WO2022193418A1 - 混合动力系统中电磁离合器的控制方法和混合动力系统 - Google Patents

混合动力系统中电磁离合器的控制方法和混合动力系统 Download PDF

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Publication number
WO2022193418A1
WO2022193418A1 PCT/CN2021/091829 CN2021091829W WO2022193418A1 WO 2022193418 A1 WO2022193418 A1 WO 2022193418A1 CN 2021091829 W CN2021091829 W CN 2021091829W WO 2022193418 A1 WO2022193418 A1 WO 2022193418A1
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Prior art keywords
electromagnetic clutch
control method
power system
voltage battery
low
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PCT/CN2021/091829
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English (en)
French (fr)
Inventor
余平
李建文
曹阳
Original Assignee
精进电动科技股份有限公司
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Application filed by 精进电动科技股份有限公司 filed Critical 精进电动科技股份有限公司
Priority to JP2022578948A priority Critical patent/JP7483953B2/ja
Priority to EP21857008.3A priority patent/EP4082816B1/en
Priority to US17/768,118 priority patent/US12000442B2/en
Publication of WO2022193418A1 publication Critical patent/WO2022193418A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • 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
    • B60W2710/023—Clutch engagement rate
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3028—Voltage
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the invention belongs to the technical field of electromagnetic clutch control, and particularly relates to a control method of an electromagnetic clutch in a hybrid power system and a hybrid power system.
  • electromagnetic clutch plays a vital role in the power performance and output capability of hybrid power system.
  • the power source splitting units of many hybrid systems do not have a control strategy after the clutch voltage fails. Once the power supply battery or wiring harness fails, there is no other power source to provide power, and the electromagnetic clutch controller will not work normally, which will lead to the whole The safety and reliability of the vehicle power system are reduced, and even the entire vehicle cannot be driven.
  • the present invention discloses a control method of an electromagnetic clutch in a hybrid power system and a hybrid power system, so as to overcome the above problems or at least partially solve the above problems.
  • the hybrid power system further includes: an engine, a motor, an electromagnetic clutch controller and a power supply system;
  • the power supply system includes: a low-voltage battery, a backup power supply system and a switching circuit, the electromagnetic clutch is used to control the access of the motor, and the control method specifically includes the following steps:
  • Step 1 monitoring whether the voltage of the low-voltage battery is lower than a target value, and judging whether the low-voltage battery is faulty;
  • Step 2 when the low-voltage battery fails, use the switching circuit to switch the backup power system to supply power to the electromagnetic clutch and the electromagnetic clutch controller;
  • Step 3 using the electromagnetic clutch controller to judge the engagement or disengagement state of the electromagnetic clutch
  • Step 4 the electromagnetic clutch controller further controls the electromagnetic clutch according to the engagement or disengagement state.
  • step 4 specifically includes:
  • the judging according to the vehicle speed signal whether it is necessary to issue an instruction to engage the electromagnetic clutch includes:
  • judging whether it is necessary to issue an instruction to engage the electromagnetic clutch according to the magnitude of the driving speed includes:
  • control method also includes:
  • Step 5 when the monitored voltage of the low-voltage battery is not lower than a target value, the switching circuit switches the low-voltage battery to supply power to the electromagnetic clutch and the electromagnetic clutch controller.
  • the electromagnetic clutch is a self-sustaining electromagnetic split clutch.
  • the self-maintaining electromagnetic split clutch includes: a fixed part, a driven part and an elastic part;
  • the fixing part includes: a soft magnetic element, and a coil is arranged on the soft magnetic element;
  • the driven component includes: an armature disc, on which a plurality of permanent magnet magnets are arranged.
  • the backup power system includes: a high-voltage battery, a transformer circuit and a capacitor module;
  • the high-voltage battery is connected to the switching circuit through the transformer circuit; one end of the capacitor module is connected to the connection line between the transformer circuit and the switching circuit, and the other end of the capacitor module is grounded ;
  • the transformer circuit is a high-voltage-to-low-voltage flyback switching power supply circuit.
  • the backup power system further includes: a charging circuit
  • the charging circuit is connected to the output end of the transformer circuit, and one end of the capacitor module is connected to the connection line between the charging circuit and the switching circuit.
  • Another aspect of the present invention further discloses a hybrid power system, preferably a vehicle hybrid power system, which adopts any one of the control methods described above.
  • the backup power system is switched by the switching circuit to supply power to the electromagnetic clutch controller and the electromagnetic clutch, so as to provide power for the electromagnetic clutch controller and the electromagnetic clutch.
  • the use of the electromagnetic clutch provides a guarantee; and in the control method, when the low-voltage battery fails, the electromagnetic clutch is always engaged, so that the vehicle is driven by a hybrid power system, thereby ensuring the safety and reliability of the hybrid power system.
  • FIG. 1 is an implementation step diagram of a method for controlling an electromagnetic clutch in a hybrid power system according to an embodiment of the present invention
  • Fig. 2 is a logic judgment diagram in step 4 in an embodiment of the present invention.
  • FIG. 3 is a connection structure diagram of a power supply system in an embodiment of the present invention.
  • FIG. 4 is a connection structure diagram of a power supply system in an embodiment of the present invention.
  • An embodiment of the present invention discloses a method for controlling an electromagnetic clutch in a hybrid power system
  • the hybrid power system further includes: an engine, a motor, an electromagnetic clutch controller, and a power supply system
  • the power supply system includes: a low-voltage battery, a backup power supply system and switching circuits.
  • the low-voltage battery is used to power the electromagnetic clutch controller and the electromagnetic clutch
  • the electromagnetic clutch is used to control the access of the motor to realize the hybrid drive of the vehicle.
  • the control method of the electromagnetic clutch in the hybrid system specifically includes the following steps:
  • Step 1 Monitor in real time whether the voltage of the low-voltage battery is lower than the target value, and determine whether the low-voltage battery is faulty; wherein, the target value is the minimum voltage value of the electromagnetic clutch controller and the electromagnetic clutch working, and when the voltage of the low-voltage battery is lower than the target value, If the electromagnetic clutch controller and electromagnetic clutch cannot work normally, it is judged that the low-voltage battery is faulty.
  • Step 2 when the low-voltage battery fails, use the switching circuit to switch the backup power system to supply power to the electromagnetic clutch and the electromagnetic clutch controller, to ensure that the electromagnetic clutch controller works normally and the electromagnetic clutch completes the engagement action.
  • Step 3 use the electromagnetic clutch controller to judge the engagement or disengagement state of the electromagnetic clutch.
  • Step 4 the electromagnetic clutch controller further controls the electromagnetic clutch according to the engagement or disengagement state, so that the electromagnetic clutch is completely in the engagement state until the power failure is eliminated.
  • the backup power system is switched between the electromagnetic clutch controller and the electromagnetic clutch by switching the circuit.
  • the power supply to the clutch provides a guarantee for the use of the electromagnetic clutch; and in this control method, in the event of a low-voltage battery failure, the electromagnetic clutch is always engaged, so that the vehicle is driven by a hybrid power, which ensures the safety and reliability of the hybrid power system. reliability.
  • step 4 specifically includes:
  • the electromagnetic clutch controller When the electromagnetic clutch is in the engaged state, the electromagnetic clutch controller does not issue an engagement command, and the electromagnetic clutch remains engaged.
  • judging whether an instruction to engage the electromagnetic clutch needs to be issued according to the vehicle speed signal includes:
  • the electromagnetic clutch controller sends a command to engage the electromagnetic clutch after a preset time, and the electromagnetic clutch is engaged.
  • the preset time is determined according to the working conditions of the power system and the condition of the whole vehicle. The purpose of setting the preset time is: due to the loss of the vehicle speed signal, the vehicle speed cannot be determined.
  • the electromagnetic clutch controller sends an instruction to engage the electromagnetic clutch to engage the electromagnetic clutch, which can ensure the safety and stability of the power system.
  • judging whether it is necessary to issue an instruction to engage the electromagnetic clutch according to the size of the driving speed includes:
  • the electromagnetic clutch controller When the driving speed is greater than the set value, the electromagnetic clutch controller does not send out the command to engage the electromagnetic clutch; to prevent the power system from being damaged due to the electromagnetic clutch engaging when the vehicle speed is too fast.
  • the electromagnetic clutch controller sends an instruction to engage the electromagnetic clutch, and the electromagnetic clutch is engaged to realize the hybrid drive of the vehicle.
  • the electromagnetic clutch controller when the driving speed is greater than 5km/h, the electromagnetic clutch controller does not issue an instruction to engage the electromagnetic clutch, the electromagnetic clutch remains disengaged, and the vehicle is driven by single power; when the driving speed is less than or equal to 5km/h, the electromagnetic clutch controller issues The command to engage the electromagnetic clutch, the electromagnetic clutch is engaged.
  • control method further includes:
  • Step 5 when the monitored voltage of the low-voltage battery is not lower than the target value, the switching circuit switches the low-voltage battery to supply power to the electromagnetic clutch and the electromagnetic clutch controller, and the electromagnetic clutch resumes normal operation.
  • the voltage of the low-voltage battery may be lower than the target value for a period of time due to external reasons, such as low temperature or water ingress. After a period of time, the voltage of the low-voltage battery returns to the normal level. At this time, the switching circuit cuts off the backup power system to supply power to the electromagnetic clutch controller and the electromagnetic clutch, and restores the low-voltage battery to supply power to the electromagnetic clutch controller and the electromagnetic clutch.
  • the electromagnetic clutch is a self-retaining electromagnetic splitting clutch, and the self-retaining electromagnetic splitting clutch only needs to be energized when the electromagnetic clutch performs an engaging action or a disengaging action, and does not need to be energized when maintaining the engaged state and the disengaged state.
  • the self-maintaining electromagnetic split clutch includes: a fixed part, a driven part and an elastic part.
  • the fixed part maintains a fixed position in the axial direction of the electromagnetic clutch
  • the driven part is movable at least in the axial direction of the electromagnetic clutch, so that the electromagnetic clutch is in the suction or disengagement position, respectively
  • the elastic part is provided with a pre-tightening force to make the fixed part move.
  • the component is in a position to remain separated from the driven component.
  • the fixed part includes: a soft magnetic element, a coil is arranged on the soft magnetic element, and the coil is energized to generate a magnetic force.
  • the driven part includes: an armature disc, and a plurality of permanent magnet magnets are arranged on the armature disc.
  • the coil When the coil is positively energized, the coil attracts the permanent magnetic steel, and the armature plate overcomes the elastic force of the elastic component and moves to the attraction position with the soft magnetic element, so that the fixed component and the driven component are in a drive connection.
  • the electromagnetic force generated by the coil reduces the suction force of the permanent magnet steel, and the elastic force of the elastic component overcomes the suction force of the permanent magnet steel, and pushes the armature disc away from the soft magnetic element. position so that the fixed part is separated from the driven part.
  • the backup power system includes: a high-voltage battery, a transformer circuit and a capacitor module; wherein, the high-voltage battery is a power battery of a vehicle.
  • the high-voltage battery is connected to the switching circuit through the transformer circuit; one end of the capacitor module is connected to the connection line between the transformer circuit and the switching circuit, and the other end of the capacitor module is grounded.
  • the switching circuit switches the backup power system to supply power to the electromagnetic clutch and the electromagnetic clutch controller, and the high-voltage battery is depressurized through the transformer circuit to supply power to the electromagnetic clutch and the electromagnetic clutch controller; when both the low-voltage battery and the high-voltage battery fail , the capacitor module supplies power to the electromagnetic clutch and the electromagnetic clutch controller through the switching circuit.
  • This backup power system provides dual guarantees for the electromagnetic clutch and electromagnetic clutch controller, with a higher safety factor.
  • the transformer circuit is a flyback switching power supply circuit that converts high voltage to low voltage.
  • the input of this flyback switching power supply circuit is the power battery of the vehicle, the output voltage is 15V, and the maximum power is 15W.
  • the flyback switching power supply circuit starts to work.
  • the high voltage is converted into low voltage, and a constant voltage of 15V is output to ensure that the voltage actually received by the electromagnetic clutch and the electromagnetic clutch controller matches its applicable voltage.
  • the capacitor module includes: several capacitor cells connected in series; each capacitor cell is connected in parallel with a voltage equalizing resistor.
  • the main function of the voltage equalizing resistor is to use the voltage division principle to ensure that the voltages on each capacitor are equalized. Because of the differences between the capacitors, the voltages at the terminals of each capacitor are prone to vary, which in turn easily leads to the breakdown of the capacitors. It can effectively prevent the occurrence of unequal voltage of each capacitor terminal.
  • the number of capacitor cells is 10, the capacitor cells are 3V/3F super capacitor cells, the 10 capacitor cells are connected in series, and the voltage that each capacitor cell withstands during normal operation is 1.5V.
  • the backup power system further includes: a charging circuit.
  • the charging circuit is connected to the output end of the transformer circuit, and one end of the capacitor module is connected to the connection line between the charging circuit and the switching circuit.
  • the electric energy in the high-voltage battery flows through the transformer circuit to reduce the voltage, and then charges the capacitor unit in the capacitor module through the charging circuit, so that the capacitor module is normally fully charged.
  • the charging circuit includes: a charging resistor, a P-MOS tube and a control circuit; the P-MOS tube is connected in parallel with the charging resistor, the control circuit is respectively connected with the P-MOS tube and the capacitor module, and the function of the charging circuit is to limit the charging of the capacitor.
  • the charging resistor in the charging circuit is connected in series with the circuit, which can reduce the current in the circuit.
  • the backup power system further includes: a voltage and temperature monitoring device.
  • the signal output terminal of the voltage and temperature monitoring device is connected to the MCU.
  • the voltage and temperature monitoring device monitors the voltage and temperature of the capacitor module at any time, and transmits the monitored voltage and temperature signals to the MCU. Through the MCU, the status information of the capacitor module can be grasped at any time to ensure that the capacitor module is in normal condition. working status.
  • An embodiment of the present invention discloses a hybrid power system, preferably a vehicle hybrid power system, and the vehicle hybrid power system adopts the control method in any one of the foregoing embodiments.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
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Abstract

一种混合动力系统中电磁离合器的控制方法和混合动力系统，其中混合动力系统除了电磁离合器外还包括：发动机、电机、电磁离合器控制器和电源系统；电源系统包括：低压电池、备用电源系统和切换电路，电磁离合器用于控制电机的接入，控制方法为：监测低压电池的电压是否低于目标值，判断低压电池是否出现故障；利用切换电路切换备用电源系统为电磁离合器和电磁离合器控制器供电；利用电磁离合器控制器判断电磁离合器的接合或分离状态；根据接合或分离状态，对电磁离合器进一步控制。当低压电池供电出现故障时，切换电路通过切换备用电源系统进行供电，保证电磁离合器处于合理状态，使混合动力系统更为安全和可靠。

Description

混合动力系统中电磁离合器的控制方法和混合动力系统 技术领域
本发明属于电磁离合器控制技术领域，特别涉及一种混合动力系统中电磁离合器的控制方法和混合动力系统。
发明背景
电磁离合器作为混合动力汽车动力源切分的核心部件，对混合动力系统的动力性能和输出能力起着至关重要的作用。当前很多混合动力系统的动力源切分单元都不具备离合器电压失效后的控制策略，一旦供电电池或线束发生故障，没有其他电源来提供电能，电磁离合器控制器将无法正常工作，这会导致整车动力系统安全性和可靠性下降，甚至导致整车无法行驶等后果。
发明内容
针对上述问题，本发明公开了一种混合动力系统中电磁离合器的控制方法和混合动力系统，以克服上述问题或者至少部分地解决上述问题。
为了实现上述目的，本发明采用以下技术方案：
本发明一方面公开了一种混合动力系统中电磁离合器的控制方法，所述混合动力系统还包括：发动机、电机、电磁离合器控制器和电源系统；所述电源系统包括：低压电池、备用电源系统和切换电路，所述电磁离合器用于控制所述电机的接入，所述控制方法具体包括如下步骤：
步骤1，监测所述低压电池的电压是否低于目标值，判断所述低压电池是否出现故障；
步骤2，当所述低压电池出现故障时，利用所述切换电路切换所述备用电源系统为所述电磁离合器和所述电磁离合器控制器供电；
步骤3，利用所述电磁离合器控制器判断所述电磁离合器的接合或分离状态；
步骤4，所述电磁离合器控制器根据所述接合或分离状态，对所述电磁离合器进一步控制。
进一步地，所述步骤4具体包括：
当所述电磁离合器处于接合状态时，保持所述接合状态；
当所述电磁离合器处于分离状态时，根据车速信号判断是否需要发出电磁离合器接合的指令。
进一步地，所述根据车速信号判断是否需要发出电磁离合器接合的指令包括：
判断所述车速信号是否能够检测到，若车速信号能够检测到时，根据行车速度的大小判断是否需要发出电磁离合器接合的指令；
当车速信号不能够被检测到时，在预设时间后发出电磁离合器接合的指令。
进一步地，所述根据行车速度的大小判断是否需要发出电磁离合器接合的指令包括：
当行车速度大于设定值时，不发出电磁离合器接合的指令；
当行车速度小于等于设定值时，发出电磁离合器接合的指令。
进一步地，所述控制方法还包括：
步骤5，当监测到的所述低压电池的电压不低于目标值时，所述切换电路切换所述低压电池为所述电磁离合器和所述电磁离合器控制器供电。
进一步地，所述电磁离合器为自保持电磁切分离合器。
进一步地，所述自保持电磁切分离合器包括：固定部件、从动部件和弹性部件；
所述固定部件包括：软磁元件，所述软磁元件上设置有线圈；
所述从动部件包括：衔铁盘，所述衔铁盘上设置有若干个永磁性磁钢。
进一步地，所述备用电源系统包括：高压电池、变压电路和电容模组；
所述高压电池经过所述变压电路与所述切换电路连接；所述电容模组的一端连接在所述变压电路与所述切换电路的连线上，所述电容模组的另一端接地；
所述变压电路为高压转低压的反激式开关电源电路。
进一步地，所述备用电源系统还包括：充电电路；
所述充电电路连接在变压电路的输出端，且所述电容模组的一端连接在所述充电电路与所述切换电路的连线上。
本发明另一方面还公开了一种混合动力系统，优选为车辆混合动力系统，该车辆混合动力系统采用上述任一项所述的控制方法。
本发明的优点及有益效果是：
本发明的电磁离合器的控制方法中，当整车低压电池供电出现故障，无法确保电磁离合器控制器和电磁离合器正常工作时，通过切换电路切换备用电源系统为电 磁离合器控制器和电磁离合器供电，为电磁离合器的使用提供了保障；并且该控制方法中，在出现低压电池故障时，使电磁离合器一直处于接合状态，进而使车辆为混合动力驱动，保证了混合动力系统的安全性和可靠性。
附图简要说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1为本发明的一个实施例中混合动力系统中电磁离合器的控制方法的实施步骤图；
图2为本发明的一个实施例中步骤4中的逻辑判断图；
图3为本发明的一个实施例中电源系统的连接结构图；
图4为本发明的一个实施例中电源系统的连接结构图。
实施本申请的方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合本发明具体实施例及相应的附图对本发明技术方案进行清楚、完整的描述。显然，所描述的实施例仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
以下结合附图，详细说明本发明各实施例提供的技术方案。
本发明一个实施例中公开一种混合动力系统中电磁离合器的控制方法，该混合动力系统还包括：发动机、电机、电磁离合器控制器和电源系统；其中，电源系统包括：低压电池、备用电源系统和切换电路。低压电池用于为电磁离合器控制器和电磁离合器供电，电磁离合器用于控制电机的接入，实现车辆混合动力驱动。混合动力系统中电磁离合器的控制方法具体包括如下步骤：
步骤1，实时监测低压电池的电压是否低于目标值，判断低压电池是否出现故障；其中，目标值为电磁离合器控制器和电磁离合器工作的最低电压值，当低压电池的电压低于目标值，电磁离合器控制器和电磁离合器无法正常工作，则判断低压电池出现故障。
步骤2，当低压电池出现故障时，利用切换电路切换备用电源系统为电磁离合器和电磁离合器控制器供电，保证电磁离合器控制器正常工作以及电磁离合器完成接合动作。
步骤3，利用电磁离合器控制器判断电磁离合器的接合或分离状态。
步骤4，电磁离合器控制器根据接合或分离状态，对电磁离合器进一步控制，使电磁离合器完处于接合状态，直至供电故障消除。
综上，本实施例的电磁离合器的控制方法中，当整车低压电池供电出现故障，无法确保电磁离合器控制器和电磁离合器正常工作时，通过切换电路切换备用电源系统为电磁离合器控制器和电磁离合器供电，为电磁离合器的使用提供了保障；并且该控制方法中，在出现低压电池故障时，使电磁离合器一直处于接合状态，进而使车辆为混合动力驱动，保证了混合动力系统的安全性和可靠性。
在一个实施例中，如图2所示，步骤4具体包括：
当电磁离合器处于接合状态时，电磁离合器控制器不发出接合指令，电磁离合器保持接合状态。
当电磁离合器处于分离状态时，根据车速信号判断电磁离合器控制器是否需要发出电磁离合器接合的指令。
进一步地，根据车速信号判断是否需要发出电磁离合器接合的指令包括：
判断车速信号是否能够检测到，若车速信号能够检测到时，根据行车速度的大小判断电磁离合器控制器是否需要发出电磁离合器接合的指令。
当车速信号不能够被检测到时，在预设时间后电磁离合器控制器发出电磁离合器接合的指令，电磁离合器接合。其中，预设时间是根据动力系统的工况以及整车情况确定，设置预设时间的目的是：由于车速信号丢失，不能确定车速，当车速过快，如果贸然使电磁离合器接合，可能会导致动力系统损坏；在预设时间后，车速下降到安全值，电磁离合器控制器再发出电磁离合器接合的指令，使电磁离合器接合，可以确保动力系统的安全性和稳定性。
进一步地，根据行车速度的大小判断是否需要发出电磁离合器接合的指令包括：
当行车速度大于设定值时，电磁离合器控制器不发出电磁离合器接合的指令；防止在车速过快时，电磁离合器接合会导致动力系统损坏。
当行车速度小于等于设定值时，电磁离合器控制器发出电磁离合器接合的指 令，电磁离合器接合，实现车辆的混合动力驱动。
例如，当行车速度大于5km/h时，电磁离合器控制器不发出电磁离合器接合的指令，电磁离合器保持分离状态，车辆为单动力驱动；当行车速度小于等于5km/h时，电磁离合器控制器发出电磁离合器接合的指令，电磁离合器接合。
在一个实施例中，控制方法还包括：
步骤5，当监测到的低压电池的电压不低于目标值时，切换电路切换低压电池为电磁离合器和电磁离合器控制器供电，则电磁离合器恢复正常工作。低压电池的电压可能由于外界原因，出现一段时间内低于目标值，例如低温或进水，当一段时间后，低压电池的电压恢复到正常水平。此时，切换电路切断备用电源系统为电磁离合器控制器和电磁离合器供电，恢复低压电池为电磁离合器控制器和电磁离合器供电。
在一个实施例中，电磁离合器为自保持电磁切分离合器，自保持电磁切分离合器只需在电磁离合器执行接合动作或分离动作时通电，在保持结合状态和分离状态时无需通电。
进一步地，自保持电磁切分离合器包括：固定部件、从动部件和弹性部件。固定部件在电磁离合器上的轴向上保持固定位置，从动部件至少在电磁离合器的轴向上可移动，使得电磁离合器分别处于吸合或分离位置，弹性部件上设有预紧力，使固定部件处于和从动部件保持分离的位置。
固定部件包括：软磁元件，软磁元件上设置有线圈，线圈通电产生磁力。
从动部件包括：衔铁盘，衔铁盘上设置有若干个永磁性磁钢。
当所述线圈通正向电时，线圈吸合永磁性磁钢，衔铁盘克服弹性部件的弹力移动至和软磁元件的吸合位置，使得固定部件与从动部件实现传动连接。
当所述线圈反向通电时，线圈产生的电磁力减小了永磁性磁钢的吸力，弹性部件的弹力克服永磁性磁钢的吸力，将所述衔铁盘推开至和软磁元件的分离位置，使得固定部件与从动部件分离。
在一个优选实施例中，如图3所示，备用电源系统包括：高压电池、变压电路和电容模组；其中，高压电池为车辆的动力电池。
高压电池经过变压电路与切换电路连接；电容模组的一端连接在变压电路与切换电路的连线上，电容模组的另一端接地。
当低压电池故障，切换电路切换备用电源系统给电磁离合器和电磁离合器控制 器供电时，高压电池通过变压电路降压后给电磁离合器和电磁离合器控制器供电；当低压电池和高压电池都故障时，电容模组通过切换电路给电磁离合器和电磁离合器控制器供电。此备用电源系统为电磁离合器和电磁离合器控制器供电提供了两重保障，安全系数更高。
变压电路为高压转低压的反激式开关电源电路。此反激式开关电源电路的输入为车辆的动力电池，输出电压为15V，最大功率为15W，在正常工作条件下，只要动力电池的高压存在，此反激式开关电源电路就开始工作，将高压转换为低压，并输出15V的恒定电压，保证电磁离合器和电磁离合器控制器实际接收的电压与其适用电压匹配。
在一个实施例中，电容模组包括：若干个串联的电容单体；每个电容单体上都并联一个均压电阻。均压电阻的主要作用是利用分压原理保证使各个电容上面电压均等，因为电容单体之间存在差异，各个电容端电压容易发生不等，进而容易导致电容被击穿，并联的均压电阻能有效防止各个电容端电压不等情况的发生。
优选的，电容单体的数量为10个，电容单体为3V/3F的超级电容单体，10个电容单体串联连接，每个电容单体在正常工作时承受的电压是1.5V。
在一个实施例中，如图4所示，备用电源系统还包括：充电电路。
充电电路连接在变压电路的输出端，且电容模组的一端连接在充电电路与切换电路的连线上。高压电池里的电能流经变压电路降压，然后通过充电电路为电容模组里面的电容单体进行充电，使电容模组正常情况下都处于充满电状态。
进一步地，充电电路包括：充电电阻、P-MOS管和控制电路；P-MOS管与充电电阻并联，控制电路分别与P-MOS管和电容模组连接，充电电路的作用是限制电容的充电电流，充电电路中的充电电阻串联在电路上，可以降低电路中的电流。
在一个实施例中，备用电源系统还包括：电压和温度监测装置。
电压和温度监测装置的信号输出端与MCU连接。电压和温度监测装置是对电容模组的电压和温度进行随时监测，并把监测到的电压和温度信号传给MCU，通过MCU就可以随时掌握电容模组的状态信息，确保电容模组处于正常工作状态。
本发明一个实施例中公开一种混合动力系统，优选为车辆混合动力系统，该车辆混合动力系统采用上述任一项实施例中的控制方法。
以上所述，仅为本发明的具体实施方式，在本发明的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明 白，上述的具体描述只是更好的解释本发明的目的，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种混合动力系统中电磁离合器的控制方法，所述混合动力系统还包括：发动机、电机、电磁离合器控制器和电源系统；所述电源系统包括：低压电池、备用电源系统和切换电路，所述电磁离合器用于控制所述电机的接入，其特征在于，所述控制方法具体包括如下步骤：
    步骤1，监测所述低压电池的电压是否低于目标值，判断所述低压电池是否出现故障；
    步骤2，当所述低压电池出现故障时，利用所述切换电路切换所述备用电源系统为所述电磁离合器和所述电磁离合器控制器供电；
    步骤3，利用所述电磁离合器控制器判断所述电磁离合器的接合或分离状态；
    步骤4，所述电磁离合器控制器根据所述接合或分离状态，对所述电磁离合器进一步控制。
  2. 根据权利要求1所述的控制方法，其特征在于，所述步骤4具体包括：
    当所述电磁离合器处于接合状态时，保持所述接合状态；
    当所述电磁离合器处于分离状态时，根据车速信号判断是否需要发出电磁离合器接合的指令。
  3. 根据权利要求2所述的控制方法，其特征在于，所述根据车速信号判断是否需要发出电磁离合器接合的指令包括：
    判断所述车速信号是否能够检测到，若车速信号能够检测到时，根据行车速度的大小判断是否需要发出电磁离合器接合的指令；
    当车速信号不能够被检测到时，在预设时间后发出电磁离合器接合的指令。
  4. 根据权利要求3所述的控制方法，其特征在于，所述根据行车速度的大小判断是否需要发出电磁离合器接合的指令包括：
    当行车速度大于设定值时，不发出电磁离合器接合的指令；
    当行车速度小于等于设定值时，发出电磁离合器接合的指令。
  5. 根据权利要求1-4任一项所述的控制方法，其特征在于，所述控制方法还包括：
    步骤5，当监测到的所述低压电池的电压不低于目标值时，所述切换电路切换所述低压电池为所述电磁离合器和所述电磁离合器控制器供电。
  6. 根据权利要求1所述的控制方法，其特征在于，所述电磁离合器为自保持电 磁切分离合器。
  7. 根据权利要求6所述的控制方法，其特征在于，所述自保持电磁切分离合器包括：固定部件、从动部件和弹性部件；
    所述固定部件包括：软磁元件，所述软磁元件上设置有线圈；
    所述从动部件包括：衔铁盘，所述衔铁盘上设置有若干个永磁性磁钢。
  8. 根据权利要求1所述的控制方法，其特征在于，所述备用电源系统包括：高压电池、变压电路和电容模组；
    所述高压电池经过所述变压电路与所述切换电路连接；所述电容模组的一端连接在所述变压电路与所述切换电路的连线上，所述电容模组的另一端接地；
    所述变压电路为高压转低压的反激式开关电源电路。
  9. 根据权利要求8所述的控制方法，其特征在于，所述备用电源系统还包括：充电电路；
    所述充电电路连接在变压电路的输出端，且所述电容模组的一端连接在所述充电电路与所述切换电路的连线上。
  10. 一种混合动力系统，其特征在于，所述混合动力系统采用权利要求1-9任一项所述的控制方法。
PCT/CN2021/091829 2021-03-18 2021-05-06 混合动力系统中电磁离合器的控制方法和混合动力系统 WO2022193418A1 (zh)

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