WO2017186505A1 - Procédé et dispositif de commande pour le passage de rapports d'une boîte de vitesses dans un véhicule - Google Patents

Procédé et dispositif de commande pour le passage de rapports d'une boîte de vitesses dans un véhicule Download PDF

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Publication number
WO2017186505A1
WO2017186505A1 PCT/EP2017/058919 EP2017058919W WO2017186505A1 WO 2017186505 A1 WO2017186505 A1 WO 2017186505A1 EP 2017058919 W EP2017058919 W EP 2017058919W WO 2017186505 A1 WO2017186505 A1 WO 2017186505A1
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WO
WIPO (PCT)
Prior art keywords
electric machine
braking mode
transmission
braking
machine
Prior art date
Application number
PCT/EP2017/058919
Other languages
German (de)
English (en)
Inventor
Marcel Ewers
Tobias Schwab
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2017186505A1 publication Critical patent/WO2017186505A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method and a control device for switching a transmission in a motor vehicle, which comprises an electric machine.
  • Electric vehicles or the use of electric machines and internal combustion engines as drive units in hybrid vehicles.
  • Shift strategies are known in which when a gear change in time between opening the clutch on the transmission input and the actual gearshift in the transmission, an adaptation of the speed of the drive shaft is performed before the clutch, such that when switching to a higher gear, the speed is reduced and when switching to a
  • the speed of the drive shaft is raised by increasing the speed of the electric machine, while when switching to a higher gear, the speed of the
  • Speed adjustment when switching to a higher gear is that electrical energy is generated by the recuperation, which can be supplied to the one or more electrical energy storage in the motor vehicle, which are electrically connected to the electric machine. Between the or the electrical energy storage and the electric machine are generally still one or more other components, such as the power electronics. If, however, the vehicle should be in an operating state in which the vehicle's electrical energy store or stores can or should no longer absorb energy, eg when the electrical energy store (s) have already reached their maximum charge state, a critical upper temperature threshold has been exceeded or a critical one fall below the lower temperature threshold, it hits Method from the published patent application DE 10 2012 208 845 A1 to its limits.
  • the reduction in the rotational speed of the drive shaft can be performed by taking advantage of friction losses. Due to the goal of developing the most efficient powertrains, these are
  • Claim can form its own and independent of the combination of all features of the independent claim invention, the subject of an independent claim, a
  • a first aspect of the invention relates to a method for shifting a gearshiftable into different gears transmission for a motor vehicle, wherein the motor vehicle comprises an electric machine having a
  • Coupling is coupled to the input of the transmission. It may, for example, a manual transmission, an automated
  • the electric machine may be e.g. to act a permanent magnet synchronous machine. In addition to the clutch, there may be other mechanical elements between the electric machine and the transmission input.
  • the electric machine can be the only drive unit in the motor vehicle.
  • the motor vehicle may also comprise one or more further drive units, such as, for example, one or more internal combustion engines and / or one or more further electrical machines. The method can be applied to any
  • Powertrains are used in motor vehicles, in which an electric machine in a regenerative mode can convert rotational energy of the drive shaft into electrical energy.
  • an upshift command for shifting the transmission to a higher gear is accepted, which can be triggered, for example, by a shift operating action of the driver or automatically triggered in the case of an automatic transmission of the switching strategy of the drive. This command triggers the opening of the
  • Clutch between the electric machine and the transmission and causes a shift of the transmission.
  • the switching of the transmission can take place at any time: it can, for example, before, after or during the control of the electrical described below Machine take place.
  • the switching can be done in particular after reaching the speed synchrony. But it could also be done before.
  • the coupling may be any coupling, for example a positive coupling, in particular a dog clutch.
  • the inventive method is characterized in that it is decided by evaluation of one or more sizes, whether the electric machine to be operated in a regenerative, first braking mode, which leads to a recuperation of rotational energy of the drive shaft and its conversion into electrical energy.
  • a regenerative braking mode of an electrical machine is characterized in particular by the fact that the electric machine generates a current which is supplied, for example, to an energy store supplying the electrical machine. If the electric machine is not in the regenerative, first braking mode
  • the electric machine is operated in a second braking mode, which is characterized in that it is more compared to the first braking mode
  • the second braking mode is, for example, also a regenerative braking mode.
  • the decision on the braking mode in which the electric machine is to be operated can be made, for example, as a function of one or more variables which determine the state of the electric motor
  • State of charge of the electrical energy storage are taken.
  • the state of charge of the electrical energy storage, with the electric Machine is connected to be compared with a threshold.
  • Another example of such a size may be the temperature of the electrical energy storage or the electrical machine. Electric energy storage heats up in charging mode due to the supplied energy. If the electrical energy storage is already close to its maximum operating temperature, it should be for reasons of
  • Component protection the electrical machine is not operated in the regenerative, first braking mode.
  • the increased power loss of the second braking mode with respect to the regenerative, first braking mode can preferably also be achieved by operating the electric machine in a regenerative manner
  • Brems horrids can be characterized, which is characterized in that the efficiency of this regenerative braking operation is lower than the efficiency in the regenerative first braking mode. Instead of the same amount of rotational energy of the drive shaft in electrical
  • a second braking mode is to be emphasized, in which its increased power loss is generated by the operation of the electric machine in a braking mode in which the electric machine generates substantially no electrical energy and thus substantially no charging of the electrical energy storage causes. The efficiency of this braking operation is then substantially zero.
  • the electric machine When the electric machine is a permanent-magnet synchronous machine, its physical properties can be utilized to realize a second braking mode having the above-mentioned preferable characteristics.
  • the variable id is the magnitude of the stator current vector, which is in rotor-fixed coordinates in the direction of the stator
  • Pathogen flux shows.
  • the quantity i q is the magnitude of the cross-flow, which is rotated by 90 ° with respect to the exciter flux. It should be emphasized that the torque M L in regenerative operation is typically a negative torque. The torque M L is thus adjustable via various parameters that are not limited to the mechanical design of the
  • the power P L generated at the air gap can be determined from the moment M L :
  • Synchronous machine which is available as drive power in an application in a motor vehicle, in turn determined from the power P L generated at the air gap, minus the friction losses P Re ibung and the iron losses P ies :
  • Friction and iron losses are strongly dependent on the mechanical design of the permanent-magnet synchronous machine and are thus only conditionally suitable as a control variable for the absolute power loss of the
  • the stator active power P AC can be calculated using the following formula, where P Cu represents the heating of the stator winding of the permanent-magnet synchronous machine called copper losses:
  • Equation (5) the relationship of the copper losses P Cu to the mechanical power P Mech can be represented:
  • the copper losses P Cu can in turn be determined as a function of the torque- and flux-forming currents i q , i d and the copper resistance R Cu :
  • the copper losses P Cu are very well suited as a control variable for the amount of absolute power loss of the permanent-magnet synchronous machine.
  • the electrical efficiency of the braking operation of the second braking mode is variably adjustable, which is done by the variable setting of one or more parameters. Since the torque- and flux-forming currents i q , or i d can be changed during operation, they can be used as the abovementioned parameters in order to set the height of the copper losses P Cu in accordance with the situation at each execution of the method. This allows flexible control of the amount of rotational energy of the drive shaft, which is converted into power loss.
  • the height of the copper losses P Cu is in a quadratic relationship with the height of the flux-forming current i d . Independently of this, the height of the copper losses P Cu is also in a quadratic relationship with the magnitude of the moment-forming current i q .
  • the two streams are, however, in
  • Recuperation is transformed into electrical energy and the or the electrical energy storage of the motor vehicle can be supplied.
  • the division of the conversion of the rotational energy of the drive shaft into usable, electrical power and power loss can be achieved by adjusting the torque and flux-forming currents i q and i d for the second
  • the reduction in the speed of the drive shaft is, as stated, implemented either by the regenerative first braking mode or by the second braking mode with increased power loss.
  • the speed of the drive shaft is reduced until a sufficient
  • Speed synchronism between the drive shaft and transmission input is reached, which is characterized in that the rotational speed of the drive shaft substantially corresponds to the speed of the transmission input.
  • the difference between the two speeds is less than a predetermined (small) threshold.
  • the speeds on the drive shaft and gearbox are exactly the same.
  • the shifting process will trigger no or only a slight jerk experienced by the driver. After reaching a sufficient speed synchrony and the
  • a second aspect of the invention relates to a control device for shifting a gearshiftable into different gears transmission for a motor vehicle, wherein the motor vehicle comprises an electric machine which is connected via a clutch to the transmission.
  • the control device is configured to take an upshift command to shift the transmission to a higher gear, to open the clutch between the electric machine and the transmission, to shift the transmission and optionally the electric machine in a regenerative first
  • control device is set up, after reaching a sufficient rotational speed synchronism between the drive shaft and the transmission input and after switching the
  • 1 is a schematic representation of an exemplary motor vehicle with exemplary components that contribute to the execution of the method
  • 2 is a flow chart for a first embodiment of the
  • FIG. 1 is a schematic representation of an exemplary
  • An electric machine A is connected to a transmission C via a clutch B, in particular a dog clutch.
  • the transmission C transmits the drive torque via an axle D to the wheels E.
  • the electric machine A is connected to an electrical energy store F.
  • a control unit H is provided, for controlling the transmission C, a control unit I is provided.
  • Extension possibility is to connect the electric machine A with an additional, optional drive unit G, for example, an internal combustion engine.
  • an additional, optional drive unit G for example, an internal combustion engine.
  • FIG. 2 shows a flow chart for a first exemplary embodiment of the method according to the invention. For example, some steps of the method may be performed on the controller H of the electric machine A, whereas other steps may be performed on the controller I of the transmission C, for example.
  • control unit I of the transmission C initially receives an upshift command in step 100.
  • This command can either be triggered directly by the driver through a switching control action be in the case of an automatic transmission from the switching strategy of the drive, for example, on the control unit H of the electric
  • Machine A is located, to be shipped. This command triggers the execution of the procedure.
  • step 1 10 the coupling between the electric machine A and transmission C by the transmission control unit I is opened.
  • step 120 is preferably checked by the control unit H of the electric machine A, whether a further energy consumption for the electrical energy storage F is still allowed. This can be done, for example, by comparing the current state of charge of the electrical energy store F with a threshold value, for example 80%. If the current state of charge is below this threshold value, it is assumed that further energy absorption is still permissible for the electrical energy store F. If the current state of charge is above the threshold, then
  • the control unit H of the electric machine A operates in step 130 in a regenerative braking mode to generate a braking torque.
  • This braking torque leads to a reduction in the rotational speed of the electric machine A.
  • This operating mode is continued until a speed synchronism between the drive shaft and input of the transmission C is reached in step 150.
  • This rotational speed synchronism is achieved, for example, when the difference between the two rotational speeds is below a threshold value, for example 10 rpm.
  • a threshold value for example 10 rpm.
  • the control unit H of the electric machine A operates in step 140 in a braking mode with increased power loss.
  • the electrical energy that is generated to generate a braking power in the electric machine A is converted into this power loss and thus generates a braking torque which reduces the rotational speed of the electric machine A.
  • This operating mode is characterized, for example, in that the moment-forming current of the electric machine A is independent of the flow-forming current of the electric machine A.
  • the electric machine A can be operated such that hardly any electric energy is generated by recuperation, but instead heat. This mode is continued until, in step 160, a speed synchronism between
  • Speed synchrony is achieved, for example, when the difference between the two speeds is below a (small) threshold, for example 10 rpm.
  • step 170 Shifting the transmission C in step 170, which can run in parallel with the deceleration of the electric machine, the clutch B is closed in step 180.
  • FIG. 3 shows a further flow chart for a second exemplary embodiment of the method according to the invention. The differences are explained below.
  • the selection of the braking mode in which the electric machine A is to be operated is made in accordance with one or more criteria.
  • the temperature of one or more components of the motor vehicle, such as the electrical energy storage F For example, the temperature of one or more components of the motor vehicle, such as the electrical energy storage F
  • step 125 in FIG. 3 one or more variable parameters of the electric machine A are adjusted to determine the electrical efficiency of the second braking mode. If the electric machine A is a permanent-magnet synchronous machine, then, for example, the torque and flux-forming currents are suitable for this purpose. Due to the independence of the two streams, the amount of
  • Power loss can be set "torque-consistent", ie at substantially constant level of braking power generated and the associated braking torque, the power loss can be set variably as needed.
  • the power loss can be set high, if only little electrical energy from the energy storage
  • the power loss can alternatively be set low, if much electrical energy to be absorbed.
  • Examples include the state of charge of the electrical energy store F or the operating temperature of components such as the electrical
  • the electric machine A is then operated in step 140 with the adjusted electrical efficiency in the second braking mode with increased power dissipation.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un aspect de l'invention porte sur un procédé pour assurer le passage de rapports d'une boîte de vitesses d'un véhicule à moteur, pouvant être commutée dans différents rapports, ledit véhicule à moteur comprenant un moteur électrique qui est relié à l'entrée d'une boîte de vitesses par l'intermédiaire d'un embrayage. Selon le procédé, après réception d'une commande de passage montant de rapport pour assurer le passage de la boîte de vitesses à une vitesse supérieure, l'embrayage est ouvert entre le moteur électrique et la boîte de vitesses, le régime du moteur électrique est réduit, le passage de vitesse s'effectue dans la boîte de vitesses et l'embrayage est à nouveau fermé. Le procédé selon l'invention se caractérise en ce qu'il est décidé si la réduction du régime du moteur électrique doit intervenir par son fonctionnement dans un premier mode freinage de type générateur ou par son fonctionnement dans un second mode freinage, avec une puissance dissipée augmentée.
PCT/EP2017/058919 2016-04-27 2017-04-13 Procédé et dispositif de commande pour le passage de rapports d'une boîte de vitesses dans un véhicule WO2017186505A1 (fr)

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CN108674255A (zh) * 2018-05-22 2018-10-19 张碧陶 新能源汽车的变速机构及控制方法
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CN108382188B (zh) * 2018-03-27 2024-03-15 中国第一汽车股份有限公司 混合动力汽车动力系统及其控制方法
CN108674255A (zh) * 2018-05-22 2018-10-19 张碧陶 新能源汽车的变速机构及控制方法
CN108674255B (zh) * 2018-05-22 2020-02-14 张碧陶 新能源汽车的变速机构及控制方法

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