servo control system capable of controlling the economic operation of a fuel engine and a running method thereof.
  • the engine On the basis of realizing the control of the fuel engine to work on the optimal efficiency curve, the engine is conditionally added or replaced by the engine. Keep the engine away The high-power and low-power range with high fuel consumption of the best efficiency operating line, 'only runs in the middle power range of the more economical optimal efficiency curve, so that the fuel engine loses the same amount of fuel to get more kinetic energy.
  • an economical operation method of an engine having a servo control system including a dual permanent magnet motor servo device, a main control unit, an engine control unit, and an energy storage unit.
  • the magnetic motor servo device has a first motor and a second motor, and a first servo driver and a second servo driver.
  • the main control unit performs torque servo loading on the engine through the first servo driver and the first motor according to an optimal efficiency running curve of the engine. And transmitting the torque equal to the load torque to the output shaft; the second motor rotor is connected to the output shaft, so that the two motors can output power through the common output axial load; the energy storage unit is connected to the first and second servo drives ;
  • the method includes the following steps:
  • the element controls the engine through the engine control unit Running, and the main control unit controls the first motor system to load the engine according to the optimal efficiency running curve and transmits the torque to the output shaft; and according to the difference between the engine speed and the output shaft speed, the main control unit controls the first and second motor systems One of them operates as a generator or both as a generator, so that the total power generated is just enough to meet the power demand of the energy storage unit.
  • the driving power demand is greater than the upper limit of the economic operating range, the power of the charging demand is temporarily not responded, and the motor is used to obtain the electric energy of the energy storage unit from the DC bus through the servo control system, supplementing the insufficient portion of the driving power;
  • the advantages of the servo control system and its operation method of the economic operation of the fuel engine are as follows: 1.
  • the torque servo adjustment technology enables the fuel engine to run on the optimal efficiency curve; Refueling the engine or replacing the engine, allowing the engine to avoid the high efficiency and low power range of the fuel efficiency with the best efficiency curve, only running in the middle power range of the more economical optimal efficiency curve, saving energy The effect is obvious; 2.
  • the kinetic energy of the fuel engine is transmitted to the external load in the form of mechanical energy, and part of it is used to convert electricity into electric energy, and the energy transfer efficiency is high. 3.
  • the first motor Under most operating conditions, the first motor generates energy through the bus.
  • the second motor directly absorbs the external load for common driving, avoids the double loss of charging and re-discharging through the battery, and improves the energy utilization efficiency; 4.
  • the control system of the double permanent magnet motor servo device, the energy storage unit and the main control unit are replaced. Mechanical gearbox and clutch, simple structure and low cost.
  • Figure 1 is a schematic structural view of an embodiment of a servo control system for economic operation of a fuel engine; the drawings are marked as: 1. a fuel engine, 2. an engine shaft, 3. a first speed/position sensor, 4. a first rotor of the first motor 5, the second rotor of the first motor, 6, the collector ring, 7, the output gear, 8, the second motor stator, 9, the second motor, the third rotor, 10, the second speed / position sensor, 11, the second Servo drive, 12, first servo drive, 13, main control unit, 14, common bus, 15, energy storage unit, 16, engine control unit, 17, accelerator pedal angle sensor.
  • Figure 2 shows the optimal efficiency operation curve of the ⁇ fuel engine.
  • the ordinate is the engine shaft torque (unit: N ⁇ m, Newton meters), and the abscissa is the engine shaft speed (unit rpm, revolutions per minute), where
  • the dotted line is the equal power line (in kW, kW), the thin solid line is the equal fuel consumption line BE (unit is g/kWh, per kWh), the thick solid line is the engine best efficiency curve, and the thick dotted line is the engine maximum torque. limit.
  • the servo control system embodiment of the fuel economy of the present invention is shown in FIG. 1, and includes a dual permanent magnet synchronous motor servo, an engine control unit 16, an accelerator pedal angle sensor 17, an energy storage unit 15, and a main control unit 13.
  • the dual permanent magnet synchronous motor servo device includes a first motor and a second motor and first and second servo drivers.
  • the first electric machine includes a first rotor 4 in which a permanent magnet magnetic pole is embedded, a magnetic field is supplied to the second rotor 5, and a second rotor 5 is mounted with a winding wound around the iron core.
  • the first rotor 4 is directly connected to the shaft 2 of the fuel engine 1, and the shaft of the second rotor 5 is the output shaft of the present system.
  • Second motor A third rotor 9 and a stator 8 are included.
  • the stator 8 is fixed to the casing, and the third rotor 9 is embedded with a permanent magnet pole to provide a magnetic field to the stator 8.
  • the stator 8 is mounted with windings wound on the core.
  • the second motor third rotor 9 is coaxial with the first motor second rotor 5 and is coupled to the output gear 7, which is coupled to the external load via the gear system.
  • the first and second speed/position sensors 3 , 10 are mounted on the shafts of the engine input shaft 2 and the second motor third rotor 9, respectively.
  • the first speed/position sensor 3 is connected to the first servo driver 12 of the first motor
  • the second speed/position sensor 10 is connected to the first and second servo drivers 12, 11.
  • the first servo driver 12 is connected to the winding of the second rotor 5 of the first motor via a slip ring 6, and the second servo driver 11 is directly connected to the stator 8 coil winding of the second motor.
  • the first servo driver 12 and the second servo driver 11 are connected by a common bus 14.
  • the main control unit 13 is connected to the first and second servo drivers 12, 11, and the first and second speed/position sensors 3, 10 are connected to the main control unit 13.
  • the common bus 14 is connected to the energy storage unit 15, and the energy storage unit 15 includes a capacitor, a battery, and a charge and discharge control and protection circuit thereof.
  • the battery voltage signal of the energy storage unit 15 is connected to the main control unit 13.
  • the accelerator pedal angle sensor 17 is connected to the main control unit 13.
  • the main control unit 13 is connected to an engine control unit 16, which controls engine operation.
  • the main body of the main control unit 13 may be a computer, which stores the rotational speed torque matching data on the optimal efficiency curve of the fuel engine 1, the upper and lower limit values of the economic operation area of the optimal efficiency curve, and the battery voltage and charging. Demand power relationship data, and data on the relationship between the accelerator pedal angle and the drive torque setpoint.
  • An example of a method of operating a servo control system for economic operation of the present fuel engine includes the following steps:
  • Step 1 Determine the lower and upper power limits of the economic operating zone based on the engine's best efficiency curve.
  • the optimum efficiency curves for various types of fuel engines are not the same. Such curves can be provided by the engine manufacturer, or the best efficiency curves can be obtained by measuring the equal power lines and equal fuel consumption lines of the engine, as shown in Figure 2.
  • the fuel engine 1 is running on the optimal efficiency curve, different powers are output corresponding to the corresponding unit power consumption values.
  • a series of equal power lines with equal spacing has some intersections with the optimal efficiency curve.
  • the unit fuel consumption values of the points on the optimal efficiency curve can be obtained from the equal fuel consumption lines to which the intersection points belong, and the power Pi of each intersection point and its corresponding Comparing the unit power consumption value Bi list, calculate the BJil Pi gradient ⁇ ⁇ ( Bj-Bi., ) / ( ⁇ ⁇ ⁇ ), combined with the overall trend of the best efficiency curve, respectively, the low power zone and the high power zone Ki are compared.
  • the power value before the significant increase of the Bi value is significantly higher than the power limit and the power upper limit of the economic operation interval.
  • the average unit fuel consumption at each point between the lower limit of the rate and the upper limit of the power (including the upper and lower limits).
  • the tentative upper and lower limit points are upper/lower limit points.
  • Table 1 shows that the unit power consumption of 70kW to 60kW is significantly increased, reaching 6 , and the fuel consumption of the same 7.5kW is 10kW.
  • the absolute value of Ki is 9.6, so 60kW and 10kW are tentatively set as the upper and lower limits.
  • Calculation units 10 ⁇ 60 kW average power consumption of each point is 246g / kWh, and the first tentative point 60kW 10kW outer upper and lower limits of 7 0kW 7.
  • Power line spacing may be 0. 5 kW ⁇ 10kW, which can be selected with reference to the best efficiency curve gradient, gradual change interval spacing may be larger, and vice versa requires less.
  • the Bi value of the intersection point can be calculated by mathematical interpolation method, and can also be obtained by actual measurement.
  • the optimum efficiency curve is more than 10 kW, and the power line spacing is 10 kW.
  • the best efficiency curve is less than 20 kW.
  • the power line spacing is 2.5 kW.
  • Step 2 Determine the relationship between battery voltage and charging demand power based on battery characteristics.
  • the battery voltage in the energy storage unit 15 represents the battery's need for charging power. _
  • the correspondence between the voltage Ui and the charging demand power Pi is stored in the main control unit 13 in a list or function.
  • the third step dynamically obtain the current actual driving power and battery charging demand power, and then obtain the current total driving demand for the engine.
  • the main control unit I 3 obtains the third rotor of the second motor through the second speed/position sensor 10
  • the main control unit 13 obtains the charge demand power P according to the pre-stored battery voltage and the charge demand power relationship according to the voltage signal u of the battery of the energy storage unit is, for the engine 1
  • Step 4 Under the premise that the engine 1 works on the optimal efficiency curve, conditionally replace the engine 1 to work or make up the engine 1 output, so that the fuel engine 1 works in the economic operation range of the optimal efficiency curve.
  • the engine control unit 16 controls the engine 1 speed based on the accelerator pedal angle.
  • the fuel engine 1 outputs mechanical power to the input shaft 2, and the first servo driver 12 obtains relative position signals of the first and second rotors 4, 5 based on the position signals of the first speed/position sensor 3 and the second speed/position sensor 10,
  • the main control unit 13 sets the torque reference value T of the first motor according to the engine speed signal measured by the first speed/position sensor 3, and the first servo driver 12 according to the first and second rotors 4,
  • the relative position signal of 5, the torque set value T of the main control unit 13 applies a current vector to the winding of the second rotor 5 of the first motor and performs torque servo control to drive the first motor, and the input shaft 2, that is, the fuel engine 1
  • the shaft applies a corresponding torque T to operate the fuel engine 1 on the optimum efficiency curve.
  • the second rotor 5 When the first rotor 4 receives the electromagnetic torque T of the second rotor 5, the second rotor 5 is also subjected to the same magnitude of reaction torque, that is, the output shaft of the second rotor 5 can also output the same magnitude of torque T to the final load.
  • the first servo driver 12 controls the first motor to apply a torque T (Nm, Nm) to the fuel engine shaft 2, the rotational speed of the engine shaft is Nj (rpm, revolutions/minute), and the first motor first rotor 4 Mechanical power obtained by the fuel engine 1 (kW, kW), 9550 is the unit conversion factor.
  • the mechanical power obtained by the first motor first rotor 4 from the fuel engine 1 is a part of the mechanical power output by the second rotor 5, and the other part is used for power generation.
  • the first motor is used to generate power PP!- PT x ( N r N 2 ) /9550 ( kW ). If the integrated power generation efficiency of the first motor and the first servo driver 12 is ru, power generation is sent to the common bus 14
  • the electric power ⁇ 4 ⁇ ⁇ 3 .
  • the first motor outputs a part of the mechanical power obtained from the fuel engine 1 through the axial load of the second rotor 5, and the other part is converted into electric power and sent to the common bus 14 through the common bus 14 to the second servo driver 11 to drive the second.
  • Motor and energy storage unit 15. The second motor 9 is rotated coaxially with the second rotor 5 of the first motor, and the main control unit 13 generates the integrated power ⁇ 2 of the electric power ⁇ 4 of the common bus 14 and the second servo driver 11 according to the first motor.
  • the second motor uses electric power equal to ⁇ 4 , ie
  • the set value T b of the second servo driver 11 is calculated and obtained.
  • the second servo driver 11 obtains the position signal of the third rotor 9 of the second motor through the second speed/position sensor 10, and loads the third rotor 9 of the second motor according to the torque set value and the position signal of the third rotor 9.
  • Second electric current fed to the motor of the first common bus bar all I electrical energy into kinetic energy output from the 4 to the third rotor shaft 9, and the second rotor 5 by the first motor with an output gear 7 to drive the load.
  • the power generated by the first motor is directly supplied to the second motor, which avoids double loss of charging and re-discharging of the battery through the energy storage unit 15, and the energy utilization rate is higher.
  • the main control unit I 3 controls the second motor system to operate in a zero torque state.
  • the first motor first rotor 4 is obtained by the fuel engine 1
  • the mechanical power is all outputted through the second rotor 5, and electric energy is extracted from the DC bus 14 to be converted into kinetic energy to superimpose and output power to the output shaft.
  • the second motor system can work in the forward output motor state, or in the reverse output generator state, or the output can be zero, neither generating electricity nor using electricity.
  • the control of the first motor by the main control unit 13 is the same as that of the first motor, and the transmission power P 2 is directly transmitted to the external load, and the electric power generated by the first motor system is P 4 . If P 4 > P is charged, the main control unit 13 preferentially distributes the electric power P4 sent by the first motor to the bus to the energy storage unit 15 to charge the battery, and the remaining electric power is converted into the torque setting of the second servo driver 11 in the same manner as 1. The value, the remaining P4 energy is drawn by the second servo driver 11 to drive the second motor to apply torque to jointly drive the external load.
  • the main control unit 13 controls the second motor system to operate in the generator state of the reverse output, the power generation complements the P charge insufficient portion, and at the same time, since the second motor outputs the reverse torque, the output shaft The output torque drops, causing the speed to drop.
  • the driver thus increases the angle of the accelerator pedal, increases the engine speed, and then increases the power generation power P 4 of the first motor to achieve a new balance of vehicle speed and power balance.
  • the first motor first rotor 4 extracts electric energy from the DC bus 14 and converts it into kinetic energy to superimpose and output power to the output shaft, in addition to the mechanical power obtained by the fuel engine 1 through the second rotor 5 .
  • the main control unit I 3 controls the second motor system to operate in the reverse output power state, and the power generation power is equal to the first motor system taking power and charging from the bus line.
  • the required power P is summed up.
  • the second motor outputs the reverse torque, the output torque of the output shaft decreases, causing the vehicle speed to drop.
  • the driver will increase the angle of the accelerator pedal and increase the engine speed N 1 5 to achieve the balance of the new vehicle speed and the balance of power. .
  • the engine 1 is turned off by the main control unit 13 through the engine control unit 16, and the energy storage unit 15 is controlled to be uncharged.
  • the accelerator pedal angle is dynamically obtained by the accelerator pedal angle sensor 17, and the accelerator pedal angle and the driving torque are set according to the pre-stored accelerator pedal angle and the driving torque.
  • the fixed value relationship data finds the torque set value of the second motor, and the second servo driver 11 passes the common bus 14
  • the suction energy drives the second motor to output the corresponding torque, instead of the engine 1 to drive the load.
  • the main control unit 13 sets the torque of the first servo driver 12 to zero, and the first servo driver 12 applies the driving current to zero, so that the second rotor 5 of the first motor and the first rotor 4 have zero interaction torque.
  • the first rotor 4 is stationary. In this state, the voltage of the battery running the energy storage unit I 5 will gradually decrease, and the charging demand power P will gradually increase; at the same time, the main control unit 13 dynamically obtains the total required power (P drive + P charge) according to the third step above. When the total demand power (P drive + P charge) is greater than the lower limit value, the main control unit 13 is operated in the I mode.
  • the main control unit 13 sends a zero torque setting value to the first servo driver 12, the first servo driver 12 makes the second rotor 5 of the first motor interact with the first rotor 4 with zero torque, and the main control unit 13 controls through the engine.
  • Unit 16 controls engine 1 to stall and controls energy storage unit 15 not to charge the battery.
  • the main control unit 13 dynamically obtains the accelerator pedal angle through the accelerator pedal angle sensor ⁇ , and obtains the torque setting value of the second motor according to the pre-stored accelerator pedal angle and the driving torque set value relationship data, and the second servo driver is obtained by the second servo driver. 11
  • the energy is driven by the common bus 14 to drive the second motor to output the corresponding torque instead of the engine 1 to drive the load.
  • the main control unit 13 dynamically obtains the total required power (P drive + P charge).
  • the main control unit 13 switches to the I mode.
  • the main control unit 13 controls the energy storage unit 15 not to respond to the charge demand power charge, that is, does not charge the battery.
  • the main control unit 13 controls the engine speed to the speed of the upper limit point of the economic efficiency interval of the optimal efficiency curve by the engine control unit 16, and simultaneously controls the first motor to apply a matching torque load to the engine to maintain the engine in the optimal efficiency curve economic operation interval.
  • the upper limit point is operated.
  • the main control unit 13 obtains the second according to the angle value of the accelerator pedal angle sensor 17, according to the principle that the power of the current first motor system is used up, and the difference between the current driving demand power and the upper limit value is complemented.
  • the second servo driver 11 draws the first motor and the first servo driver 12 from the common bus 14 All the currently generated electric energy P 4 also draws more energy from the energy storage unit 15 to drive the second motor to output a larger torque, and the second motor third rotor 9 and the first motor second rotor 5 jointly drive the load.
  • the energy obtained by the load is the sum of the transmitted output power of the fuel engine 1 and the power of the second motor.
  • the first motor first rotor 4 extracts electric energy from the DC bus 14 and converts it into kinetic energy to superimpose and output power to the output shaft, except that the mechanical power obtained by the fuel engine 1 is all output through the second rotor 5.
  • the main control unit 13 obtains the torque setting value T b of the second servo driver 11 according to the difference between the angle value of the accelerator pedal angle sensor 17 and the difference between the current driving demand power and the upper limit value, and the second servo driver 11 from the common bus bar.
  • the main control unit may be used.
  • the engine control unit controls the engine to cross the upper limit point to enter the non-optimal economic operating range.
  • the main control unit 13 controls the engine speed to the speed of the upper limit point of the economic efficiency interval of the optimal efficiency curve by the engine control unit 16, and simultaneously controls the first motor to apply a matching torque load to the engine to maintain the engine in the optimal efficiency curve economic operation interval.
  • the upper limit point is operated.
  • the power transmitted by the first motor system is ⁇ 2
  • the electric power generated is ⁇ 4 .
  • the main control unit I 3 controls the second motor system to operate in the power generation state of the reverse output, and the electric energy generated by the first and second motors is all used for the internal energy storage unit 15 The battery is charged.
  • P 2 is smaller than the driving required power P ffi
  • the main control unit 13 controls the second motor system to operate in the positively-driven electric state, and takes a part of the electric energy from the electric power P 4 sent from the first motor system through the second motor system. Send to the output shaft. The remainder of P 4 is used for the energy storage unit I 5 to charge the internal battery.
  • the first motor first rotor 4 is a machine obtained by the fuel engine 1
  • the mechanical power is all outputted through the second rotor 5, and electric energy is extracted from the DC bus 14 to be converted into kinetic energy to superimpose and output power to the output shaft.
  • the mechanical power P 2 outputted by the first motor is greater than the driving demand power P drive, and the main control unit 13 controls the second motor system to operate in the power generation state of the reverse output, and intercepts the portion of the output shaft that is more than the drive demand power P drive. , converted into electrical energy to the DC bus. Except for the first motor system to extract the electrical energy returned by the second motor system, the remainder is used for the energy storage unit 15 to charge the internal battery.

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Description

具有伺服控制系统的发动机的经济运行方法 技术领域
本发明涉及具有伺服控制系统的发动机的经济运行方法， 使燃油 发动机工作在最佳效率曲线上， 并且能避开在耗油较高的低功率和高 功率区间的运行， 只运行在最佳效率曲线的经济区间， 实现消耗等量 燃油获得更大的机械能， 达到进一步节省能源的目的。 背景技术
燃油发动机具有一条最佳的转速与负载扭矩关系曲线， 称为最佳 效率曲线， 该曲线由各条等功率线上的单位机械能油耗最低点连接而 成， 即在最佳效率曲线上的发动机输出等量机械能量时消耗的燃油最 少。 但在最佳效率曲线的低功率和高功率区间， 发动机输出单位机械 能的油耗明显比该曲线的中段高， 发动机工作于最佳效率曲线的低功 率和高功率区间仍不够经济。
采用有级变速器或无级变速器 （CVT ) 等机械式的变速机构时， 发动机的动力通过变速机构以机械方式向外负载输送。 发动机是唯一 的动力来源， 没有其它提供能量或吸收能量的单元， 发动机只能按负 载需要提供扭矩或转速。 虽然有适合不同转速和扭矩的档位， 也难以 保证发动机工作在最佳效率曲线上， 更无法避开在低功率和高功率区 间的运行。
当燃油发动机与伺服加载装置连接时， 控制单元存储发动机最佳 效率运行曲线数据， 并将根据发动机转速得到的最佳效率曲线上的扭 矩值作为伺服驱动器设定加载扭矩， 可使发动机始终工作在最佳效率 曲线上， 达到节能的目的。 如果能让燃油发动机避开最佳效率曲线上 油耗较高的低功率和高功率区间， 将可得到更佳的节油效果。 发明内容
本发明的目的是设计一种能控制燃油发动机经济运行的伺服控制 系统及其运行方法， 在实现控制燃油发动机工作于最佳效率曲线的基 础上， 有条件地给发动机补充出力或代替发动机工作， 使发动机避开 最佳效率运行线的耗油量较高的高功率和低功率区间， '只运行于更经 济的最佳效率曲线的中功率区间， 使燃油发动机损耗等量的燃油获得 更多的动能。
根据本发明的一方面， 提供了一种具有伺服控制系统的发动机的 经济运行方法， 该伺服控制系统包括双联永磁电机伺服装置、 主控单 元、 发动机控制单元和储能单元， 双联永磁电机伺服装置具有第一电 机和第二电机及第一伺服驱动器和第二伺服驱动器， 主控单元根据发 动机的最佳效率运行曲线通过第一伺服驱动器和第一电机对发动机进 行扭矩伺服加载， 并将与加载扭矩大小相等的扭矩透过到输出轴； 第 二电机转子连接到输出轴， 使得两电机可通过共同的输出轴向负载输 出动力； 储能单元与第一、 第二伺服驱动器相连；
该方法包括以下步骤：
1 )根据驾驶员操作获取当前的驱动需求功率， 并根据储能单元 的状态荻取充电需求功率， 从而获得作为驱动需求功率与充电需求功 率之和的总需求功率； 元通过发动机控制单元控制发动机运行， 并且主控单元控制第一电机 系统按最佳效率运行曲线对发动机加载并对输出轴透过扭矩； 并且根 据发动机转速与输出轴转速的不同， 主控单元控制第一、 第二电机系 统之一作为发电机运行或两者均作为发电机运行， 使得发电总功率正 好满足储能单元充电需求功率需求；
3 ) 当总需求功率大于经济运行区间上限时， 通过伺服控制系统 使发动机在该经济运行区间上限运行，
a ) 如果驱动功率需求不大于经济运行区间上限， 则利用该 经济运行区间上限与驱动功率需求之差来响应充电需求功率； 及
b ) 如果驱动功率需求大于经济运行区间上限， 则暂不响应 充电需求功率， 通过伺服控制系统使电动机从直流母线获取储能单元 的电能， 补充驱动功率之不足部分； 和
4 ) 当总需求功率小于经济运行区间下限时， 则关断发动机运行， 以純电动方式驱动混合动力车。
本燃油发动机经济运行的伺服控制系统及其运行方法的优点为： 1、 扭矩伺服调节技术使燃油发动机运行于最佳效率曲线上； 并有条 件地给发动机补充出力或代替发动机工作， 使发动机避开最佳效率曲 线的耗油量相对较高的高功率和低功率区间， 只运行于更经济的最佳 效率曲线的中功率区间， 节能效果明显； 2、 燃油发动机的动能一部 分以机械能的方式传递给外负载， 一部分用于发电转为电能， 能量传 递效率高； 3、 大部分的运行状况下， 第一电机发电能量通过母线全 部由第二电机直接吸收用于共同驱动外负载， 避免经过蓄电池充电、 再放的双重损耗， 能量利用效率提高； 4、 双联永磁电机伺服装置、 储能单元和主控单元连接的控制系统代替机械式变速箱和离合器， 结 构简单， 成本低。 附图说明
图 1 为本燃油发动机经济运行的伺服控制系统实施例的结构示意 图； 图中标记为： 1、 燃油发动机， 2、 发动机轴， 3、 第一速度 /位置 传感器， 4、 第一电机第一转子， 5、 第一电机第二转子， 6、 集电环， 7、 输出齿轮， 8、 第二电机定子， 9、 第二电机第三转子， 10、 第二 速度 /位置传感器， 11、 第二伺服驱动器， 12、 第一伺服驱动器， 13、 主控单元， 14、 公共母线， 15、 储能单元， 16、 发动机控制单元， 17、 油门踏板角度传感器。
图 2 为茱燃油发动机最佳效率运行曲线， 图中纵坐标为发动机轴 扭矩（单位为 N · m, 牛顿米） ， 横坐标为发动机轴转速 (单位为 rpm, 每分钟转数） ， 其中细虚线为等功率线 （单位为 kW, 千瓦） ， 细实 线为等油耗线 BE (单位为 g/kWh, 每千瓦小时克） ， 粗实线为发动 机最佳效率曲线， 粗虚线为发动机最大扭矩限制。 具体实施方式
本发明燃油发动机经济运行的伺服控制系统实施例如图 1 所示， 包括双联永磁同步电机伺服装置、 发动机控制单元 16、 油门踏板角度 传感器 17、 储能单元 15和主控单元 13。 双联永磁同步电机伺服装置 包括第一电机和第二电机及第一、 第二伺服驱动器。 第一电机包括第 一转子 4和第二转子 5 , 第一转子 4 内嵌永磁磁极， 为第二转子 5提 供磁场， 第二转子 5安装有绕制在铁芯上的绕组。 第一转子 4与燃油 发动机 1 的轴 2直连， 第二转子 5的轴是本系统的输出轴。 第二电机 包括第三转子 9和定子 8。 定子 8 固定于机壳， 第三转子 9嵌有永磁 磁极， 为定子 8提供磁场。 定子 8安装有绕制在铁芯上的绕组。 第二 电机第三转子 9与第一电机第二转子 5同轴， 并与输出齿轮 7连接， 输出齿轮 7经齿轮系统与外部负载连接。 第一、 第二速度 /位置传感器 3、 10分别安装发动机输入轴 2和第二电机第三转子 9的轴上。 第一 速度 /位置传感器 3 连接第一电机的第一伺服驱动器 12, 第二速度 /位 置传感器 10 连接到第一、 第二伺服驱动器 12、 11。 第一伺服驱动器 12通过集电环 6与第一电机的第二转子 5的绕组连接， 第二伺服驱动 器 1 1直接连接第二电机的定子 8线圈绕组。 第一伺服驱动器 12和第 二伺服驱动器 11 通过公共母线 14连接。 主控单元 13连接第一、 第 二伺服驱动器 12、 11， 第一、 第二速度 /位置传感器 3、 10接入主控 单元 13。 公共母线 14连接储能单元 15 , 储能单元 15 内包含电容、 蓄电池及其充放电控制和保护线路。 储能单元 15 的蓄电池电压信号 接入主控单元 13。 油门踏板角度传感器 17接入主控单元 13。 主控单 元 13连接发动机控制单元 16, 发动机控制单元 16控制发动机运行。 主控单元 13 主体可以为计算机， 其内存储有燃油发动机 1 最佳效率 曲线上的转速扭矩匹配数据， 还存储有最佳效率曲线的经济运行区的 功率上限和下限值以及蓄电池电压与充电需求功率关系数据， 以及油 门踏板角度与驱动扭矩设定值关系数据。
本燃油发动机经济运行的伺服控制系统的运行方法的示例包括以 下步骤：
第一步： 根据发动机最佳效率曲线确定经济运行区的功率下限和 上限。 各种型号的燃油发动机的最佳效率曲线是不尽相同的， 此类曲 线可由发动机厂家提供， 或者通过实测发动机的等功率线和等油耗线 获得最佳效率曲线， 如图 2所示。 燃油发动机 1运行在最佳效率曲线 上时输出不同的功率对应相应的单位功油耗值。 等间距的一系列的等 功率线与最佳效率曲线有若干交点， 由各交点所属的等油耗线可获得 最佳效率曲线上各点的单位功油耗值， 将各交点的功率 Pi及其对应的 单位功油耗值 Bi列表比较，计算 BJil Pi变化梯度 ΚΓ( Bj-Bi., )/(ΡΓΡ ), 结合最佳效率曲线整体走势状况， 分别将低功率区和高功率区 Ki 较 大即 Bi数值比邻近点明显增大前的功率值暂定为经济运行区间的功率 下限和功率上限。 率下限和功率上限之间 （含上下限点）各点的单位功油耗平均值。 当 暂定的上下限外的第一点的单位功油耗值比平均值明显偏高 （通常以 大于 5%以上时为明显） ， 可确定上述暂定上下限点为上 /下限点。 本 例中， 表 1可见 70kW比 60kW的单位功油耗明显增加， 达 6， 同 样 7.5kW比 10kW单位功油耗明显增加， Ki绝对值达 9.6, 所以暂定 60kW和 10kW为上下限点。 计算 10 ~ 60 kW各点的平均单位功油耗 为 246g/kWh,暂定的 60kW和 10kW上下限外的第一点 70kW和 7.5kW 的单位功油耗分別比平均值高 14.6%和 30.0%, 故将 60 kW和 10 kW 定为功率上限和下限。 发动机型号改变时， 上下限值有所改变。 即使 暂定的上下限外的第一点的单位功油耗值比上下项之间各点的平均值 增加不明显时 （例如差值不大于 5% ) , 本方法按上述暂定的上下限 运行仍具经济性。 也可参照此原则另选定上下限值。
等功率线的间距可为 0.5 kW ~ 10kW, 其选取可参考最佳效率曲 线的变化梯度， 变化平緩的区间间距可较大， 反之需要较小。 等功率 线的间距越小则所描述 和 关系越精确， 要求测绘的等油耗线也越 密。 当等功率线与最佳效率曲线的交点位于两等油耗线之间时， 可用 数学插值方法计算出该交点的 Bi值， 也可以再实测获得。
如图 2所示， 在功率 20 kW以上最佳效率曲线变化平緩取等功率 线间距为 10kW, 在功率 20 kW以下最佳效率曲线较陡， 取等功率线 间距为 2.5kW, 可得表 1 某发动机最佳效率曲线上输出功率与单位功 油耗值关系表。 某发动机最佳效率曲线上输出功率与单位功油耗关系表
Figure imgf000007_0001
第二步： 根据蓄电池特性确定蓄电池电压与充电需求功率关系。 储能单元 15 中蓄电池电压的高低表征着蓄电池对充电功率的需 _
J 求， 将电压 Ui与充电需求功率 Pi的对应关系以列表或函数方式存入 主控单元 13。
第三步： 动态获得当前实际驱动功率和蓄电池充电需求功率， 进 而获得当前对发动机的驱动需求总功率。
主控单元 I3通过第二速度 /位置传感器 10获得第二电机第三转子
9转速 N2, 根据此转速和当前第一、 第二电机的扭矩 T第一和 T第二 分别求取第一、 第二电机输出的实际驱动功率？&和？^ Pa=Ta*N2/9550 千瓦 （kW ) , 9550 为单位换算系数， 此部分功率由第一电机第一转 子 4以透过方式即效率为 100%向输出轴传递， 故 Pa对发动机的需求 功率亦等于 Pa。 Pb=Tb*N2/9550 千瓦 （kW ) , 当第一电机发电、 第二 电机用电的综合效率分别是 ιΊ ι、 η 2时， Pb对发动机的需求功率为 Pb/ η t n 当前的实际驱动功率为 Pa+Pb， 对发动机要求的驱动需求功率
P驱 =Pa+ Pb/ T n ^ 同时， 主控单元 13根据储能单元 is的蓄电池的电 压信号 u, 依据预存的蓄电池电压和充电需求功率关系得到充电需求 功率 P充, 对发动机 1的总需求功率 P等于驱动需求功率 P駆加上蓄电 池充电需求功率 P充， 即： P= P驱 + P 充。
第四步： 在实现发动机 1 工作于最佳效率曲线的前提下， 有条件 地代替发动机 1工作或弥补发动机 1 出力， 使燃油发动机 1工作于最 佳效率曲线的经济运行区间。
I ·对燃油发动机 1的总需求功率 P= ( P ¾+ P )介于最佳效率曲 线经济运行区间的上限值与下限值之间时， 有 P 充为 0和大于 0两种 运行情况：
① P 充为 0: 发动机控制单元 16根据油门踏板角度控制发动机 1 转速。 燃油发动机 1输出机械功率至输入轴 2, 第一伺服驱动器 12 根据第一速度 /位置传感器 3和第二速度 /位置传感器 10的位置信号获 得第一、 第二转子 4、 5的相对位置信号， 主控单元 13根据第一速度 / 位置传感器 3 测得的发动机转速信号和按最佳效率曲线设定第一电机 的扭矩给定值 T, 第一伺服驱动器 12根据第一、 第二转子 4、 5 的相 对位置信号、 主控单元 13 的扭矩设定值 T对第一电机的第二转子 5 的绕组加载电流矢量并进行扭矩伺服控制， 驱动第一电机， 对输入轴 2即燃油发动机 1 的轴施加相应的扭矩 T，使燃油发动机 1工作在最佳 效率曲线上。 在第一转子 4受到第二转子 5电磁扭矩 T时， 第二转子 5也受到 同样大小的反作用扭矩， 即第二转子 5 的输出轴上同时也可以对最终 负载输出同样大小的扭矩 T。 当第一伺服驱动器 12控制第一电机对燃 油发动机轴 2 施加扭矩 T ( N.m, 牛米） 时， 发动机轴的旋转速度为 Nj ( rpm, 转数 /分钟） ， 第一电机第一转子 4从燃油发动机 1获得的 机械功率
Figure imgf000009_0001
( kW, 千瓦） ， 9550为单位换算系数。 若第 二转子 5轴与负载一同转动的转速为 N2 ( rpm ) , 则第二转子 5轴对 外输出的机械功率 Ρ2= Τ X N2/9550 ( kW ) , 此功率经输出齿轮 7送达 最终负载。
当 >：^2时， 第一电机第一转子 4从燃油发动机 1 获得的机械 功率一部分为第二转子 5 输出的机械功率， 另一部分用于发电。 第一 电机用于发电的功率 P P!- P T x ( Nr N2 ) /9550 ( kW ) , 若第一 电机和第一伺服驱动器 12 的综合发电效率为 ru, 则发电送到公共母 线 14的电功率 Ρ4= η ^3。 即第一电机将从燃油发动机 1得到的机械功 率一部分通过第二转子 5 轴向负载输出， 另一部分转换为电功率送入 公共母线 14, 通过公共母线 14传递给第二伺服驱动器 11 以驱动第二 电机和储能单元 15。 第二电机第三转子 9与第一电机第二转子 5同轴 转动， 主控单元 13按 第一电机发电送到公共母线 14的电功率 Ρ4和 第二伺服驱动器 11 的综合效率 η 2, 依据第二电机用电功率等于 Ρ4的 原则，即
Figure imgf000009_0002
计算、 求取第二伺服驱动器 11 的设定值 Tb。 第二伺服驱动器 11通过第二速度 /位置传感器 10得到第二电机第 三转子 9的位置信号， 按该扭矩设定值和第三转子 9的位置信号对第 二电机的第三转子 9加载相应的电流矢量， 对第二电机进行伺服控制 并输出相应的扭矩。 第二电机将第一电机当前送入公共母线 I4 的全 部电能转化为动能从第三转子 9 轴上输出， 与第一电机的第二转子 5 一起通过输出齿轮 7带动负载。 第一电机所发电直接提供给第二电机， 避免了经过储能单元 15 的蓄电池充电、 再放电的双重损耗， 能量利 用率更高。
当 Ν^Ν2时， 第一电机第一转子 4从燃油发动机 1获得的机械功 率全部经第二转子 5输出， 第一电机发电功率为零。 此时主控单元 I3 控制第二电机系统工作于零扭矩状态。
当 1^ < >12时， 第一电机第一转子 4除了将燃油发动机 1 获得的 机械功率全部经第二转子 5 输出外， 还从直流母线 14提取电能转化 为动能向输出轴叠加输出动力。 视负载扭矩的不同， 第二电机系统可 以工作在正向出力的电动机状态， 也可以工作在反向出力的发电机状 态， 也可以出力为零， 既不发电也不用电。
② P充大于 0:
当 1^ > >12时， 主控单元 13对第一电机的控制与①相同， 透过功 率 P2直接传递给外负载， 第一电机系统发出的电功率为 P4。 如果 P4 > P 充， 主控单元 13 将第一电机发电送入母线的电功率 P4优先分配 给储能单元 15 向蓄电池充电， 剩余电功率则按①相同方式折算第二 伺服驱动器 11 的扭矩设定值， 由第二伺服驱动器 11 吸取剩余的 P4 能量驱动第二电机施加扭矩共同驱动外负载。 如果 P4 < P 充， 则主控 单元 13 控制第二电机系统工作于反向出力的发电机状态， 发电功率 补足 P 充不足部分， 同时， 由于第二电机输出了反向扭矩， 输出轴的 输出扭矩下降， 导致车速下降。 驾驶员因此会加大油门踏板的角度， 提升发动机转速， 继而提升第一电机的发电功率 P4, 达到新的车速的 平衡和功率的平衡。
当 1^ <：^2时， 第一电机第一转子 4除了将燃油发动机 1获得的机 械功率全部经第二转子 5 输出外， 还从直流母线 14提取电能转化为 动能向输出轴叠加输出动力。 为满足第一电机和储能单元同时对母线 电功率的需求， 主控单元 I3 控制第二电机系统工作于反向出力的发 电机状态， 发电功率等于第一电机系统从母线取用电功率与充电需求 功率 P 充之和。 同时， 由于第二电机输出了反向扭矩， 输出轴的输出 扭矩下降， 导致车速下降， 驾驶员因此会加大油门踏板的角度， 提升 发动机转速 N1 5 达到新的车速的平衡和功率的平衡。
II . 对燃油发动机 1的总需求功率 P= ( P ¾+ P充）低于最佳效率 曲线经济运行区间下限值：
具体有以下两种工作状况。
①负载由静止进入起步状态：
由主控单元 13通过发动机控制单元 16关闭油门使发动机 1熄火， 并控制储能单元 15 不充电， 通过油门踏板角度传感器 17动态获得此 时油门踏板角度、 根据预存的油门踏板角度与驱动扭矩设定值关系数 据求取第二电机的扭矩设定值，由第二伺服驱动器 11通过公共母线 14 吸取能量驱动第二 电机输出相应的扭矩， 代替发动机 1 带动负载运 行。 此时主控单元 13给第一伺服驱动器 12的扭矩设定值为零， 第一 伺服驱动器 12 施加驱动电流为零， 使第一电机的第二转子 5 和第一 转子 4相互作用扭矩为零、 第一转子 4静止。 此状态下运行储能单元 I5蓄电池的电压将逐渐下降、 充电需求功率 P充逐渐增大； 同时主控 单元 13 按上述第三步动态求取总需求功率 (P 驱 + P 充)。 当总需求功率. (P驱 + P 充)大于下限值时， 主控单元 13转按 I方式运行。
②正常行驶时：
主控单元 13给第一伺服驱动器 12发送零扭矩设定值， 第一伺服 驱动器 12使第一电机的第二转子 5与第一转子 4相互作用扭矩为零， 同时主控单元 13通过发动机控制单元 16控制发动机 1熄火， 并控制 储能单元 15不向蓄电池充电。 同样， 主控单元 13通过油门踏板角度 传感器 Π 动态获得此时油门踏板角度、 根据预存的油门踏板角度与 驱动扭矩设定值关系数据求取第二电机的扭矩设定值， 由第二伺服驱 动器 11通过公共母线 14吸取能量驱动第二电机输出相应的扭矩代替 发动机 1 带动负载运行。 此状态下运行储能单元 15 蓄电池的电压将 逐渐下降、 充电需求功率 P 充逐渐增大， 主控单元 13 动态求取总需 求功率 (P驱 + P 充)。 当总需求功率 (P躯 + P 充)大于下限值时，主控单元 13 转按 I方式运亍。
III . 对燃油发动机的总需求功率 （P 驱 + P 充 ） 大于最佳效率曲线 经济运行区间上限值：
具体有以下两种工作状况。
①驱动需求功率 P φ大于最佳效率曲线经济运行区间上限值： 主控单元 13控制储能单元 15 不响应充电需求功率 Ρ 充， 即不向 蓄电池充电。 主控单元 13通过发动机控制单元 16控制发动机转速于 最佳效率曲线经济运行区间上限值点的转速， 同时控制第一电机对发 动机施加匹配的扭矩负载， 保持发动机在最佳效率曲线经济运行区间 上限值点运行。
当 Ni〉N2时， 主控单元 13依据油门踏板角度传感器 17 的角度 值， 按用尽当前第一电机系统的发电功率、 补足当前驱动需求功率与 上限值之差的原则求取第二伺服驱动器 11的扭矩设定值 Tb。 第二伺 服驱动器 11 除了从公共母线 14 吸取第一电机和第一伺服驱动器 12 当前所发的全部电能 P4, 还从储能单元 15 的吸取更多的能量， 驱动 第二电机输出更大的扭矩， 第二电机第三转子 9 与第一电机第二转子 5 共同驱动负载， 负载所得能量为燃油发动机 1 的透过输出功率与第 二电机功率之和。
当 1^ <：^2时， 第一电机第一转子 4除了将燃油发动机 1获得的机 械功率全部经第二转子 5 输出外， 还从直流母线 14 提取电能转化为 动能向输出轴叠加输出动力。主控单元 13依据油门踏板角度传感器 17 的角度值按补足当前驱动需求功率与上限值之差的原则求取第二伺服 驱动器 11的扭矩设定值 Tb, 第二伺服驱动器 11从公共母线 14吸取 储能单元 15 的电能量， 驱动第二电机输出相应的扭矩， 与第一电机 第二转子 5共同驱动负载， 负载所得能量为燃油发动机 1 的透过输出 功率与第一、 第二电机电动功率之和。
由于储能单元 15 储存能量有限， 此工作状况是不能长时间持续 的。 一旦储能单元内的蓄电池电压下降到最低允许值， 则必须停止取 电补充驱动功率之不足， 让混合动力车减速运行。 如运行状态要求必 须以超过最佳效率曲线经济运行区间上限值点运行， 则可由主控单元
13 通过发动机控制单元控制发动机越过上限值点， 进入非最佳经济运 行区间。
②驱动需求功率 P 驱不大于最佳效率曲线经济运行区间上限值， 而 （P ¾+P充） 大于该上限值：
主控单元 13通过发动机控制单元 16控制发动机转速于最佳效率 曲线经济运行区间上限值点的转速， 同时控制第一电机对发动机施加 匹配的扭矩负载， 保持发动机在最佳效率曲线经济运行区间上限值点 运行。
当 1^ >：^2时，第一电机系统透过的功率为 Ρ2，发出的电功率为 Ρ4。 如果 Ρ2已经大于驱动需求功率 P , 则主控单元 I3控制第二电机系统 工作于反向出力的发电状态， 第一、 第二电机所发的电能全部用于储 能单元 15对内部的蓄电池充电。 如果 P2小于驱动需求功率 P ffi, 则主 控单元 13 控制第二电机系统工作于正向出力的电动状态， 从第一电 机系统发出的电功率 P4中取用一部分电能， 经第二电机系统送出到输 出轴上。 P4中剩余部分全部用于储能单元 I5对内部的蓄电池充电。
当 1^ <：^2时， 第一电机第一转子 4除了将燃油发动机 1获得的机 械功率全部经第二转子 5 输出外， 还从直流母线 14 提取电能转化为 动能向输出轴叠加输出动力。 此时第一电机输出的机械功率 P2已大于 驱动需求功率 P驱， 主控单元 13控制第二电机系统工作于反向出力的 发电状态， 截取输出轴上多于驱动需求功率 P 驱的部分， 转化为电能 送达直流母线。 第二电机系统返回的电能除供第一电机系统提取外， 剩余部分全部用于储能单元 15对内部的蓄电池充电。

Claims

权 利 要 求
1. 一种具有伺服控制系统的发动机的经济运行方法， 该伺服控 制系统包括双联永磁电机伺服装置、 主控单元、 发动机控制单元和储 能单元， 双联永磁电机伺服装置具有第一电机和第二电机及第一伺服 驱动器和第二伺服驱动器， 主控单元根据发动机的最佳效率运行曲线 通过第一伺服驱动器和第一电机对发动机进行扭矩伺服加载， 并将与 加载扭矩大小相等的扭矩透过到输出轴； 第二电机转子连接到输出 轴， 使得两电机可通过共同的输出轴向负载输出动力； 储能单元与第 一、 第二伺服驱动器相连；
该方法包括以下步骤：
1 )根据驾驶员操作获取当前的驱动需求功率， 并根据储能单元 的状态获取充电需求功率, 从而获得作为驱动需求功率与充电需求功 率之和的总需求功率；
2 ) 当总需求功率处于经济运行区间下限与上限之间时， 主控单 元通过发动机控制单元控制发动机运行， 并且主控单元控制第一电机 系统按最佳效率运行曲线对发动机加载并对输出轴透过扭矩； 并且根 据发动机转速与输出轴转速的不同， 主控单元控制第一、 第二电机系 统之一作为发电机运行或两者均作为发电机运行， 使得发电总功率正 好满足储能单元充电需求功率需求；
3 ) 当总需求功率大于经济运行区间上限时， 通过伺服控制系统 使发动机在该经济运行区间上限运行，
a ) 如果驱动功率需求不大于经济运行区间上限, 则利用该 经济运行区间上限与驱动功率需求之差来响应充电需求功率； 及
b ) 如果驱动功率需求大于经济运行区间上限， 则暂不响应 充电需求功率， 通过伺服控制系统使电动机从直流母线获取储能单元 的电能， 补充驱动功率之不足部分； 和
4 ) 当总需求功率小于经济运行区间下限时， 则关断发动机运行， 以纯电动方式驱动混合动力车。
2. 根据权利要求 1 所述的方法， 当总需求功率处于经济运行区 间下限与上限之间时， 如果发动机转速大于输出轴转速， 则第一电机 系统处于发电机状态以将发动机送来的部分动能直接透过到输出轴， 并将其余动能转变为电能送至直流母线； 如果第一电机发出的电功率 大于充电需求功率， 则主控单元控制储能单元进行充电， 并将剩余功 率用于驱动第二电机系统输出动能； 如果第一电机系统发出的电功率 小于充电需求功率， 则主控单元控制第二电机系统工作于发电状态， 使第一、 第二电机系统的总发电功率等于充电需求功率。
3. 根据权利要求 1 所述的方法， 当总需求功率处于经济运行区 间下限与上限之间时， 如果发动机转速小于输出轴转速， 则第一电机 系统处于电动机状态， 使得不但将发动机送来的部分动能直接透过到 输出轴， 而且还从直流母线提取电能转变为动能送至输出轴； 主控单 元控制第二电机系统从输出轴截取动能并转化为电能送回直流母线； 主控单元根据如下原则控制第二电机系统的设定扭矩： 第二电机系统 的发电功率等于第一电机系统的取用电功率和储能单元的充电需求功 率之和。
4. 根据权利要求 1 所述的方法， 还包括当总需求功率需求处于 经济运行区间中时，
a ) 如果充电需求功率等于零， 则第二电机利用通过公共母线从 第一电机输入的全部电流来运行， 以向第二输出轴输出动力； 及
b ) 如果充电需求功率大于零， 则将第一电机输入公共母线的电 流优先分配给储能单元进行充电。
5. 根据权利要求 1 所述的方法， 当总需求功率大于经济运行区 间上限， 并且驱动功率需求大于经济运行区间上限时， 通过伺服控制 系统使电动机从直流母线获取储能单元的电能, 补充驱动功率之不足 部分； 但如果蓄电池电压已降至预定的允许值， 则输出报警并停止取 用电能由此使得车辆减速， 或使得发动机越过经济运行区间的上限值 点而工作于非经济区域的最佳效率运行曲线上。
6. 根据权利要求 1 至 5 所述的方法， 其中所述经济运行区间的 上下限根据最佳效率运行曲线确定。
PCT/CN2007/002793 2007-09-21 2007-09-21 Procédé de fonctionnement économique de moteur thermique possédant un système de servocommande WO2009036606A1 (fr)

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